1
Engine, Emissions and Vehicle Research DivisionSouthwest Research Institute
Engine, Emissions and Vehicle Research DivisionEngine, Emissions and Vehicle Research DivisionSouthwest Research InstituteSouthwest Research Institute
SwRI HEDGE Program
Dr. Terry Alger
August, 2006
2SwRI Program in Advanced Gasoline Engines
SwRIGasoline Vehicle Research Program
2
3SwRI Program in Advanced Gasoline Engines
SwRI Gasoline Vehicle Research Program
HEDGE“High Efficiency Dilute Gasoline Engines”
A potential solution to mobile-source efficiency and emissions goals for the future. Includes multiple technology areas, requiring parallel, closely-coupled research efforts. This presentation reports a brief, example set of results from the HEDGE research consortium at SwRI.
4SwRI Program in Advanced Gasoline Engines
HEDGE Consortium
•• Industry Cooperative AgreementIndustry Cooperative Agreement–– Allows us to Discuss and to Work on the Allows us to Discuss and to Work on the
Development of PreDevelopment of Pre--Competitive TechnologiesCompetitive Technologies•• StructureStructure
–– SwRI Manages the Conduct of Projects Funded SwRI Manages the Conduct of Projects Funded within the Consortiumwithin the Consortium
–– Program Advisory Committee (PAC) Provides Program Advisory Committee (PAC) Provides Overall Technical DirectionOverall Technical Direction
3
5SwRI Program in Advanced Gasoline Engines
HEDGE Motivating Factors• Increasing price of fuel
– Improves cost/benefit tradeoff for efficiency improvements– Increased customer demand for improved fuel economy
across all markets• Tightening of emissions standards for HD / off-road
engines– Lean aftertreatment costs are extensive, unproven and
expensive– Three-way catalyst technology proven and reliable
An engine that combines diesel-like torque and fuel consumption with gasoline
emissions potential is desired
6SwRI Program in Advanced Gasoline Engines
2002 2003 2004 2005 2006 20072001
HEDGE conceptualizationand simulations
2008 2009
SwRI Internal ResearchHEDGE single-cylinderproof-of-concept
SwRI Internal ResearchHEDGE multi-cylinderproof-of-concept
HEDGE History and Planning
SwRI Internal ResearchSpray-guided DISI
> $1M SwRI internal funding to HEDGE-related R&D.
SwRI Internal ResearchEGR for Fuel Economy.Vehicle Demonstrator
Engine #1JD 4.5L
Ignition systemevaluations
Engine #2DCX-World
HEDGE Consortium
Generation-II
Single-CylinderEngine Tasks
Generation-III
SwRI Internal ResearchHEDGE controls
SwRI Internal ResearchIgnition system R&D
4
7SwRI Program in Advanced Gasoline Engines
200
250
300
350
400
450
500
550
600
0% 20% 40% 60% 80% 100%
% of Maximum Load
BSF
C [g
/kW
-hr]
2004 MY PZEV SI Engine17.5:1 CR HEDGE12.5:1 CR HEDGE
HEDGE Comparison to PZEV Vehicle
• Results from initial SwRI internal research project (2003)
• PZEV data vs. HEDGE– PZEV engine tested was 2.3 L– PZEV data taken at MBT at each
speed / load point• HEDGE shows potential for best
efficiency at low load and equivalent / better efficiency at high load
– Tested HEDGE combustion system not optimized for PFI
– Pilot-igniter fuel pump load not optimized
– HEDGE valve timing not optimized– Note possibility for variable effective
compression ratio
HEDGE
HEDGE
PZEV
8SwRI Program in Advanced Gasoline Engines
HEDGE Comparison to PZEV Vehicle
• HEDGE has significantly lower engine-out BSNOx than current PZEV vehicles
• BSHC / BSCO equivalent to PZEV engine
– Potential for further reduction through optimization 0
5
10
15
20
25
200 300 400 500 600
BSFC [g/kW-hr]
BSN
Ox
[g/k
W-h
r]
12.5:1 CR Supercharged 17.5:1 Turbocharged2004 MY PZEV SI Engine
`
0
2
4
6
8
10
200 250 300 350 400 450 500 550 600
BSFC [g/kW-hr]
BSHC
[g/k
W-h
r]
12.5:1 CR Supercharged 2004 MY PZEV SI Engine
0
10
20
30
40
50
200 250 300 350 400 450 500 550 600BSFC [g/kW-hr]
BSC
O [g
/kW
-hr]
12.5:1 CR Supercharged 2004 MY PZEV SI Engine
IR Project 03.R9386
IR Project 03.R9386IR Project 03.R9386
5
9SwRI Program in Advanced Gasoline Engines
Program Research Elements• Turbocharged
– High BMEP and thermal efficiency– Enables aggressive downsizing
• EGR– Reduces engine-out NOx by ~ 10 x– Knock reduction
• Efficient high load operation• Boosted operation at high
compression ratios– Reduces exhaust temperatures
• Advanced ignition system– Enables high dilution– Increases knock resistance
• New sensing and controls
END RESULT:A high compression ratio, spark-ignition engine that can operate at or near full load for extended periods of time with low emissions and fuel consumption
10SwRI Program in Advanced Gasoline Engines
Defining HEDGE
Em
issi
ons
Efficiency
Exhaust GasRecirculation
(EGR) HighEnergyIgnitors
Advanced fuelingand combustion
system
BaseEngine
BoostedEngine/
Downsize
RemoveThrottle
(Add VVA)
6
11SwRI Program in Advanced Gasoline Engines
HEDGE Project Goals• Efficiency Goals:
– Diesel Competitive• Peak BTE of 40%• Part-load BTE competitive with un-throttled engines
• Emissions Goals:– Demonstrate LD SULEV potential (3-way catalyst)
• With best fuel efficiency• Hot operation only
– Demonstrate HD 2010 emissions potential (engine-out)
Of course, emissions and fuel economy are not independent, so each goal is not truly successful without the other.
Light-duty fuel economyimprovement > 15 -20%
12SwRI Program in Advanced Gasoline Engines
HEDGE Projects
1. Technical path evaluation2. Engine development
• diesel engine conversion• gasoline engine conversion
3. Advanced ignition systems4. Control system development
• Aggressive knock mitigation• Coordinated fuel, air, and EGR
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13SwRI Program in Advanced Gasoline Engines
HEDGE Projects – Technical Path
• Technical Path Evaluation– Analysis resource– Literature reviews– Planning and design– Cost analysis
30
35
40
45
50
55
60
65
0 5 10 15 20 25 30Compression Ratio
Cycle Ideal EfficiencyIdeal Cycle Efficiency w/LIVCEfficiency w/Friction EffectsEfficiency w/Friction & LIVC
Comparison of Otto-cycleand Miller-Cycle15 bar IMEP1200 rpm
Miller
Otto
Otto
Miller
Miller-cycle results forIVC retarded to 80 CAD after BDCand boost increased to maintain load
14SwRI Program in Advanced Gasoline Engines
HEDGE Projects – Ignition Systems• Advanced Ignition
Systems– Igniter/Ignition circuit
evaluations• Bench tests• Single-cylinder engine
tests– New concept analysis– Ignition improvements
beyond igniters
Ignition systems testing performed for very large matrix of igniters and ignition systems.
8
15SwRI Program in Advanced Gasoline Engines
Example of HEDGE Project Work
NGKDen
so
Smartfire
High Energ
yPSG
Lase
r - 80
mJ
Railplu
g
Extend
ed Dura
tion
Dual S
park - O
pen Cham
ber
Plasma J
et
ECCOS
Dual Spark
- Torch
0
2000
4000
6000
8000
10000
Flam
e Ar
ea [p
ixel
s]
High Energy Ignition
16SwRI Program in Advanced Gasoline Engines
Examples of Recent HEDGE Results
Range of spark-ignited operation being expanded through innovative ignition concepts and attention to flame chemistry and interactions with igniter.
Stable operationat EGR >50%
20 25 30 35 40 45 50 55 600
2
4
6
8
10
CoV
of I
MEP
[%]
EGR %
11:1 CR / 1500 rpm / 3.1 bar imep 14:1 CR / 1500 rpm / 3.1 bar imep
Accepted Stability Limit
EGR tolerance limits
Typical EGR limit (today's engine)
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17SwRI Program in Advanced Gasoline Engines
HEDGE Projects – Engine Development
• Diesel Engine Conversion– Base engine: John Deere
4.5L• 4 cylinder• 4 valves per cylinder• Variable geometry
turbocharging• Diesel-derivative combustion
chamber• HPL and LPL EGR system
studies• Ability to tolerate high
combustion pressures and pressure-rise rates
One full year of engine testing now completed. Engine modifications occurring for generation-II testing.
18SwRI Program in Advanced Gasoline Engines
Examples of HEDGE Results – Diesel Conversion
Results from modifiedgeneration-I engine.New cylinder-headand fuel system.
Peak loads recently increased to >17 bar. Fuel consumption and engine-out NOx improved again. We expect further gains with future design iterations.
208 210 210 2180
400
800
1200
1600
2000
2400
1000 1400 1900 2400 2900
Engine Speed (rpm)
BM
EP
(kP
a), B
SFC
(g/k
W-h
r)
0
0.01
0.02
0.03
0.04
0.05
0.06B
SN
Ox
(g/k
W-h
r) Diesel Fueled Stock
MPI, CR14.3
Central Injection, CR17
Central Injection, CR14.3
Engine-out BSNOx Gen-2max. BMEP
2010 US HD NOx Regulation = .27 g/kwh
BSFC at max. BMEP
Gen-1max. BMEP
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19SwRI Program in Advanced Gasoline Engines
HEDGE Projects – Engine Development
• Gasoline Engine Conversion– Base engine:
DaimlerChrysler 2.4L• 4 cylinder• 4-valves per cylinder• PFI-equipped• Cam-phasers for VVA
– Prototype EGR system added
– Utilize advanced ignition systems
DaimlerChrysler engine now demonstrating low- and high-load fuel economy advantages possible from EGR-engine with production ignition systems.
Boosted, high-compression ratio engine being prepared now
20SwRI Program in Advanced Gasoline Engines
Examples of HEDGE Results – SI Conversion
1000 2000 3000 4000 5000 6000
Torq
ue [N
-m]
Engine Speed [rpm]
20 N-m
Exha
ust
Tem
pera
ture
[deg
C]
Baseline φ= 1.05 - 1.15 φ = 1.0 and 20% EGR φ = 1.0 and 25% EGR φ = 1.0 and 30% EGR
100 deg C Peak torque improved by knock reductionDilution reduces exhaust temperature
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21SwRI Program in Advanced Gasoline Engines
Examples of HEDGE Results – SI Conversion
Fuel consumption reduced by 5-10% due to elimination of enrichment (CO, HC and NOx emissions significantly reduced)
Addition of EGR improves combustion phasing at knock limited condition –BSFC reduced by 20%
0 5 10 15 20
-20
-10
0
10
20
30
Operating Condition with Highest Knock Tendency
Deg
rees
afte
r TD
C
EGR %
Spark Advance Location of 50% MFB
Desired CA 50 Location for MBT
0 5 10 15 20 25
Exha
ust T
empe
ratu
re [d
eg C
]
EGR [%]
Temperature @ Phi = 1.0 BSFC @ Phi =1.0 Temperature @ Phi = 1.15 BSFC @ Phi = 1.15
Peak Torque Condition
20 deg C 5 g/kWh
BSF
C [g
/kW
h]
22SwRI Program in Advanced Gasoline Engines
HEDGE Projects – Controls
• HEDGE controls system development– Multi-variable control for fuel, fuel-
timing, EGR and air-flow– Ultra-fast knock control
• In-cylinder feedback methods• Knock sensor methods
Start
Read Pedal
Map to Desired Torque, Td
Table: Diesel PW = f(Td, rpm)
Table: Diesel Injection timing = f(Td, rpm)
Table: Desired Gasoline PW = f(Td, rpm)
Table: Target A/F = f(MAP, rpm)
Table: Target EGR/Air ratio = f(MAP, rpm)
Command Actuators
Calculate: Target Airflow
Table: Target EGR, Air actuator positions
Sensor: Fast airflow from MAF
Actual Fueling Rate =f(desired, MAF-based, and O2 feedback)
Table: Target VGT = f(MAP, rpm)
Sensor: Exhaust A/F ratio
e1
e2
),( rpmmf
FA
fuel
Lookupdesired
desired
&
⎟⎟⎠
⎞⎜⎜⎝
⎛
),( rpmmf
AD
fuel
Lookupdesired
desired
&
⎟⎟⎠
⎞⎜⎜⎝
⎛
⎟⎟⎠
⎞⎜⎜⎝
⎛
actual
actual
FA
⎟⎟⎠
⎞⎜⎜⎝
⎛
actual
actual
AD
ValveEGRtoFA⎟⎠⎞
⎜⎝⎛
ValveEGRtoAD⎟⎠⎞
⎜⎝⎛
VaneVGTtoFA⎟⎠⎞
⎜⎝⎛
VaneVGTtoAD⎟⎠⎞
⎜⎝⎛
EGR Valve
Actuator
VGT Vane
Actuator Rea
l-Tim
e M
odel
s+
+-
-
∑
∑
∑
∑
Open-LoopLookup
Model-Based Limiters
PEDAL
desiredF
ENG
INE
+ SE
NSO
RS
IgnitionDwell
GasolinePW Gasoline Timing
Ign Timing
Open-LoopLookup (limited) timing
(limited)fuelmINJ
&***
⎟⎟⎠
⎞⎜⎜⎝
⎛
desired
desired
AD
sensor−λ(OBD)
(OBD)MAF
(OBD)
(OBD)
(OBD)sensorNOx
e3+
-
∑
e1
e2
),( rpmmf
FA
fuel
Lookupdesired
desired
&
⎟⎟⎠
⎞⎜⎜⎝
⎛
),( rpmmf
AD
fuel
Lookupdesired
desired
&
⎟⎟⎠
⎞⎜⎜⎝
⎛
⎟⎟⎠
⎞⎜⎜⎝
⎛
actual
actual
FA
⎟⎟⎠
⎞⎜⎜⎝
⎛
actual
actual
AD
ValveEGRtoFA⎟⎠⎞
⎜⎝⎛
ValveEGRtoAD⎟⎠⎞
⎜⎝⎛
VaneVGTtoFA⎟⎠⎞
⎜⎝⎛
VaneVGTtoAD⎟⎠⎞
⎜⎝⎛
EGR Valve
Actuator
VGT Vane
Actuator Rea
l-Tim
e M
odel
s+
+-
-
∑
∑
∑
∑
Open-LoopLookup
Model-Based Limiters
PEDAL
desiredF
ENG
INE
+ SE
NSO
RS
IgnitionDwell
GasolinePW Gasoline Timing
Ign Timing
Open-LoopLookup (limited) timing
(limited)fuelmINJ
&***
⎟⎟⎠
⎞⎜⎜⎝
⎛
desired
desired
AD
sensor−λ(OBD)
(OBD)MAF
(OBD)
(OBD)
sensor−λ(OBD)
sensor−λ(OBD)
(OBD)MAF
(OBD)MAF
(OBD)MAF
(OBD)(OBD)
(OBD)(OBD)
(OBD)sensorNOx
(OBD)sensorNOx
(OBD)sensorNOx
e3+
-
∑
0 50 100 150 200 250 3000
50
100
150
Time, seconds
Ped
al, %
and
MA
P, k
Pa Transient Operation through HIL U.S. FTP-75
Multivariable control implementation
Control Logic
Diagram
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23SwRI Program in Advanced Gasoline Engines
HEDGE Home Page
www.hedge.swri.org
Website available to all clients.Updates to website and data occurring regularly.
24SwRI Program in Advanced Gasoline Engines
Newest SwRI Internal Research for Gasoline Systems
1. Advanced EGR for Fuel Economy
2. Advanced Gasoline Direct Injection
Dodge Caliber chosen asfirst test vehicle for SwRI R&D
in advanced gasoline EGR systems
New SwRI program inspray-guidedgasoline direct injection
Vehicle application project, in anticipation of vehicle demonstrator for HEDGE program. Downsized, highly-boosted, 1.8L HEDGE engine.
DI-Gasoline is expected to further improve HEDGE peak power and fuel economy
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25SwRI Program in Advanced Gasoline Engines
Next HEDGE Meeting in San Antonio
• Oct 9-10, 2006, at SwRI
• Plans being made for year 3-4 of HEDGE program– Generation-II and III Engine modifications for
improvement of peak power– Generation-II advanced igniter studies – Vehicle reports and plans for LD vehicle
demonstration– Discussion for possible medium-duty vehicle
demonstrator
26SwRI Program in Advanced Gasoline Engines
Membership• Members
– Corning– Cummins– DaimlerChrysler– John Deere– Ford– Hino– Nissan– PSA– Renault– Valeo– Volvo– VW– Honeywell– Federal Mogul– Iveco– NGK Spark Plug Co.– DynaGen
• Additional proposals delivered– International– GM– Scania– Magna– Bosch– Siemens– Hitachi– Delphi
MembershipOEMs = $90K / yr
Suppliers = $50K / yrProgram planned for four year duration
Can we include your company?