INGAS meeting, Naples, 05-06 Nov. 2009 INGAS INtegrated GAS Powertrain 1 Continental Automotive GmbH...

INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009

INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain

1

Continental Automotive GmbHAdvanced development (AD)

at INGAS SPA2

Meeting 2009-11-05 Naples



2

Continental Automotive GmbHWPA2.1 + 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



3

Continental Automotive GmbHWPA2.4 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



4

Continental Automotive GmbHWPA2.4 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

BTDC TDCEOITDC EVC IVCSOI

Crankangle

cylin

de

r p

ress

ure

possibIe injection window

Injection window

pmax

p0

pcyl

= pRail



5

-180 -120 -60 00

10

20

40

50

47.05

43.92

30

Crank Angle [°CRK]

Cyl

inde

r pr

essu

re [

bar]

p1 = 0,5 bar

p1 = 1 bar

p1 = 1,5 bar

-180 -120 -60 00

10

20

40

50

47.05

43.92

30

Crank Angle [°CRK]

Cyl

inde

r pr

essu

re [

bar]

p1 = 0,5 bar

p1 = 1 bar

p1 = 1,5 bar

Continental Automotive GmbHCylinder pressure characteristic due to injected fuel

Increase of cylinder pressure of ca. 7% due to injected gasCylinder pressure w/o fuel

Cylinder pressure with CNG

All fuel in for λ=1

11bar



6

Continental Automotive GmbHCylinder pressure characteristic due to injected fuel

-180 -120 -60 0-400

10

20

40

50

47.05

43.92

30

Crank Angle [°CRK]

Cyl

inde

r pr

essu

re [

bar]

p1 = 0,5 bar

p1 = 1 bar

p1 = 1,5 bar

measured MAP = 1,073 bar



7

Continental Automotive GmbHMass fuel flow dependent of crank angle

For CNG χ ≈ 1,3

Ψ = 0,47

pcritical at Π= 0,55

at prail of 20 bar

pcritical ≈ 11bar -180 -60 -10 0 -44 -34-29 -19

1

2

3

4

5

65.7

Crankangle [°CRK]

Fuel

flow

p1 = 0,5 bar

p1 = 1 bar

p1 = 1,5 bar

Πcrit

Mass fuel flow is•constant •supercritical •independent of cylinder pressure

Mass fuel flow is•sub critical•dependent of cylinder pressure



8

Continental Automotive GmbHEvaluation 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 ?



9

400 600 800 1000 1200 140023456789

10111213

intake manifold pressure in hPa

pm

i in

ba

r

EOI = 160° EOI = 140° EOI = 120° EOI = 100° EOI = 80°

1

2

3

4

5

6

7

8

inje

ctio

n ti

me

in m

s


lower load at late EOI

longer injection times at late EOI



10

Continental Automotive GmbHSOI calculation

EMS requires time based

trigger

EOI is calibrated

TI1+2+3 = f (MAP, MAF, A/F, MFF)

TI = TI_ADD_DLY + TI1+2+3

SOI = f (EOI, TI, N) = EOI – 360 / 60 x N x TI

UT SOI EOI OT0

3.35

Crank Angle

Op

en

ing

su

rfa

ce in

ject

or

[mm2

]

TI__ADD_DLY 1 2 3

TI

opening behavior of the injector



11


EOI bei -160°CRK

190

220

250

280

0,3 0,5 0,7 0,9 1,1 1,3Saugrohrdruck [bar]

SO

I [°C

RK

vo

r O

T]

-6

-4

-2

0

2

4

6

Ab

wei

chu

ng

[°C

RK

]

Messung

Berechnung

Abw eichung

EOI bei -140°CRK

170

200

230

260


SO

I [°C

RK

vo

r O

T]

-6

-4

-2

0

2

4

6

Ab

wei

chu

ng

[°C

RK

]

MessungBerechnungAbw eichung

EOI bei -120°CRK

150

180

210

240

270

0,3 0,5 0,7 0,9 1,1 1,3

Saugrohrdruck [bar]

SO

I [°C

RK

vo

r O

T]

-6

-4

-2

0

2

4

6

Ab

wei

chu

ng

[°C

RK

]

Messung

Berechnung

Abw eichung

EOI bei -100°CRK

120

150

180

210

240

0,3 0,5 0,7 0,9 1,1 1,3

Saugrohrdruck [bar]

SO

I [°C

RK

vo

r O

T]

-6

-4

-2

0

2

4

6

Ab

wei

chu

ng

[°C

RK

]

Messung

Berechnung

Abw eichung

EOI bei -80°CRK

120

150

180

210

0,3 0,8 1,3Saugrohrdruck [bar]

SO

I [°C

RK

vo

r O

T]

-6

-5

-4

-3

-2

-1

0

1

2

3

4

Ab

wei

chu

ng

[°C

RK

]

Messung

Berechnung

Abw eichung

Without further corrections



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Mass flow correction

EOI bei -160°CRK

190

220

250

280

0,3 0,5 0,7 0,9 1,1 1,3

Saugrohrdruck [bar]

SO

I [°C

RK

vo

r O

T]

-4

-2

0

2

4

Ab

wei

chu

ng

[°C

RK

]

Messung

Berechnung

Abw eichung

EOI bei -140°CRK

170

200

230

260


SO

I [°C

RK

vo

r O

T]

-4

-2

0

2

4

Ab

wei

chu

ng

[°C

RK

]

Messung

Berechnung

Abw eichung

EOI bei -120°CRK

150

180

210

240

0,3 0,5 0,7 0,9 1,1 1,3

Saugrohrdruck [bar]

SO

I [°C

RK

vo

r O

T]

-4

-2

0

2

4

Ab

wei

chu

ng

[°C

RK

]

MessungBerechnungAbw eichung

EOI bei -100°CRK

120

150

180

210

240


SO

I [°C

RK

vo

r O

T]

-4

-2

0

2

4

Ab

wei

chu

ng

[°C

RK

]

Messung

Berechnung

Abw eichung

EOI bei -80°CRK

120

150

180

210

0,4 0,6 0,8 1,0 1,2 1,4

Saugrohrdruck [bar]

SO

I [°C

RK

vo

r O

T]

-4

-2

0

2

4

Ab

wei

chu

ng

[°C

RK

]

Messung

Berechnung

Abw eichung

y = 0,4328x-0,3053

0,3

0,4

0,5

0,6

0,7

0,30 0,50 0,70 0,90 1,10 1,30 1,50

Saugrohrdruck [bar]

Dur

chflu

ssbe

iwer

t



13

Continental Automotive GmbHSummary of fuel injection investigations

We always consider supersonic conditions

TI = f(MFF, mass fuel flow

FAC_MFF_STND, fuel flow through the injector

= constant

FAC_TI_1_PRS_HOM, pressure correction

= f(PGAS_L, MAF)

FAC_TI_1_TGAS_HOM, temperature correction

= f(TGAS_L)

TI_TUN_ADD_IV[x], injector individual correction

= f(injector number), slope correction

VB ) voltage battery correction

= f(VB) but neutral calibrated because of seperate

piezo injector drivers

TI_ADD_DLY (x) = f(injector number) offset correction



14

Continental Automotive GmbHNew functionality for pressure low side control

Problem: Unstable pressure at transient to fuel cut off and vise versa

00:02 00:04 00:06 00:08 00:10 00:12 00:14

2,2

2,4

2,6

2,8

3,0

3,2

3,4

Pre

ssur

e in

bar

time in s

PGAS_L

PL

PU

PUC Engine operating states

push

fuel cut off



15

Continental Automotive GmbH New functionality for pressure low side control

Engine control unit /IO - Box

di_ecu_interfaces.vsd

0 ... 200 barCNG 0 ... 25 bar

Interface box

ePCD control unitPiezo injector driver box

ePCD

CAN

PWM signal400 Hz

4x TTL

Gas container Shut off valves



16

Continental Automotive GmbHNew SW for pressure low side control

Interface box

ePCD control unit

PWM signal400 Hz

Problem

• Unstable pressure at transient to fuel cut offand vise versa

Solution

• Establish of a new interface form interface boxto the ePCD control unit->PWM signal 0 ... 100% = 0 ... 180V

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.



17

Continental Automotive GmbHNew SW for pressure low side control

Interface box

ePCD control unit

PWM signal400 Hz

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



18

Continental Automotive GmbHWPA2.6 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 functionalityfor the use in the car



19

Continental Automotive GmbH

Thank you for your attention!

For further information please contact:Harry SchueleContinental Automotive GmbH Siemensstr. 12 93055 Regensburg, Germany

Telefon/Phone: +49 941 790-4291Mobile: +49 160 97292958

E-Mail: [email protected]

INGAS meeting, Naples, 05-06 Nov. 2009 INGAS INtegrated GAS Powertrain 1 Continental Automotive GmbH...

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Transcript of INGAS meeting, Naples, 05-06 Nov. 2009 INGAS INtegrated GAS Powertrain 1 Continental Automotive GmbH...