Combustion Development Methodologies and Challenges For Smaller Boosted Engines

Combustion Development Methodologies
and Challenges for Smaller Boosted Engines
H. Kleeberg, S. Bowyer, D. Tomazic (FEV, Inc.)

J. Dohmen, C. Schernus, B. Haake (FEV GmbH)
18th DEER Conference 2012
Detroit, October 16-19, 2012

kleeberg@fev.com
Content
 Introduction
 Downsizing Challenges
– Boosting
– Oil Dilution
– EGR
 Summary
Kleeberg, DEER2012_FEV_BoostingSmallEngines.pptx, 2012-10-16 © by FEV – all rights reserved. Confidential – no passing on to third parties 2
Introduction
Coping with CO2 targets:

Load point shift by Downsizing
Ways of Downsizing: Smaller Displacement by

 Smaller cylinders
 Less cylinders
– 64
– 43
– 3  2 or 4  2 (e.g. Fiat Cinquecento)
Engines with less cylinders expected in many places
 City cars
 Compact cars
 …
 Full size + luxury vehicles: e.g. some V8  T/C 6-cyl.
 Cutting cylinders will be applied more frequently
Downsizing Challenges: Boosting
Downsized Engine Boosting Tool Chain
Boosting
Same torque & power, smaller

displacement
 Similar amount of air per cycle
⇒ air density ↑
 Single stage turbo with limited
full load speed range
 2-stage turbo or super-turbo
enables larger spread from
low-end to rated speed
Ref.: Schernus, Wedowski, Sauerstein et al., “Vehicle Demonstrator w/ 2-stage turbo SI engine”, GT-SUITE Conf. 2009
2-stage boosting ⇒ same wide-range torque and power from even smaller
displacements
30
Small Turbocharger Large Turbocharger
= Target =
HP-Stage 25 LP-Stage
BMEP / bar GDI
20 120 kW/l
FEV 100 kW/l
PFI
Scatter band
15
80 kW/l
small compressor 10 Scatterband T/C-Engines large compressor
compressor pressure ratio
compressor pressure ratio

surge surge
line line
5
0 2000 4000 6000 8000
choke
line
choke
Engine Speed / rpm line
nTC = const.
nTC = const.
compressor mass flow compressor mass flow
Boosting: Influence of cylinder number
5,0
Example 1500 rpm 4-Cyl. 10
4,5
pcyl
4,0 8
Valve Lift / mm
3,5
3,0 6
Valve Lift / mm
2,5
2,0 pExh 4
1,5
pInt
1,0 2
0,5
0,0 0
90 180 270 360 450 540 630
°Crank Angle
pExh < pInt → pExh > pInt
5,0
Example 1500 rpm 3-Cyl. 10 5,0
Example 1500 rpm 4-Cyl. 10
4,5 4,5
pcyl
4,0 8 4,0 8
Valve Lift / mm
Pressure / /barbar
3,5 3,5
3,0 6 3,0 6
Valve Lift / mm
2,5 2,5
Pressure
2,0 4 2,0 pExh 4

1,5 1,5
pInt
1,0 2 1,0 2
0,5 0,5
0,0 0 0,0 0
90 180 270 360 450 540 630 90 180 270 360 450 540 630
°Crank Angle °Crank Angle
pExh << pInt pExh < pInt → pExh > pInt

3-Cylinder engine ideal for turbocharging
⇒ high scavenging potential
⇒ very low residual gas fraction
⇒ good for knock mitigation
Compressor loop of a 2-cylinder engine Less than 3 cylinders:
 Discontinuous sequence of
intake strokes
 Turbo compressor operating
point shifts toward surge in
breathing pauses
 Counteraction increasing intake
volume delays response
 Supercharger alternative
solution for PR ≤ 2.5
Boosting small cylinder numbers
requires special attention
Boosting: Turbo Maps

Pressure pulsation of a 4 cylinder engine
high energy content at pressure peaks

Standard turbine
Exhaust Gas Pressure
measurement
Extrapolation of turbine
operation
Simulation Results
(here: @ low end torque)
0 180 360 540 720
Crank Angle 105
with extrapolation
100
BSFC [ % ]
 Simulations play an important
Simulation
Measurement
role in TC engine development 95
 Proper input data required
90
Extrapolation ⇒ simulation errors
85
Extended Turbine Mapping Toolkit
Compressor Closed Loop Turbine Dynamometer
Run Away Measurement TC Friction Testing
Boosting: Obtaining the right maps for simulation
Special Turbocharger Measurement Techniques Example

Hot Gas Test Bench w/ Compressor Closed Loop (CCL) Benefits from CCL
CCL enables higher/lower inlet

Standard pressure
CCL LP CCL HP
 CCL LP (low pressure):
– compressor inlet density ↓
– Less turbine power, p5/p6 ↓
 CCL HP (high pressure):
𝑚̇𝑟𝑟𝑟 – compressor inlet density ↑
– More turbine power, p5/p6 ↑
𝜼  Significant increase of p5/p6
range
∆PR * 5  Reliable data for predicting
turbine power in pressure peaks
(pulse turbocharging)
Extended Turbine Models for Reliable Performance Prediction in any

Operation
Compressor Closed Loop Turbine Dynamometer
1.4
1.3
reduced mass flow / kgK /sbar

1.2
1.1
0.5
1.0
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0.0
1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2 3.4 3.6 3.8 4.0 4.2
turbine pressure ratio
Run Away Measurement TC Friction Testing
Downsizing Challenges: Fuel Injection & Oil dilution
Fuel Injection
Same torque & power, smaller displacement

 Similar amount of fuel per cycle
– Similar injection amount with same cylinder number
– Larger injection amount with less cylinders
 Fuel spray length / bore ↑ ⇒ risk of wall wetting
– Oil dilution
– HC and soot
– Higher risk of pre-ignition from stripped fuel-oil droplets
 Injection technology needs adaptation
– Injection pressure
– Multiple injections
Approach: Experimental and Computational Analysis and Experimental Validation
Downsizing Challenges: Charge Motion
Charge Motion Design for heavily downsized gasoline engines
Charge motion must involve all of the charge to provide a homogenous mixture
GT² Base
Better conservation
Higher velocities
High Tumble Concept Filling port concept
CFD Evaluation of Wall Wetting

1.4
Swirl Injector Full Load @ 5000 rpm
1.2 All Swirl Injector
Multi Hole Injector
Surfaces
1.0
Weighted Wall Contact [-]

0.8
0.6
0.4
0.2
Multihole 0.0
Injector 1.4
Full Load @ 5000 rpm
1.2 Liner Swirl Injector
Multi Hole Injector
1.0
Weighted Wall Contact [-]

0.8
0.6
0.4
0.2
Cylinder center line Valve center line
piston @ BDC 0.0
360 420 480 BDC 600 660 720
[°CA ATDC]
Injection and Oil Dilution
Standardized Test Procedure

20
18 Example DISI T/C

Injector Type A
16 High Penetration
FEV
Scatter band
14
Oil Dilution / h [%]

12
Oil Dilution 10
Example DISI T/C
2500 rpm / BMEP = 10 bar 8 Injector Type B
Lower limit Low Penetration
- Dilution analysis method: Solenoid DI
6
Gravimetry for Gasoline Fuels
- Operating duration: 1 h 4
- Coolant temperature: 50 °C
- Oil temperature: uncontrolled
- Production PCV system 2
- Oil/Fuel acc. to OEM specs B15004a
0
0.70 0.75 0.80 0.85 0.90 0.95 1.00 1.05 1.10
Rel. AFR [-]
Downsizing Challenges: EGR
Cooled EGR benefit
CR increase by 2 units and fuel consumption benefit of 5% possible

 n = 1500 1/min, IMEP = 35 bar, rel. AFR= 1.0, with scavenging, RON 95
270 ISFC / (g/kWh) 8 COV of IMEP / %
262
260 6
-5%
250 247 4
240 2 1.1 1.5
230 0
40 Peak Pressure Position / °CA ATDC 140 Peak Pressure / bar
33.6 34.4
30 119
120
112
20
100
10
0 80
CR: 10 CR: 10
CR: 8 CR: 8
6% cooled EGR 6% cooled EGR
Cooled HP/LP EGR
Higher backpressure: Higher turbine power required

 turbine power
Increase of ∆p ?
5 m T 6
EAT / Routing ?
4 pBack
m Exh
λ m LP
m HP
3 Vol. Effic. 2 m C 1
m In T2-max to
be protected
w/ EGR
EGR & increased backpressure Higher boost pressure
reduce volumetric efficiency required
EGR = F.E. benefit for T/C GDI

Map = example for turbocharged gasoline engine 2.0l class
Target:
knock reduction
 FC benefit
Solution:
Cooled external EGR
Challenges: 0.8
Interaction with scavenging 0.85
(HP – EGR)
Transient boosting affected by
additional HP EGR volumes 0.9
 only LP solution if best low
BMEP / bar
end torque demanded

rel. A/F-Ratio=1
Physical effect:
knock reduction + reduced
enrichment
Solution:
Physical effect: Cooled external EGR
Dethrottle engine (HP or LP)
Solution: Challenges:
Internal or external EGR cooling capacity
(uncooled) EGR Transient boosting affected
Challenges: by additional HP EGR
Engine Speed / rpm
none (state of the art) volumes
Conclusion
Future improvement of Downsizing engines

 Further reduction in size
– Advanced boosting systems
– Appropriate cylinder dimensions
– Matched injection technology
 Proper control of auto-ignition (pre-ignition, knock, HCCI/RCCI)
– Cooled LP+HP EGR
– Thermodynamic cycle
 Thermal management
 Friction
Combustion Development Methodologies
and Challenges for Smaller Boosted Engines
Thank you for your attention!

Questions?
DEER Conference, Detroit, October 16-19, 2012

kleeberg@fev.com

Combustion Development Methodologies and Challenges For Smaller Boosted Engines

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Combustion Development Methodologies and Challenges For Smaller Boosted Engines

Uploaded by

Copyright:

Available Formats

Combustion Development Methodologies

and Challenges for Smaller Boosted Engines

H. Kleeberg, S. Bowyer, D. Tomazic (FEV, Inc.)

18th DEER Conference 2012

Detroit, October 16-19, 2012

Coping with CO2 targets:

Ways of Downsizing: Smaller Displacement by

Downsized Engine Boosting Tool Chain

Same torque & power, smaller

compressor pressure ratio

Boosting: Influence of cylinder number

pExh < pInt → pExh > pInt

Boosting: Influence of cylinder number

2,0 4 2,0 pExh 4

pExh << pInt pExh < pInt → pExh > pInt

Boosting: Influence of cylinder number

Compressor loop of a 2-cylinder engine Less than 3 cylinders:

Boosting: Turbo Maps

high energy content at pressure peaks

Extended Turbine Mapping Toolkit

Compressor Closed Loop Turbine Dynamometer

Run Away Measurement TC Friction Testing

Boosting: Obtaining the right maps for simulation

Special Turbocharger Measurement Techniques Example

CCL enables higher/lower inlet

Extended Turbine Models for Reliable Performance Prediction in any

Compressor Closed Loop Turbine Dynamometer

reduced mass flow / kgK /sbar

Run Away Measurement TC Friction Testing

Same torque & power, smaller displacement

Approach: Experimental and Computational Analysis and Experimental Validation

Charge Motion Design for heavily downsized gasoline engines

High Tumble Concept Filling port concept

CFD Evaluation of Wall Wetting

Weighted Wall Contact [-]

Weighted Wall Contact [-]

Injection and Oil Dilution

Standardized Test Procedure

18 Example DISI T/C

Oil Dilution / h [%]

Cooled EGR benefit

CR increase by 2 units and fuel consumption benefit of 5% possible

240 2 1.1 1.5

Cooled HP/LP EGR

Higher backpressure: Higher turbine power required

EGR = F.E. benefit for T/C GDI

end torque demanded

Future improvement of Downsizing engines

Thank you for your attention!

DEER Conference, Detroit, October 16-19, 2012

You might also like