Diesel Combustion Control with Closed-Loop Control of the

1

Diesel Combustion with Closed-Loop Control

Diesel Combustion Diesel Combustion Control with ClosedControl with Closed--Loop Loop

Control of the Injection Control of the Injection StrategyStrategy

Marek Tatur, Marek Tatur, Dean Tomazic, FEV Inc.Dean Tomazic, FEV Inc.

Matthias Matthias LampingLamping, Thomas Koerfer, FEV Motorentechnik, Thomas Koerfer, FEV Motorentechnik

Thorsten Schnorbus, Jan Hinkelbein, Stefan Pischinger, RWTH AachThorsten Schnorbus, Jan Hinkelbein, Stefan Pischinger, RWTH Aachenen

2


Presentation Contents

Motivation

System Specifications

Layout of Closed-Loop Combustion Control

Benefits of Closed-Loop Combustion Control

Real Time Combustion Control

Test Results

Summary

3



Motivation





Test Results

Summary

4


1213

28

4

6

5

6

3

1

5

24

1

1

80

2

4

6

8

10

12

500 1000 1500 2000 2500 3000Engine Speed [rpm]

BM

EP [b

ar]

NOX-Emission [%]

14

NOx

PM

NOx

PM

Time

Inj-R

ate

NOxP

M

Time

Inj-R

ate

Time

Inj-R

ate

Rate Shaping – Definition of Injection Characteristics

5



Motivation





Test Results

Summary

6

Diesel Combustion with Closed-Loop Control Diesel Engine Control Strategies

ECU

Diesel Control Strategies Today

Boost Pressure

Air Mass

Rail Pressure

VGT-Position

EGR-Valve

Throttle Valve

Rail Pump

Controlled Variable Set Variable

NOX-Emission AGR-Valve

Throttle Valve

Boost Pressure

Burn-rate

VGT-Position

Rail Pressure

Future Control Strategy

ECU

Controlled Variable Set Variable

Stability

Center

Begin of main injection

Number of Pilot injections

Noise

Combustion-

7


Driver Demand

Emissions, NVH, Fuel

Consumption

EnvironmentalConditions

EngineHardware

TransientDeviations

In-CylinderConditions

FuelSpecifications

Injector-drift

Comp.

Injection-characteristics

BOI

Analysis of Combustion

Process

Control of InjectionStrategy

Combustion Process

Diesel Engine Control Strategies

8


Expectations for Closed-Loop Combustion Control

Online assessment

of combustionnoise ①

Control of combustion

duringregeneration ①

Rate-ShapingRealtime ② / Cycle to Cycle ①

Fast, adaptive application ①

Improvedrobustness ①

Fuelcompensation ①

Compensation of variances and drift

①

Support of improved

homogenization①

transient loadcontrol ①

Improvedcalibration of corrections ①

short termmid thermlong term

① Patent pending② FEV Patent

Diesel Engine Control Strategies

9



Motivation





Test Results

Summary

10

Diesel Combustion with Closed-Loop Control P

ME

[bar

]

0

2

4

6

8

10

12

14

16

18

Engine speed [1/min]750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250

0.1 0.00.1 0.00.10.10.6 0.20.3 0.4 0.60.20.2

0.40.20.41.90.6 1.0 1.00.6 0.81.6 1.00.91.21.62.2 3.0 0.4 0.8 0.8 0.80.1 1.02.8 3.0 0.70.8 0.5 1.41.0 2.00.2 2.01.6 0.51.1

0.60.9 1.4 1.9 0.3

1.3 1.71.4

1.0 1.61.1 1.3 1.71.4 0.41.0

1.40.9 2.1 1.60.4

1.6

1.1 1.9

Smoke numberKF_Mapping_Single Pilot_VSR303+306.ipw

PM

E [b

ar]

0

2

4

6

8

10

12

14

16

18

Engine speed [1/min]750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250

0.00.00.00.00.00.0 0.00.00.0

0.10.10.10.10.1 0.20.0 0.20.10.10.10.1 0.10.6 0.1 0.10.6 0.1

0.10.20.1 0.1 0.1 0.20.20.2 0.30.10.3

0.1 0.7 0.20.30.40.4 0.2 0.5

0.80.4 0.7 0.90.3 0.20.7

0.71.41.5 0.31.10.9

1.21.41.0

Smoke numberKF_Mapping_without Pilot_VSR308.ipw

Without Pilot a significant reduction of soot – noise is an issue!

Smoke Number with Pilot Injection

Smoke Number without Pilot Injection

Particulate Matter Benefits

11


Control of Combustion Noise Through Number of Pilot Injections

Einspritzcharakteristik(„geräuschoptimiert“)

Haupteinspritzung+ 2 Voreinspritzung

InjektorAnsteuerung

OT °KW

Geräuschprüfung(Charakteristikwechsel für einen Verbrennungszyklus)

InjektorAnsteuerung

OT °KW

Einspritzcharakteristik(„geräuschoptimiert“)


InjektorAnsteuerung

OT °KW


InjektorAnsteuerung

OT °KW

Einspritzcharakteristik(„höchsterHomogenisierungsgrad“)

Haupteinspritzung

InjektorAnsteuerung

OT °KW

Einspritzcharakteristik(„geräuschoptimiert


InjektorAnsteuerung

OT °KW

Ger(Charakteristikwechsel feinen Verbrennungszyklus)

InjektorAnsteuerung

Injection Characteristics(“Noise Optimized”)

Main Injection+ 2 Pilot Injections

OT °KW

Noise Check

Einspritzcharakteristik(„ger


InjektorAnsteuerung

OT °KW


InjektorAnsteuerung

OT °KW

Injection Characteristics(“Noise Optimized”)

Main Injection+ 1 Pilot Injection

OT °KW

Ger uschprüfung(Charakteristikwechsel feinen Verbrennungszyklus)

InjektorAnsteuerung

Noise Check(Change of Injection Characteristics for only 1 cycle

Einspritzcharakteristik(„höchsterHomogenisierungsgrad“)

Haupteinspritzung

InjektorAnsteuerung

Injection Characteristics(„Highest degree ofHomogenization”)

Only main Injection

InjectorDemand

TDC °CA

TDC °CA TDC °CA

InjectorDemand

InjectorDemand

InjectorDemand

InjectorDemand

(Change of Injection Characteristics for only 1 cycle

Increased Level of Combustion Noise

Increased Level of Combustion Noise

Level of Combustion Noise allowed

Level of Combustion Noise allowed

Pilot Strategy Adjustment

12


Control of Combustion Noise Through Number of Pilot Injections

Par

tikel

mas

se[m

g]

0

4

8

12

16

Dre

hzah

l [1/

min

]

1250

1500

1750

2000

Zeit [s]5 10 15 20 25 30 35 40 45 50 55 60 65

Geregelte Einspritzcharakteristik Mit einer Voreinspritzung Ohne Voreinspritzung

Ein

sprit

zmen

ge[m

g/H

ub]

5

15

25

Part

icle

Mas

s[m

g]En

gine

Spe

ed[r

pm]

Inje

ctio

nQ

uant

ity[m

g/cy

cle]

Time [s]

Pilot Strategy Adjustment

60% 40%

Controlled Injection CharacteristicAlways One Pilot InjectionOnly Main Injection

13

Diesel Combustion with Closed-Loop Control Emission Potential of Advanced Fuel Compositions

Fuel 1Fuel 2Fuel 3Fuel 4Fuel 5Fuel 6Fuel 7Fuel 8Fuel 9Fuel 10Fuel 11Fuel 12

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8 Fuel 1: Standard EN590 Diesel Research FuelsFuel 2: Diesel with reduced aromatic contentFuel 3: Diesel with reduced cetane numberFuel 4: Diesel with higher volatilityFuel 5: Diesel with reduced aromatic content and higher volatilityFuel 6: Octane/Heptane blend (CN44)Fuel 7: Toluene/Heptane blend (CN44)Fuel 8: Gasoline/Diesel blend (CN44)Fuel 9: Octane/Heptane blend (CN35)Fuel 10: Octane/Heptane blend (CN30)Fuel 11: Octane/Heptane blend (CN25)Fuel 12: Octane/Heptane blend + E10 (CN44)

Sm

oke

Num

ber

[FSN

]

Euro 5 ISNOx-level 1.2 g/kWh

Euro 4 ISNOx-level 1.8 g/kWh

Euro 6 ISNOx-level0.6 g/kWh

Part Load Operation Point: 2300 rpm, high load (HECS)

14

Diesel Combustion with Closed-Loop Control Performance Effect of Closed-Loop Combustion Control

2

1 20.000.010.020.030.040.05

7075808590

384042444648 Indicated Efficiency [%]

180185190195200

02468

51015202530 ISCO [g/kWh] ISHC [g/kWh]

Engine Noise [dB]

Center of Combustion [°CA ABDC]ISPM [g/kWh]

WithoutCLCC

WithoutCLCC

WithCLCC

WithCLCC

EN590 DieselFuel 1Fuel 2

Maintain high engine efficiencyCompensate HC & CO drawbacks and noise impact

1500 rpm, 4.3 bar IMEP, ISNOx = const.

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Motivation





Test Results

Summary

16


2400 rpm / 14.6 bar IMEP

Cyl

inde

r pre

ssur

e [b

ar]

020406080

100120

Text

Inje

ctio

npr

essu

re [b

ar]

050010001500

Pres

sure

rise

[bar

/°CA

]

-5.0

-2.5

0.0

2.5

5.0

Crank angle [°CA]120 130 140 150 160 170 180 190 200 210 220 230 240

Detection ofbegin of combustion

Monitoring ofcylinder pressure

Calculation of end of injection

Realization of optimizedshape of injection

Time for computation and injector delay

Real Time Control of Injection Rate Within one Cycle

RTC² (Real-Time Combustion Control)

17



Motivation





Test Results

Summary

18


Controlled Cylinder Pressure Shape CNL OptimizedConstant Pressure Rise (1°CA/degree) with Peak Pressure Limitation

Inje

ktor

span

nung

[V]

0

20

40

60

80

100

120

Kurbelwinkel [°KW]160 170 180 190 200 210 220

Zylin

derd

ruck

[bar

]

0102030405060708090

100110

Istwert Sollwert

Rate-Shaping

2000 rpm

11.45 bar IMEP

No EGR

770 bar pRail

Degree Crankangle

Inje

ctor

Sig

nal [

V]

Cyl

inde

r Pre

ssur

e [b

ar]

Current ValueSetpoint

19


Load Variation with Constant Pressure CycleAdjustments only necessary to the last part of the injection trace

Zylin

derd

ruck

[bar

]

0102030405060708090

100

15.9 bar pmi 13.1 bar pmi 10.4 bar pmi 07.6 bar pmi 04.6 bar pmi 01.9 bar pmi

Inje

ktor

span

nung

[V]

0

20

40

60

80

100

120

Kurbelwinkel [°KW]160 170 180 190 200 210 220

Rate-Shaping

Degree Crankangle

Inje

ctor

Sig

nal [

V]

Cyl

inde

r Pre

ssur

e [b

ar]

2280 rpm

No EGR

800 bar pRail

1.95 bar pBoost

IMEPIMEPIMEPIMEPIMEPIMEP

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Diesel Combustion with Closed-Loop Control CORS Combustion Rate Shaping

Isobaric process Seiliger process

α-process(slope = 4 bar/°CA)

α-process with peak pressurelimitation

(slope = 4 bar/°CA; PPL = 20 bar)

Cyl

inde

r pre

ssur

e [b

ar]

0

2040

60

80

100120

140

Crank angle [°CA]160 170 180 190 200 210 220

Inje

ctio

n ra

te [m

g/°C

A]

0.0

0.51.0

1.5

2.0

2.53.0

3.5

Cyl

inde

r pre

ssur

e [b

ar]

0

2040

60

80

100120

140

Crank angle [°CA]160 170 180 190 200 210 220

Inje

ctio

n ra

te [m

g/°C

A]

0.0

0.51.0

1.5

2.0

2.53.0

3.5C

ylin

der p

ress

ure

[bar

]

0

2040

60

80

100120

140

Crank angle [°CA]160 170 180 190 200 210 220

Inje

ctio

n ra

te [m

g/°C

A]

0.0

0.51.0

1.5

2.0

2.53.0

3.5

Cyl

inde

r pre

ssur

e [b

ar]

0

2040

60

80

100120

140

Crank angle [°CA]160 170 180 190 200 210 220

Inje

ctio

n ra

te [m

g/°C

A]

0.0

0.51.0

1.5

2.0

2.53.0

3.5

21


New control strategies are enabler for new combustion concepts for further reduction of engine out emission

Engine operation with high degrees of homogenization is highly sensitive to transient driving profiles

Adaptive injection characteristic is able to solve most challenges which occur in transient conditions

The system is able to avoid torque drops and combustion noise peaks by adapting the number of pilot injections

Summary

Documents

Diesel Combustion Control with Closed-Loop Control of the