atd hcci project overview - meca · 10/3/2007 · atd hcci project overview october 3, 2007 phase...

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ATD HCCI Project Overview

October 3, 2007

Overview of Homogeneous Charge Compression Ignition Effort by Advanced

Technology DivisionPresented To:

Manufacturers of Emission Controls Association

October 3, 2007

Principal Researchers:

Ruonan Sun (734.214.4917)

Rick Thomas (734.214.4540)Presenter: Greg Piotrowski

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October 3, 2007

Four Cylinder VW 1.9L TDI Engine

Gasoline Fuelled (87 Octane “pump gas”)

Low Cost Gasoline PFI Injectors

Fixed Compression Ratio (16.5:1)

Turbocharged and/or Supercharged

HCCI project evolved through three generations of hardware with these basic features unchanged:

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October 3, 2007

Phase I: Exploratory EngineIdentify operating ranges and associated requirements of boost and cooling systems

Combustion Analysis to identify potential control parameters

Develop Control Strategies

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October 3, 2007

Phase II Engine: Engine Driven Supercharger and Air to Air Intercoolers

Identify operating range with mostly production components

Closed loop control on fueling, boost and EGR. Intake charge temperature control via tables.

Steady State and Transient Operation

Calibration for Hybrid Vehicle Testing

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October 3, 2007

Phase III Engine:

Regulated Two Stage Turbocharger System

Identify boost system to expand operating range and improve efficiency

Develop transient operation strategy including intake O2 and temperature closed-loop control

Control HC and CO using oxidation catalysts

Calibration for Hybrid Vehicle Testing

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October 3, 2007

Phase I Exploratory Engine

01 02 03 04 05 06 07 08 09 0

1 stQ tr

2 n dQ tr

3 r dQ tr

4 thQ tr

E a stW e stN or th

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October 3, 2007

Gen I Engine Operating Points

0

50

100

150

200

250

500 1000 1500 2000 2500 3000 3500 4000Engine Speed (rpm)

Torq

ue (N

m)

Auto TDI Rating

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October 3, 2007

Control Parameter Synopsis

Maximum Rate of Pressure Rise (MRPR) chosen because:

•MRPR always increases as fueling increases

•Ind MEP always increases as MRPR increases

•For acceptable HCCI combustion, MRPR always falls between

2 bar/deg to 10 bar/deg regardless of engine speed, intake, coolant and

oil temperatures, boost level or EGR rate

•Combustion Process WAS controllable with a target MRPR from

2 to 10 bar/deg over a large range of engine speeds, intake, coolant

and oil temperatures, boost levels and EGR rates

•However, location of peak pressure and location of MRPR could be used as control parameters only at light load and when engine is already stable.

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October 3, 2007

Phase II: Engine-driven supercharger and VGT

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October 3, 2007

Phase II Engine Map/Efficiency

510152025

30

35

00

2

4

6

8

10

500 1000 1500 2000 2500 3000 3500 4000 4500

BM

EP (b

ar)

Engine Speed (rpm)

Brake Thermal Efficiency (%)

Hybrid Vehicle Operation

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October 3, 2007

Control PrinciplesPrimary parameters were adjusted by the engine controller to maintain a single target combustion parameter.

Primary parameters included the fueling rate, boost level, EGR, intake charge and coolant temperatures.

Target combustion parameter was the maximum rate of pressure rise.

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October 3, 2007

Combustion Stability during Target Transient

0

2

4

6

8

10

12

0 50 100 150 200 250 300

Cycle Number

MR

PR (b

ar/d

eg)

4

4.5

5

5.5

6

6.5

7

PW (m

s)

Desired MRPR

MRPR

Commanded PW

Cylinder 1

0

2

4

6

8

10

12

0 50 100 150 200 250 300

Cycle Number

MR

PR (b

ar/d

eg)

4

4.5

5

5.5

6

6.5

7

PW (m

s)

Cylinder 2

0

2

4

6

8

10

12

0 50 100 150 200 250 300

Cycle Number

MR

PR (b

ar/d

eg)

4

4.5

5

5.5

6

6.5

7

PW (m

s)

Cylinder 3

0

2

4

6

8

10

12

0 50 100 150 200 250 300

Cycle Number

MR

PR (b

ar/d

eg)

4

4.5

5

5.5

6

6.5

7

PW (m

s)

Cylinder 4

7

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October 3, 2007

Phase II Testing on a Hybrid Vehicle

Vehicle: Modified Ford F150 equipped with a Series Hydraulic Hybrid Drivetrain

Engine: The Phase II ATD HCCI Engine

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October 3, 2007

F150 Phase II Engine Installation

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October 3, 2007

0

10

20

30

40

50

60

0 200 400 600 800 1000 1200 1400

Time (sec)

Spee

d (M

PH)

F150 HCCIFTP (LA4)

F150 FTP Test

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October 3, 2007

•FTP Test SummaryTHC CO NOx FE-MPG

Phase 1 0.86 0.11 0.022 20.48Phase 2 0.46 0.05 0.013 19.54Exhaust catalysts: engine out.

•F150 Cert Data (ID 5PB1-3.0-J-324) tested on 5/26/04THC CO NOx FE-MPG

Phase 1 0.237 1.62 0.059 18.68Phase 2 0.003 0.009 0.007 19.03Phase 3 0.009 0.087 0.006 22.13

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October 3, 2007

Phase II Engine Major Conclusions

A stand-alone HCCI engine with mostly current production components can operate over a wide range of conditions with low NOx emissions and diesel-like efficiencies. The engine can make transitions along a preset power curve and can be used as a power plant for a series hybrid vehicle.Achieving high boost with high turbine/compressor efficiency was important to further expand operating range and power output

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October 3, 2007

Phase III Engine: Regulated two stage turbocharger system

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October 3, 2007

EGR

Cool

erValves:1. 2nd Stage by pass2. Aftercooler bypass 13. Aftercooler bypass 24. Wastage (C ISX EGR)5. Back pressure

Temperature

Cell 10 HCCI Twin Turbo System SetupCell 10 HCCI Twin Turbo System Setup

Afte

rcoo

ler

LFE

Pressure

1

23

4

5

KP31

K03/2080

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October 3, 2007

1st System

First system: HP: Turbine: Concepts NREC (70%) Compressor: KP35-1570 CBKLP: Turbine K14 Compressor K04-2080

Second system: HP: Turbine: KP31-180.85 ACAX Compressor: KP35-1570 CBKLP: Turbine K03-4.81 Compressor K04-2080

Comparison of the T wo T win-T urbo Systems

0

20

40

60

80

100

120

140

160

0 500 1000 1500 2000 2500 3000 3500 4000 4500

Engine Spe e d (r pm )

Torq

ue (N

m)

D e s ire d T o rque C urve

2nd System

1st System

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October 3, 2007

Best Boost System ComponentsHP Stage: Turbine: Concepts NREC (70%)

Compressor: KP35-1570 CBK

LP Stage: Turbine K03-4.81

Compressor K04-2080

Wastegate:

Cummins ISX EGR Valve

HP Compressor Bypass:

Snowmobile Reed Valve

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October 3, 2007

Catalyst Testing

82 cu in

Ford “after EGR Loop”

“EHC before EGR Loop”

Substrate from Emitech and coated with Pt by Umicore 23 cu in

Total Catalyst volume: 105 cu in

Ford Focus: 184 cu in

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October 3, 2007

Catalyst Performance at 3600 rpm

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

0.45

0.5

4 5 6 7 8 9 10 11 12

BMEP (bar)

NO

x (g

/kW

hr)

BaseFord after EGR LoopDual catEHC after EGR LoopEHC before EGR Loop

3600 RPM

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October 3, 2007

Phase III Engine Summary

Boost system to deliver desired power curve is defined

Transition strategy to move between two turbochargers was demonstrated around 120 Nm from 1500 rpm to 3500 rpm

System Optimization: seamless transition between start to idle/warm-up to warm operations

atd hcci project overview - meca · 10/3/2007 · atd hcci project overview october 3, 2007 phase...

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