Transcript Status Conti Nove 2009

INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Advanced development (AD)
at INGAS SPA2
Meeting
2009-11-05 Naples
INGAS meeting, Naples, 05-06 Nov. 2009
1
INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
WPA2.1 + WPA2.3 First half year
ECU / IO – Box development
•
•
•
•
•
Integration of additional components and signals and implementation of functionality
Transfer of functionality from 16Bit platform (Project NICE) to 32Bit platform
Preparation of basic calibration data for engine operation
Procurement of ECU + IO Box + delta wiring harness
8 Systems were built up
• 2x car system
• 1x engine test bench
• 1x HIL
• 4x spare parts
Support of DAI / AVL for engine operation
at the engine test benches
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
WPA2.4 Combustion system development
Planned objectives
• Development of a DI combustion system,
• Optimizing the mixture formation with methodologies like transparent engine and
• 3D-CFD simulation.
• Operation strategies for
• starting capability,
• catalyst heating strategies,
• part load fuel consumption and
• full load capabilities.
From CONTI, ECU functionalities have to be developed in order to
• realize the different combustion strategies
• achieve the emission targets
• realize a good drivability of the demo car
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
WPA2.4 Combustion system development
Fuel injection functionality
start of injection angle (SOI) or the injection
duration (TI) dependent of
•
the desired end of injection angle (EOI)
the cylinder charge,
the necessary fuel amount,
the opening and closing behaviour of the
injector and
the counter pressure in the cylinder pcyl
pmax
possibIe injection window
cylinder pressure
•
•
•
•
p
cyl
=p
Rail
p
0
TDC
EVC
BTDC IVCSOI
EOI
TDC
Crankangle
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Cylinder pressure characteristic due to injected fuel
50
47.05
p1 = 0,5 bar
p1 = 1 bar
43.92
40
Cylinder pressure [bar]
Increase of cylinder
pressure of ca. 7% due to
injected gas
p1 = 1,5 bar
Cylinder pressure w/o fuel
30
Cylinder pressure with CNG
20
All fuel in for λ=1
11bar
10
0
-180
-120
-60
0
Crank Angle [°CRK]
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Cylinder pressure characteristic due to injected fuel
50
47.05
43.92
40
p1 = 0,5 bar
p1 = 1 bar
Cylinder pressure [bar]
p1 = 1,5 bar
30
measured MAP = 1,073 bar
20
10
0
-180
-120
-60
-40
0
Crank Angle [°CRK]
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Mass fuel flow dependent of crank angle
6
5.7
5
Fuel flow
4
3
Πcrit
Mass fuel flow is
•constant
•supercritical
•independent of cylinder pressure
For CNG χ ≈ 1,3
Ψ = 0,47
pcritical at Π= 0,55
 at prail of 20 bar
 pcritical ≈ 11bar
2
1
p1 = 0,5 bar
p = 1 bar
1
p1 = 1,5 bar
Mass fuel flow is
•sub critical
•dependent of cylinder pressure
-180
-60
-44
-34-29
-19 -10
0
Crankangle [°CRK]
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Evaluation of NICE measurements
EOI / load variations in the EU NICE project at MB-TECH in Munich
• 30 measurements
• EOI variation of -160 ... -80 °CRK in 20° steps
• Load variation from MAP 400 .... 1400 hPa corresponds to pmi approx. 3 ... 12bar
• Engine speed N = const = 2500 rpm
Test program:
• Change load and EOI in dedicated steps
• Varies TI until lambda = 1
Objective
• Is there a dependency of TI from EOI and MAP ?
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Evaluation of NICE measurements
8
pmi in bar
injection time in ms
7
6
5
4
3
longer injection times at late EOI
2
13
1
12
11
10
9
8
7
6
5
4
3
2
EOI = 160°
EOI = 140°
EOI = 120°
EOI = 100°
EOI = 80°
lower load at late EOI
400
600
800
1000
1200
1400
intake manifold pressure in hPa
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
SOI calculation
TI
EMS requires time based
trigger
Opening surface injector [mm2]
3.35
opening behavior
of the injector
1
TI__ADD_DLY
EOI is calibrated
0
TI1+2+3 = f (MAP, MAF, A/F, MFF)
UT
SOI
2
3
EOI
OT
Crank Angle
TI = TI_ADD_DLY + TI1+2+3
SOI = f (EOI, TI, N) = EOI – 360 / 60 x N x TI
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Evaluation of NICE measurements
EOI bei -140°CRK
Messung
Berechnung
Abw eichung
250
2
0
220
-2
SOI [°CRK vor OT]
4
Abw eichung
Abweichung [°CRK]
4
230
2
0
200
-2
-4
190
0,5
0,7
0,9
1,1
Saugrohrdruck [bar]
170
1,3
-6
0,3
EOI bei -100°CRK
6
0,5
0,7
0,9
1,1
Saugrohrdruck [bar]
210
Messung
Berechnung
Abw eichung
210
0
-2
180
-4
150
-6
0,3
1,3
0,5
0,7
0,9
1,1
1,3
Saugrohrdruck [bar]
4
4
180
0
-2
150
2
SOI [°CRK vor OT]
2
Without further corrections
3
Abweichung [°CRK]
SOI [°CRK vor OT]
2
EOI bei -80°CRK
240
210
240
-4
-6
0,3
Messung
6
Berechnung
Abw eichung 4
270
1
180
Messung
0
Berechnung
-1
Abw eichung
-2
150
-3
-4
-4
Abweichung [°CRK]
SOI [°CRK vor OT]
Berechnung
EOI bei -120°CRK
6
Abweichung [°CRK]
Messung
260
SOI [°CRK vor OT]
6
Abweichung [°CRK]
EOI bei -160°CRK
280
-5
120
-6
0,3
0,5
0,7
0,9
1,1
1,3
Saugrohrdruck [bar]
INGAS meeting, Naples, 05-06 Nov. 2009
120
-6
0,3
0,8
1,3
Saugrohrdruck [bar]
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Evaluation of NICE measurements
EOI bei -140°CRK
4
Messung
4
220
-2
190
-4
0,7
0,9
1,1
0
200
-2
170
1,3
SOI [°CRK vor OT]
0
2
Abw eichung
230
Abweichung [°CRK]
250
0,3
0,5
EOI bei -100°CRK
0,7
0,9
1,1
Saugrohrdruck [bar]
180
-2
1,3
-4
0,5
0,7
0,9
1,1
1,3
Saugrohrdruck [bar]
Mass flow correction
210
Messung
0
0,3
EOI bei -80°CRK
4
2
210
150
-4
Saugrohrdruck [bar]
240
4
Messung
Berechnung
Abw eichung
Berechnung
SOI [°CRK vor OT]
2
Abweichung [°CRK]
SOI [°CRK vor OT]
Abw eichung
0,5
240
Messung
Berechnung
0,3
EOI bei -120°CRK
260
Abweichung [°CRK]
EOI bei -160°CRK
280
4
0,7
150
-2
120
-4
0
150
Messung
Berechnung
-2
Durchflussbeiwert
0
2
180
Abweichung [°CRK]
180
SOI [°CRK vor OT]
2
Abw eichung
Abweichung [°CRK]
SOI [°CRK vor OT]
Berechnung
210
0,6
y = 0,4328x -0,3053
0,5
0,4
Abw eichung
0,3
0,5
0,7
0,9
1,1
Saugrohrdruck [bar]
1,3
INGAS meeting, Naples, 05-06 Nov. 2009
120
-4
0,4
0,6
0,8
1,0
1,2
Saugrohrdruck [bar]
1,4
0,3
0,30
0,50
0,70
0,90
1,10
1,30
1,50
Saugrohrdruck [bar]
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Summary of fuel injection investigations
We always consider supersonic conditions
TI = f(MFF,
FAC_MFF_STND,
FAC_TI_1_PRS_HOM,
FAC_TI_1_TGAS_HOM,
TI_TUN_ADD_IV[x],
VB )
TI_ADD_DLY (x)
INGAS meeting, Naples, 05-06 Nov. 2009
mass fuel flow
fuel flow through the injector
= constant
pressure correction
= f(PGAS_L, MAF)
temperature correction
= f(TGAS_L)
injector individual correction
= f(injector number), slope correction
voltage battery correction
= f(VB) but neutral calibrated because of seperate
piezo injector drivers
= f(injector number) offset correction
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
New functionality for pressure low side control
Problem: Unstable pressure at transient to fuel cut off and vise versa
PUC
PU
PL
Engine operating states
push
fuel cut off
3,4
PGAS_L
Pressure in bar
3,2
3,0
2,8
2,6
2,4
2,2
00:02
00:04
00:06
00:08
00:10
00:12
00:14
time in s
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
New functionality for pressure low side control
Engine control unit /
IO - Box
Interface box
CAN
ePCD control unit
Piezo injector driver box
4x TTL
PWM signal
400 Hz
CNG 0 ... 25 bar
di_ecu_interfaces.vsd
INGAS meeting, Naples, 05-06 Nov. 2009
ePCD
0 ... 200 bar
Gas container
Shut off valves
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
New SW for pressure low side control
Problem
• Unstable pressure at transient to fuel cut off
and vise versa
Interface box
ePCD control unit
Solution
• Establish of a new interface form interface box
to the ePCD control unit
->PWM signal 0 ... 100% = 0 ... 180V
PWM signal
400 Hz
Advantage
• IB is connected to the main ECU via CAN
• -> Engine operation state and load info is transmitted to IB
• -> Pre control of fuel pressure at transient conditions.
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
New SW for pressure low side control
State
• Pressure control functionality integrated in the IB
• Problems occurred due to ALTERA compiler version mismatch for the ePCD
electronic
–
–
•
•
•
•
> PWM frequency wasn't synchronal
> Modification of interface box SW for 400Hz PWM frequency
Dataset was calibrated
First tests were carried out in a CNG car
Pressure stabablity better in transient conditions at PUC phases
But controller needs some improvements
–
–
for adaptation
at start conditions
Interface box
ePCD control unit
PWM signal
400 Hz
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
WPA2.6 Vehicle Demonstrator
Outlook
• Integration of DI engine into vehicle
• Adaptation of wiring for
• new ECU,
• IO – Box,
• CNG interface box,
• ePCD electronic,
• Piezo injector driver Unit
• Adaptation of ECU functionality
for the use in the car
INGAS meeting, Naples, 05-06 Nov. 2009
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INGAS INtegrated GAS Powertrain
Continental Automotive GmbH
Thank you for your attention!
For further information please contact:
Harry Schuele
Continental Automotive GmbH
Siemensstr. 12
93055 Regensburg, Germany
Telefon/Phone: +49 941 790-4291
Mobile: +49 160 97292958
E-Mail: [email protected]
INGAS meeting, Naples, 05-06 Nov. 2009
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