diesel engine development tenergy

8/19/2019 Diesel Engine Development TENERGY

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World Best of Energy Conversion Technology

TENERGY

28. September 2013

TENERGY

Achievement & experience of TENERGY

Diesel engine development


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Contents

1. Diesel engine development of TENERGY

2. Process of diesel engine development

3. Design

4. CAE analysis

5. Combustion development

6. Mechanical & Functional test

7. ECU calibration of diesel engine

8. Resources of TENERGY for diesel engine


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1. Diesel engine development by TENERGY

A2300T IDI Engine (Kukje Machinery)

Cylinder Head Design & development

Mechanical & Function development

Vehicle cooling system development

D2400T DI Engine (Kukje Machinery)

Turn-key Project : Concept Design,Test and development

Production Development support

D3400T DI Engine (Kukje machinery)

Turn-key Project : Concept Design,

Test and development

Production Development support


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2.4L

(TCI, TC, NA)CRDI Tier 4 Engine

1.8/2.4L

(TC, NA) CRDI Tier 4 Engine

Denso Piezo 2,000 & 2,200 bar FIE Application to HMC R-Engine

• R-Engine based EMS • Denso FIE system application • Engine calibration & EMS application

• Combustion development

• Mechanical & Functional development• Engine & Vehicle calibration


• Mechanical & Functional development

• Engine & Vehicle calibration


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3.4L

TCI CRDI Tier 4

Engine

• Combustion Development• Mechanical & Functional

Development

• Engine & DPF calibration

2.0L

CRDI Euro 5 Engine

• A150 Vehicle calibration

(with CDPF)

CRDI Euro 4 Engine

• A150 Vehicle calibraiton

2.0L

CRDI Euro 5 Engine

• C150 Vehicle calibration(with CDPF)

CRDI Euro 4 Engine

• C150 Vehicle calibration

V12 30L TCI CRDI

Diesel Engine

• 1 MW Power plant engine design

1.9L / 2.5L

3 / 4 cylinder TCI

CRDI engine


• Mechanical & Functional development• Engine & Vehicle calibration


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2. Process of development of diesel engine

1) 4V Port and Combustion Chamber

Performance

Fuel

Economy

CostDurability

Emission

Regulation

(Tier4)

Target

Max. Power

Max. Torque

Fuel Consumption

Emission Strategy

Reliability & Durability

NVH

Engine Dimension

Engine Weight

Machine Application

Common-use of Parts

Objectives


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2. Process of development of diesel engine

2) Design Process

Engine Target

Cylinder Head

Cylinder Block

Gas Exchange

Simulation with

T/C Matching

Cooling Circuit CFD

Intake Manifold

Exhaust Manifold

Head Cover

FIE System

Oil PanHead & Block FEA

1-D Cooling

: Cooling Circuit

1-D Lubrication

: Oil Circuit

Valve Train Kinematics

Timing Drive Layout

Belt Drive Layout Intake Manifold CFD

Ex/Manifold CFD & FEA

Crankshaft TV & FEA

Con Rod FEA

Crankshaft

Con Rod

Analysis

Design

Modal Analysis

Camshaft

Valve System

Bearing Load Analysis

Brackets

Concept Definit ive & Detail

In-Cylinder Motion /

Injection Targeting /

Combustion

Piston


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3. Design

1) Typical Design Feature of Diesel engine

4 Valve , OHV,Rocker Arm Valve Train

EGR & Oil Cooler

ApplicationTiming Gear Drive System

PTO Application

6 Cylinder

Head Bolt Pattern

Rigid Bottom End Construction(Half Skirt Cylinder Block + BedPlate + Structural Oil Pan)

Skewed Intake Port(1-Tangential & 1-Helical )

2nd Mass Balancing System(Lanchester Type)

FIE SystemWith Common Rail

Center Injector,

Glow Plug in Cylinder Head


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3. Design

2) Engine Layout – Major functional components

Fuel Pump

Oil PumpBal. SHF Gear

(Drive Ratio 2/1)

Cam Gear

(Drive Ratio 1/2)

PTO Gear

Crank Pulley

Water Pump

Alternator

EGR Cooler

Starter

Oil Filter

& Cooler

Bal. SHF Gear

(Drive Ratio 2/1)

Exhaust

O/filter & cooler, F/pump, O/pump, O/level gauge, O/filler cap, EGR valveIntake

EGR cooler, Start-motor, PTO, Alternator, Cam shaft

EGR

Valve


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3. Design

3) Lubrication system

T/charger(Thru main bearing & cam shaft journal groove)

Cooled Oil

Hot OilOil Strainer

Piston Cooling Jet

Main Gallery

Main Journal

Cam-Shaft Journal

(Thru main bearing journal groove)

Rocker Shaft

Oil-Filter & CoolerOil-Pump

(Indirect driven)


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3. Design

4) Intake Port (1 tangential + 1 helical) : Layout

Items Features

1 Intake port

Separated (1 tangential + 1 helical) + Swirl chamfer

- Tangential port : Rectangular shape entrance

- Helical port : Oval shape entrance

2 Exhaust port Siamese

3 G/plug Mounted on intake side

4 Injector Center in cylinder head

[ Skewed Angle ]

25˚

1

2

4

3

[ Port Layout ]


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3. Design

5) Intake Port (1 tangential + 1 helical) : Cross-sectional Area

[ Cross-sectional Area ]

Position Tangential port Helical port

Port entrance

(Intake manifold)55% 45%

Middle 50% 50%

Escape

(Combustion chamber)45% 55%

Cross-section Little tapered Constant

Tangential port Helical port

Entrance Middle Escape


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3. Design

6) Combustion Chamber Layout

In-valve dia.

(mm)

Ex-valve dia.

(mm)

Valve seat ~

Injector hole

(mm)

Valve seat~

G/plug hole

(mm)

Injector hole~

G/plug hole

(mm)

35 29 8.0 5.0 8.0 (angle 48˚)

• Intake valve dia.: Improvement of volumetric efficiency at high speed

- Maximum size under layout restriction while considering

cooling performance

(Performance matching at low speed : low capacity T/charger)

• Exhaust valve dia.

: A little smaller size considering exhaust gas temperature

: Decrease of friction => improvement of fuel economy


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3. Design

7) Cooling Concept : Individual Cross Flow

W/pump

IN

W/pump

OUT

• Individual Cross Flow Cooling

: Water duct on the upper intake side of cylinder block

: Individual cross flow from intake side to exhaust side

in cylinder head

- Injector & G/plug cooling

- Valve bridge cooling

: W/pump outlet on exhaust side of cylinder head

[ Top View ]

[ Intake Side View ]Water duct


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3. Design

8) Valve Train Layout

• Rocker Arm

: Lash adjustment screw & ball joint with elephant foot

: Applied spring for rocker-arm position fixing

• Push Rod

: Sphere-socket type, Hollow pushrod

Ball Joint

Rocker Shaft Spring

(Spacing spring)


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3. Design

9) Water Pump

• Water Pump Rig Test

• Heat Rejection

for middle & heavy duty engine,

Heat rejection≒ 75~85% of engine power

Water Pump

- qradiator = ρ * Q * Cp * ΔT,

ρ : Density of coolant

Cp : Specific heat of coolant

ΔT : temp. difference between in & outlet


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3. Design

10) Oil Pump

MainBearing

Con-rodBearing

CamBearing

Cooling

Jet

R/Arm &Shaft

Turbo-charger

Bal.

ShaftQtotal Pm

Journal dia. (mm)

Bearing width(mm)

Clearance (mm)

Orifice dia. (mm)

유량 (l/min)2600rpm 7.21 1.48 5.78 9.20 4.43 3.00 1.63 32.73 3.5bar1000rpm 3.08 0.59 2.47 6.03 1.85 1.25 0.69 15.96 1.5bar

• Oil Flow Rate Calculation

Detail Design Data

• Oil Distribution• Oil Pump Capacity

: Focused at low speed (1000rpm)

: At rated rpm, oi l pump has additional relief

margin of about 10%.

Primary

point

3 D i


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3. Design

11) High Pressure Common Rail System

• High injection pressure needed for both

emission feasibility and reasonable

performance

• At least 1600bar system needed

3 D i


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3. Design

12) Injector Nozzle Optimization

• Nozzle layout optimization

–Number of Hole–Hole dia (Hydraulic Flow Rate),

–Conical nozzle

–Spray cone angle

–SAC volume(VCO or minisac)• NTP(Nozzle Tip Protrusion) optimization

–Injector nozzle gasket thickness

– Spray target point optimization

– Nozzle tip max temperature limit

I4-2.0L Diesel EU5 Ref. A company B company

Type Bosch Piezo 1800 bar Delphi Sol. 1800bar

Power level 184PS 150PS

Hole no. 8 8

Cone angle 156 156

HFR(cc/min@100bar) 940 800

3 D i


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3. Design

13) Turbocharger Matching

THE MATCHING

PROCESS

BEST COMPRESSOR

BEST TURBINE

• Turbocharger can not be matched efficiently around whole operating area.

• Therefore normally matched for high power before EURO 5

• Efficiently matched for emission region together with reasonable power for EURO 6

3 Design


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3. Design

14) Cooled EGR

• Cooled EGR is effective measure to improve NOx-PM trade-off

• Cooler by-pass is necessary to reduce HC & CO emission before warm-up

EGR cooler with by-pass valve

NOx Smoke

3 Design


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3. Design

15) Emission potential of LP-EGR

Emission, Fuel con. 14-pts average

BSNOx Smoke BSFC BSCO

BASE

(HP-EGR only)1.07 1.01 389 6.51

LP-EGR 0.68 1.00 368 6.75

Improvement 35.8% 0.9% 5.2% -3.6%

3 Design


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3. Design

16) Summary of Technology to meet EURO Legislation

EURO 2

Combustion

Compression Ratio

EURO 3 EURO 4 EURO 5

FIE

PFP [bar]

Charging Device

EGR

Swirl Control

IDIDI

(IDI)

20 ↑ 18 ↑ 17.5 ↑ 16.5 ↑

Mech. RotaryElectronic control

CRS 1350bar ↑ CRS 1600bar ↑ CRS 1600bar ↑

← ←

120 140 160 ↑ 180 ↑

NA

(or T/C)

T/C (w/ I. Cooler)

Waste Gate

←

Wastegate or

VGT

← VGT

(2 stage)

EURO 6

←

CRS 1600bar ↑

←

← VGT or

2 stage TC

180 ↑

ON/OFF

EGR

Duty control

EGR

EEGR

w/ cooler

EEGR

w/ coolerbypass

(LP-EGR)

X X ○ ← ←

Exhaust Afer treatment X DOC DOC(DPF) DPF LNT or SCR

4 CAE Analysis


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4. CAE Analysis

1) 1D Performance Simulation

Build and calibrate airinduction system

Developed usingCFD or flow bench

Build and calibrate portmodel

Build and calibrateintake & exhaust

manifolds

Build and calibrateexhaust system

Build GT-Power

Setup engine model withdynoinputs

Execute Model

Verify results

GT-Power model resultsmach dyno

GT-Power model resultsDON’T match dyno

Re-evaluate dyno inputs, assumptions, verify enginehardware evaluated on the dyno (i.e. induct. sys, intakemanifold, cams, cylinder head, exhaust sys, etc.), engine

friction, CR, fuel type, etc.



Induction systemgeometry & flow

data

Port geometry &flow data

Manifold geometry& flow data

Build and calibrateintercooler model

Build turbo chargermodel

Flow dataPressure & drop

Efficiency Model

Gas Stand Maps

Exhaust systemgeometry & flow

data

Dyno test datacombustion data

heat transfer data

START

For

naturallyaspiratedengines

For boostedengines

4 CAE Analysis


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4. CAE Analysis


1-D Engine Modeling (Diesel)

4 CAE Analysis


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4. CAE Analysis


Location of Peak Pressure

P-V diagramPressure per Crank Angle

Corrected Break Torque

1-D Simulation Results

4 CAE Analysis


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4. CAE Analysis

2) Hydrodynamic bearing analysis

• Crank train design analysis with EXCITE-Designer: Min. oil film thickness & max. oil film pressure

Minimum Oilfilm Thickness

Main Bearing - Uppershell: PSI_1

0

2

4

6

8

10

12

14

16

M i n i m u m O

i l f i l m T

h i c k n e s

s ( m i c r o n )

1000 2000 3000 4000 5000 6000 7000

Engine Speed(rpm)

bearing 1

bearing 2

bearing 3

bearing 4

bearing 5

4. CAE Analysis


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4. CAE Analysis

2) Hydrodynamic bearing analysis

• Crank train design analysis with EXCITE-Designer

: Oil hole positioning

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

E c c

e n t r i c i t y R a t i o ( - )

0 90 180 270 360 450 540 630 720

Eccentricity Ratio

Relative to Shell

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1

E c c e n t r i c i t y R a t i o ( - )

0

30

60

90

120

150

180

210

240

270

300

330

Shell Angle(deg)

0

180

360

540

7200

180

360

540

7200

180

360

540

7200

180

360

540

720

4. CAE Analysis


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4. CAE Analysis

3) 1D Torsional Vibration & FEA

• Crank train design analysis with EXCITE-Designer

: Torsional vibrations (TV amplitude & Dynamic torque)

- Max. 0.15deg at a specific order with the highest amplitude

- Max. 0.5deg at total TV amplitude

- Mass damper tuning

: Fatigue strength calculation (Safety factor)

- Safety factor for web cross-section

4. CAE Analysis


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C a ys s

4) FEA crank-train & optimization

• FEA of crank train

Torsion Bending

Calculation of torsional stress concentration factors Calculation of bending stress concentration factors

: Stress & stiffness analysis

- Examination of the weakest points

4. CAE Analysis


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• FEA of crank train

: Fatigue strength analysis (safety factor) after stress analysis

[ Fatigue strength of crankshaft ] [ Fatigue strength of connecting rod ]

4. CAE Analysis


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• FEA of connecting rod: Bore deformation of connecting rod big-end

- Below 90% deformation of mean bearing clearance

• Design optimization by numeric and FEA analysis

con-rod = max ( 1 , 2 )

d_ratio = con-rod / clearance 100 (% )

4. CAE Analysis


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6) Crankcase _ Sealing performance

Non-linear Behavior of Gasket

FE Model of Cylinder Block & Head & Gasket

Load Condition

4. CAE Analysis


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6) Crankcase _ Sealing performance

• Pressure Line of Gasket

Surface Pressure on Stopper

Surface Pressure on Full Bead

Surface Pressure on Bead

4. CAE Analysis


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7) Crankcase _ Bore Deformation

4. CAE Analysis


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8) Crankcase _ Crankcase FEA & Optimization

• Thermal Analysis of Bulkhead Inter Bore

4. CAE Analysis


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9) Crankcase _ Crankcase FEA & Optimization

• Fatigue Safety

4. CAE Analysis


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10) Intake Port Design : Process

Port Layout

Target

C f & Swir l

Decision

Database

Valve system

- 2V / 4V

- OHV / OHC

Valve(Port)

arrangement

Target Cf

Target swirl

- Consideration

of engine

performance

Parametric

port design

Optimization

of port design

Measurement

of Cf & swirl

in flow bench

test

CAD 3D

Design

CFD

Analys is

Flow Bench

Test

4. CAE Analysis


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11) Intake Port Design

• Major factor to influence performance of engine

• Port Design

: Utilizing of benchmark data for initial layout

: Close collaboration with CFD analysis and flow bench tests

Diesel engine

Target High flow coefficient & reasonable swirl

Features Swirl(helical) port design considered

Shape

4. CAE Analysis


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• Port types for 4 valve pattern (for Diesel)

Helical / Tangential 2-Tangential 2-Helical

Geometry

F e a

t ur e s

Interaction Medium Small Strong

CF 0% +3% -8%

Remarks

- Good compromise

between the flow and

the swirl sensitivity

- Recommendation for

Daedong 3.5L engine

- Almost same directionflow vectors

- More sensitive swirl

of the single cylinders

of one cylinder head

- Stronger interaction

of the two helical ports

4. CAE Analysis


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• Comparison of each port

Tangential port Helical port

Geometry

Features

• Production of the swirling by impingement of

the air jet to the cylinder wall

• Dependent upon the angle between cylinderwall and air jet

: Port positioning, direction, shape of the runner

• More sensitive against casting displacements(position of sharp edge)

• Low swirl at small and medium valve lift,

very high swirl at large valve lifts

• Production of the swirling air motioninside the port

• Independent from the valve positioning

• Low sensitivity against casting displacements

• A particular swirl number with high accuracy

• Shorter development time and smalleruncertainties during the design stage

4. CAE Analysis


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• Data base of swirl ratio vs. flow coefficient => Target Cf & swirl setting

4. CAE Analysis


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• Important geometry parameters for swirl port design

: Inlet & outlet position

: Port angle

: Sectional profile over port length

: Slope of spiral

: Eccentricity of spiral

[ Sectional Area of Helix ]

4. CAE Analysis


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13) Intake Port CFD

• CFD analysis

: CFD analysis

- Under same condition in flow bench test

: Computational Model

- CFD code : STAR-CCM+ v4.06

- No. of grids : about 5,900,000 cells

=> High Accuracy

- Steady state / cold flow condition

- Variable valve lift

- Boundary condition : Pressure boundary

[ Diesel engine port CFD model ]

4. CAE Analysis


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13) Intake Port Flow Bench

• Flow bench test

4. CAE Analysis


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13) Intake Port Flow Bench

• Flow bench test

4. CAE Analysis


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14) CFD water jacket

• STAR-CCM+ v4.06

• Outputs: Flow distribution

: Heat transfer coefficient

: Pressure drop

• Guide Line Confirmation

: Minimum flow velocity in critical areas at peak engine power

: Maximum flow velocity at peak engine power

: Minimum heat transfer coefficient in critical areas at peak engine power

: Total pressure drop(Program specific)

Velocity distribution Heat Transfer Coefficient Total Pressure Drop

4. CAE Analysis


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15) Valvetrain kinematics (WINDAV)

• Cam design

• Kineto-Static Analysis (Spring load, inertia load, contact load, spring margin)

• Cam/Tappet contact stress, contact ellipse

• Valve Spring Design (Stress amplitude, Natural frequency)

• HLA Load, Cam Torque.

Cam lift (Displ./Vel./Accel.) Spring margin Cam contact load & stress

4. CAE Analysis


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15) CFD analysis of intake & exhaust manifold

Intake Manifold Exhaust Manifold

4. CAE Analysis


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16) FEA analysis of connecting rod

1st Step

Cold Assembly

2nd Step

Inertia Load

3rd Step

Pressure Load

Stress Distribution for Each Step

4. CAE Analysis


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16) FEA analysis of connecting rod

Safety Factor Distribution Big End Cross-In

1

㎛

2

5. Combustion Development


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1) Diesel Engine Performance Development

BSFC

NVH

Performance

PM/NOx

OptimizationPort flow

EGR cooler capacity

Valve timing

optimization

Turbocharger

matching

Swirl Control valve

Combustion

Chamber

Injector nozzle

layout

Nozzle tip

protrusion

Breathing Combustion

Port swirl

Bypass-

EGR cooler

Throttle Valve

High Pressure Pump

& Rail


2) I t k P t d D l t P


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2) Intake Port and Development Process

Engine Performance Test

Cf Swirl

Velocity

Cf Improvement by port flowmeasurement

Correlation of Flow Bench & CFD

Actual Head Test

Measurement of Cf & swirl(tumble) in flow bench

Correlation of flow box &actual head flow

Torque & V.E of Engine performance

Port Improvement by CFD Analysis

Head Prototype Manufacturing


3) C b ti S t D l t


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3) Combustion System Development

• Both air motion and fuel spray energies contribute to mixture preparation• Significant effort is expended in matching the intake port and combustion bowl

Optimallymatched bowl

Engineeringexperience

SimulationTestFlow BenchTest

Parametricport design

Optimizationof port design

Measurementof Cf & swirl(tumble) inflow bench

CAD 3DDesign

CFDAnalysis


4) I t k t & i bl i l


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4) Intake port & variable swirl

• Moderate swirl(1.5~1.8) is feasible for full load performance Parallel arrangement with one tangential and one semi-helical port is optimal

for both performance and durability• Variable swirl is mandatory to comply with higher swirl demand at emission cycle

Semi-helical port

Tangential port

Parallel Tandem Twisted

Variable swirl by swirl control valve


1) Cooling System Evaluation


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1) Cooling System Evaluation


2) Lubrication System Evaluation


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2) Lubrication System Evaluation


3) Ventilation System Evaluation


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3) Ventilation System Evaluation


4) Engine Thermal Survey


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4) Engine Thermal Survey


5) Piston Marking test


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5) Piston Marking test


6) Motoring Friction Test


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6) Motoring Friction Test


1) Diesel EMS calibration - Overview


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1) Diesel EMS calibration Overview

Items Activities

Engine Dyno Calibration

• Full load calibration

• Emission optimization (DoE & Transient test)

• Air model calibration (MAF, V/E, T/C model, PSE, TSE)

• Torque model calibration (Friction model, MBT, Timing/Thermal efficiency)

• DPF temperature control (Open loop model, Closed loop)

• Soot mass estimation (Engine out soot model, Dp model)

Driveability Calibration

• Cold Startability (down to -25℃)

• Demand Torque Calibration

• Normal & Hot/Cold Idle & driveability test

NVH Calibration • Combustion noise check & improvement

Chassis Dyno Calibration• Air model / control optimization

• Emission & Fuel consumption optimization


1) Diesel EMS calibration - Overview


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1) Diesel EMS calibration Overview

Items Activities

EOBD Calibration

• EOBD regulation conformity

• EOBD threshold safety margin

• Fail safe strategy and calibration

DPF calibration(Vehicle)

• Regeneration strategy (Regeneration triggering/ Fail safe)

• Temperature control calibration in all environment condition

• Accuracy check & improvement of soot mass estimation

Test trip • Validation and fine calibration under Hot/Cold & High altitude condition

Lesson learned • Verification the lesson learned items


2) Engine calibration with DoE incl. DPF calibration


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) g

EMS parameters

• SOI• Rail pressure• EGR, ….

Responses

• Fuel Consumption• Emission• etc

DPF Re-gen calibration

SOI

NOxPMFC

Model Based Calibration

EGR


3) Engine calibration (performance & emission)


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) g (p )

PSE/TSE

Model based Boost

Control

Valve flow model

Volumetric Eff.

VGT model

Pilot Inj. Q

Main Inj. timing

Boost Pressure

(A/F ratio)

Swirl

Pilot Inj. timing

Rail Pressure

EGR

14 mode

selection

14 mode

EM/FE cal.

Smoothing

Mapping

MAF, Injector Q

calibration

Torque structure

Structured

Eng cal.

Model based

EGR control

+

Full load

calibration


4) Base map calibration : steady 14 mode point selection


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) y

Speed, Q Speed, Torque

Vehicle Parameters

Vehicle modal data

Steady 14 mode+Idle

32.23 4.58 8.2

9.52 4.04

9.76 3.743.22

3.752.74

2.131.01

1.25

5.83 4.65

0

50

100

150

200

250

300

350

400

0 500 1000 1500 2000 2500

Speed, rpm

o r q u e ,

N

__

Replication

Cycle

simulation


4) Base map calibration : steady 14 mode point selection


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Speed, Q Speed, Torque

Vehicle Parameters

Vehicle modal data

Steady 14 mode+Idle

32.23 4.58 8.2

9.52 4.04

9.76 3.743.22

3.752.74

2.131.01

1.25

5.83 4.65

0

50

100

150

200

250

300

350

400

0 500 1000 1500 2000 2500

Speed, rpm

o r q u e ,

N

__

Replication

Cycle

simulation


5) Base map calibration : steady 14 mode point selection (DoE)


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• Start of main injection

• Rail pressure

• EGR

• Boost Pressure

• Variable swirl

• Quantity of pilot injection

• Start of pilot Injection• Quantity of post injection

• Start of post injection

• Fuel Consumption

• NOx

• Smoke or PM

• CO

• HC• Combustion noise

Engine

Z=a0+a1·X+a2·Y+a3·XY+a4·X2+a5·Y

2

ECU-Variable

Measured

Variable

EngineX

YZ


6) Base map calibration


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Steady 14 mode calibration(Test, Modeling)

Optimization & map manipulation


7) Base map calibration (Transient validation and refinement)


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Transient test at engine bench provide quick refinement

in advance of vehicle calibration


8) DPF calibration


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• Start of main injection

• Rail pressure

• Boost Pressure

• Variable swirl

• Quantity of pilot injection• Start of pilot Injection

• Quantity of post injection

• Start of post injection

• DPF inlet temperature

• O2 concentration

• Oil Dilution

• Fuel Consumption• Smoke

• HC

Regeneration mode calibration

• Steady state base calibration with DoE

• Open & closed loop temp. controller

• Transient validation and tuning


8) DPF calibration


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Soot load estimation

S o o t_ m a s s

0

2

46

8

10

12

14

16

18

20

22

24

time [s]

0 20000 40000 60000 80000 100000 120000 140000 160000 180000

P_T_Dpf_dp_soot_mass

model_soot_mass Real_soot_mass

• DP soot mass with clean filter model

• Engine out soot mass model

• O2 burn rate

• NO2 burn rate


9) Driveability calibration overview


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The basic drivability function need to be calibrated in an early phase,

and repeated as emission calibration status.

Due to the significant influence of the drivability functions & the emission

• Low idle governor

• Startability calibration

• Driver demand torque map

• Tip in/out filter & AOS

• Smoke limit calibration

• EGR controller

• Boost pressure controller


10) Low Idle calibration


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• Target Idle setpoint calibration depend on external load and environment condition

• Idle control parameter calibration depend on driving condition

• Target Idle Setting(N/D, A/C On/Off, Temperature)

• System Characteristic, Step Response measurement for every gear

• Base PID Parameter selection

• Control parameter selection validation

• Idle control speed range selection

• Idle stability validation with electric load

• Idle stability validation with temperature variation(Hot/Cold)

• Idle stability validation with A/C On ↔ Off

• Speed drop - Clutch Engage after start (M/T)

• Speed drop/overshoot when P/N-R/D Shift after start

• Combustion noise refinement at Idle• PID Parameter fine tuning

• Creeping characteristic validation for every gear

• Creeping Surge w/+A/C +Emergency Lamp +Electrical Load

• M/T Creeping Surge w/ A/C, Electrical Load

TENERGY calibration check items for Idle calibration


11) Startability


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• Calibration under normal ambient conditions (+30 to -10°C) on road.

• Calibration under reproducible cold conditions (-15 to -25°C) in cold chamber.

• Validation and fine calibration under all environment conditions during test trip

• Start fuel Q/SOI/Rail pressure

• Glow time setting, additional heater specification check

• Startability check - engine oil characteristic

• Crank'g speed check with temperature /Battery spec.

• Idle speed set with temperature & characteristic of idle entering

• Start & Smoke at cold condition

• Idle stability during warm-Up period

• Idle stability with EGR activation at cold condition

• Combustion noise at cold condition

• Fuel heater activation check

• Idle speed characteristic with load change

TENERGY calibration check items for Startability


12) Driver Demand torque map calibration


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Torque Based Control

Target Vehicle

Acceleration g-value

Vehicle Weight and

Drive Train Spec.

Required Torque

CalculationTorque Demand Map

Calibration

Torque Transfer Function


13) Tip in/out filter & AOS


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Sharp Shock

No Shock

• Step Response measurement for every gear

• Base control Parameter selection

• Control Parameter validation

• Accel/Decel Fine Tuning for every gear (MT)

• Accel/Decel Fine Tuning(AT) during D/C ON

• Plausibility check of low speed region with Idle Control

• Surge check during constant speed driving

• Drive Map Data validation

• Clutch On/Off Tip-In/Out Shock & Surge check

• gear change and Tip-In/Out Shock & Surge check

TENERGY calibration check items for Tip in/out

Before

After


14) NVH – Combustion noise review


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Input

• Main Injection

• Pilot Injection

• Rail pressure

• Swirl

• EGR

--

-

Output

• Interior Noise

• Floor Vib.

• S/Wheel Vib.

-

--

-

-

What NVH response will be affected by Diesel EMS Calibration ?


14) NVH – Combustion noise review


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Input Parameter

• Main Injection

• Pilot Injection

• Rail pressure

• etc

Pressure Excitation

Output Response

• Interior Noise

• Floor Vib.

• S/Wheel Vib.

• etc

Combustion Mechanical excitation

Noise Radiation by

Surface vibration

Vibration filtered by

PT dynamic characteristics Transfer function

(Structure-borne & Air-borne path)


15) EM calibration procedure on C/dyno


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• Measuring the first available vehicle in NEDC on C/dyno

• Analyzing the most emission relevant operating areaswith measured Engine speed/load and temp. profile

• Optimization the most emission relevant operating areason E/dyno bench.

• Evaluation engine test bench results on chassis dyno

• Optimization EM relevant calibration on chassis dyno

• Analyzing the effect of tolerances & aging of EM parts


16) Diagnostic & E-OBD calibration


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• DTC/MIL/Freez Frame/LIMP-HOME configuration

• Part Fail E/M check

• Comprehensive Component

• Catalyst – EM verification with dummy caltalyst

• Air Mass Sensor Monitoring

• EGR Governor Deviation Monitoring

• Rail Pressure Sensor Monitoring

• Rail Pressure Sensor Drift Test

• VGT Governor Monitoring

• Coolant Temp Sensor Monitoring

• Monitoring

• IN-USE PERFORMANCE

• OBD

• Preparation of a system plan including fault path strategy: MIL/SYS, priority class, P-code

• Mapping of plausibility checks for digital / analogue input signals

• Calibration EOBD threshold

• Fail safe strategy and calibration

TENERGY calibration check items for Startability


17) DPF calibration (vehicle)

R ti t t (R ti t i i / F il f )


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• Regeneration strategy (Regeneration triggering/ Fail safe)

• Temperature control calibration in all environment condition

• Accuracy check & improvement of soot mass estimation• Driveability under regeneration & DPF related Diagnostics

• Torque continuity, Combustion noise during transition

• Regeneration coordinator

• Regeneration interval calibration by regen strategy

• Mileage regeneration trigger calibration

• Possible mileage without ASH cleaning

• Fuel consumption check (Min/Max DP sensor)

• Temperature and pressure measurement

• Emission confirm test after mileage accumulation

• Temperature controllability check at COLD condition

• High altitude & HOT condition correction

• Driveability during regen at high alt./HOT/COLD

• Visible smoke check during regen

• DTI(Drop to Idle) check & uncontrolled burning check

TENERGY calibration check items for DPF calibration


18) Test trip


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• Calibration and validation of engine and vehicle behavior in special ambient conditions:

- Cold climate- Hot climate

- High altitude condition

• Test and fine-calibration of start and drive-off behavior

• Test and verification of permitted component stresses:

- Coolant, engine Oil and exhaust gas temperatures

- T/C-speed under steady state and transient conditions


Lesson Learned check from field issues)


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Items

The number of

detail items

Startability 3

Idle 2

Driving

(Accel & Decel)18

Noise 7

Diagnostics 9

etc. 6

Total 45

.....

.

1 P oor per fo rmance

No MIL / P0299

(When using scan tool,

No DTC)

Pending codeP0299

All Warm-up Mainly up-hill Launch Engine rpm : Over 1750rpmFuel mass : PCR_qGvnrOn_CUR

2Poor performance (cold

take-off)No DTC Winter Cold

High altitude

: 1000m aboveQuick launch

. Cold & high altitude

. Quick launch

3MIL on

Limp home modeP244B

Diesel particulate filter

differential pressure too

high

General driving mode

4Turbocharger REA

noiseNo DTC All All

Key on/off

, deceleration

Key offafter running,

Tip out

5MIL on

Limp home modeP02E1 All All Deceleration state @DPF Regeneration

6 MIL on P2453

Diesel particulate filter

differential pressure

sensor performance

All General driving mode

7White smoke @

regenerationNo DTC Customer complaint All Regeneration General driving DPF regeneration status

8Starting Impossible @

crankingNo DTC All Cranking

9Engine stall

Mil onP0335

Crankshaft Position

(CKP) Sensor Circuit All General driving Normal driving

10 No Cranking P0633Theft Deterrent Key Not

Programmed All Ignition On

Road Condition

No1

(Phenomena)

2

(DTC)

3

(Description)

Problem Drive Condition

Driving

Condition Re-occurrence/ Measurement ConditionAmbient Temp.

Warm-up

/cold


1) Facilities


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DoE Tool Engine Dynamo Vehicle Chassis Dynamo

CAMEO

On-line

CAMEO

Off-lineAC EC Emission Calibration

1 1 2 8 1 (2WD) 1 (4WD)

EngineDynamo

ChassisEmissionDynamo


1) Facilities


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Engine

Emission

Analyzer

Chassis

Emission

Analyzer

Cold

Chamber

(Ajou MotorCollege)

Chassis

Mapping

Dynamo

diesel engine development tenergy

Documents