Light-Duty Lean GDI Vehicle Technology Benchmark › vehiclesandfuels › pdfs › merit... ·...

Managed by UT-Battellefor the Department of Energy

Robert M. Wagner (PI)

Paul H. Chambon (Presenter)

Oak Ridge National Laboratory

Light-Duty Lean GDI Vehicle Technology Benchmark

This presentation does not contain any proprietary, confidential, or otherwise restricted information

VSS017

2010 U.S. DOE Hydrogen Program and Vehicle Technologies Program Annual

Merit Review and Peer Evaluation Meeting

June 9, 2010

Lee SlezakVehicle Technologies Program

U.S. Department of Energy

2 Managed by UT-Battellefor the Department of Energy

Overview

• Timeline– Project start date: Oct. 2009– Project end date: Sept. 2010– 50% complete

• Barriers– Fundamental knowledge of engine

combustion – Emission control– Hybrid technology

• Budget– Total project funding: $300k– DOE funding: $300k– New project, no FY09 funding– FY10 funding: $300k

• Collaborations/Interactions– DOE-ORNL emissions, after-

treatment and health effects projects

– General Motors (Loan of Euro spec Lean GDI BMW vehicle)

– Idaho National Laboratory (testing support)

– Argonne National Laboratory (integration of engine data into PSAT, Autonomie)


Objectives / Relevance

• Benchmark performance and emissions of engine featuring new technologies:– Engine combustion (Lean direct injection)– Emission control (LNT for gasoline engine)– Engine technology (Stop-start, smart alternator)

• Improve knowledge and understanding of those new technologies:– Quantify benefits and drawbacks– Advise on future work related to those technologies

• Make information publicly available for vehicle simulations of advanced powertrains and after-treatment systems


Milestones

• Milestone #1 - July 31, 2010 :– Acquire and characterize modern lean GDI vehicle on chassis

dynamometer

• Milestone #2 - September 30, 2010 :– Finalize performance/emissions maps and make available with simulation

example to Vehicle Systems team


Approach

• Acquire a modern lean GDI vehicle with lean NOx emission controls system from Europe (vehicle has to be representative of the most advanced technologies on the market)

• Instrument vehicle and perform chassis dynamometer experiments to characterize performance, emissions, and after-treatment system for

– US drive cycles: UDDS, HFET, and US06– Steady-state experiments to establish performance/emissions maps for

future vehicle simulations.

• Investigate modern production micro-hybrid performance attributes, such as engine start-stop and smart alternator control

• Make use of vehicle chassis dynamometer data to develop, substantiate, and exercise vehicle simulation with conventional and advanced powertrains


Accomplishments – Vehicle Procurement

• MY2008 BMW 1-series 120i (E81)

• Vehicle on loan from GM– Received early February 2010– Benchmarking until end of April

• Engine specs (N43B20)– 2.0l 4-cylinder – Lean burn combustion– 200 bar direct injection– 130 kW (170 hp) at 6,700 rpm,– 210 Nm (155 ft-lb) at 4,250 rpm– 12:1 compression ratio – Dual VVT– EGR


Accomplishments – Engine and After-treatment Instrumentation

• Exhaust system instrumentation at 4 locations:– NOx, HC, CO, CO2, O2 gas analyzers– FTIR for nitrogen oxide speciation, ammonia and

hydrocarbon speciation– Spatially resolved capillary inlet mass spectrometer

for temporal H2 and O2 measurements (for LNT regeneration characterization)

– Particulate matter measurements.

• Vehicle and engine instrumentation – OBD link– Analog channels (AFR, temperature and pressure)

TWCTWC

LNT

Muffler

Engine Outtemp/pressureO2

LNT Inlettemp/pressure O2 FTIR

LNT Outlettemp/pressureO2 bossSpaciMS

Engine Outtemp/pressureO2


Accomplishments – Hybrid Features Instrumentation

• Instrumentation – Power analyzer procurement: Hioki 3390

• High voltage and current Instrumentation• Hioki analyzers used by other national

laboratories– Integration with chassis roll main data logger

• Start-stop – Engine is stopped when the vehicle is

stopped and when certain criteria are met– Starter current monitoring (Hioki)– Engine operating condition (OBD link)

• Intelligent alternator– Battery is never fully charged so that it can

accept energy. During accelerations, the alternator is not excited to reduce the load on the engine. During coast downs, the alternator recharges the battery utilizing kinetic energy from the powertrain

– Alternator current and load current monitoring (Hioki)

– Engine operating condition (OBD link)


Accomplishments – Drive Cycle Testing

• US drive cycles: – FTP– HFET– US06

• Three iterations to guarantee repeatability

• Characterization:– Emissions

• Engine out• Tailpipe • LNT reductant chemistry

– Fuel economy– Engine operation

0 200 400 600 800 1000 1200 14000

50

100

Veh

icle

spe

ed [m

ph]

Cold LA4: 20100331-1230-8B32FTPPM01-LA4

0 200 400 600 800 1000 1200 14000

1000

2000

3000

4000

Eng

ine

Spe

ed [r

pm]

0 200 400 600 800 1000 1200 14000

500

1000

1500

Tem

pera

ture

[deg

F]

Coolant Temp.Air Temp.Cat. Temp

0 200 400 600 800 1000 1200 1400-50

0

50

100

spk

adv.

[deg

] an

d E

GR

cm

d [%

]

spark advanceEGR pct

0 200 400 600 800 1000 1200 14000

50

100

Thr.

pos.

an

d lo

ad p

ct [%

]

Time [sec]

Thr. Pos.load pct


Accomplishments – Steady State Testing

• Complete speed and load engine mapping

• Three iterations to guarantee repeatability

• Characterization:– Emissions– Fuel economy– Engine operation

BMW E81 LGDI torque curve

0

200

400

600

800

1000

1200

1400

0 1000 2000 3000 4000 5000 6000 7000 8000

Engine Speed [rpm]

Cha

ssis

Rol

l Tor

que

[Nm

]

Torque curve in 3rd gear

Torque curve in 2nd gear

2nd gear1500 2000 2500 3000 3500 4000 4500 5000 6000 7000

100 950 1020 1106 1097 1129 1132 1158 1153 1088 92590 855 918 996 987 1016 1019 1042 1038 979 83280 760 816 885 878 903 906 926 923 870 74070 665 714 774 768 790 793 810 807 762 64760 570 612 664 658 677 679 695 692 653 55550 475 510 553 548 565 566 579 577 544 46240 380 408 443 439 452 453 463 461 435 37030 285 306 332 329 339 340 347 346 326 27720 190 204 221 219 226 226 232 231 218 18510 95 102 111 110 113 113 116 115 109 92

0 0 0 0 0 0 0 0 0 0 0

Master Axle Torque (MAP1)RPM

%Lo

ad


Accomplishments – Fuel Economy Preliminary Results

• Three different operating conditions were tested:

– Stoichiometric– Lean– Lean with Stop-start

range bars indicate maximum and minimum of multiple tests

2008 BMW 1 Series Fuel Economy

26.0 40.5 30.231.0 46.5 32.429.6 46.4 31.620

25

30

35

40

45

50

FTP HFET US06

MPG

Stoich (1 test) Lean Lean with Start/Stop


Accomplishments – Engine Emissions Preliminary Results

• Emissions were greatly affected by the first mapping exercise

– High speed and load conditions presumed to have helped clean the LNT

– Extra low sulfur fuel (<2ppm) used from test 8B12 – LNT might have been contaminated with earlier

higher sulfur level fuel (UTG96, ~26-27ppm sulfur at ORNL and unknown fuel at GM)

• Similar trends on NOx, CO and PM

FTP Composite NOx

0.00

0.10

0.20

0.30

0.40

0.50

0.60

8B08 8B12 8B13 8B14 8B21 8B22 8B26 8B31 8B32 8B33 8B34 8B35Test Number

g/m

i

1st M

ap

2nd

Map

3rd

Map

STO

IC LEAN LEAN & Stop-Start

2008 BMW 1 Series Average CO

0.32 0.01 0.690.33 0.04 0.800.82 0.09 0.660.0

0.2

0.4

0.6

0.8

1.0

1.2

FTP HFET US06

g/m

i

Stoich (1 test) Lean Lean with Start/Stop

US Tier II Standard 50k Bin 5 = 3.4(g/mi)

EU Standard (new vehicle)Euro4 = 1.61(g/mi)

2008 BMW 1 Series NOx

0.11 0.11 0.350.12 0.11 0.240.02

0.000.03

0.00

0.05

0.10

0.15

0.20

0.25

0.30

0.35

0.40

0.45

FTP HFET US06

g/m

i

Stoich (1 Test) Lean Lean with Start/Stop

US Tier II Standard 50k Bin 5 = 0.05(g/mi)

EU Standard (new vehicle)Euro4 = 0.13 (g/mi)


Accomplishments – LNT Characterization (On-going)

• Operation of LNT characterized by measurement of exhaust species with FTIR, SpaciMS, and bench analyzers

• Reductant species observed at inlet to LNT include H2, CO, and NH3

– H2:CO is much higher than previously observed in diesel engine studies

– NH3 is present due to formation by upstream Three-Way Catalyst

• More analysis in “Lean Gasoline Emission Control” (ACE031) project presentation

– Final results to be shared with CLEERS community

0 200 400 600 800 1000 1200 1400-0.5

0

0.5

1

1.5

2

2.5

3x 104

Spe

cies

con

cent

ratio

n [p

pm]

Cold LA4

0 200 400 600 800 1000 1200 14000

10

20

30

40

50

60

70

80

90

100

Veh

icle

spe

ed [m

ph] a

nd e

ngin

e lo

ad [%

]

Time [sec]

NH3COH2

Engine LoadVehicle speed


Accomplishments – Start-Stop Characterization (On-going)

• Present when: – Vehicle stopped– Clutch not engaged– Neutral gear– Warm engine– Suitable battery charge– Other secondary conditions

• Fuel economy and emissions effect characterization

0 200 400 600 800 1000 1200 1400-20

0

20

40

60

Veh

icle

spe

ed [m

ph] Cold LA4 cycle

0 200 400 600 800 1000 1200 14000

1000

2000

3000

4000

Eng

ine

spee

d [rp

m]

0 200 400 600 800 1000 1200 1400-100

-50

0

50

100

Alt.

/Sta

rter C

urre

nt [A

]

0 200 400 600 800 1000 1200 140050

100

150

200

250

Tem

pera

ture

[deg

F]

Time [sec]

20100210-1139-8B05FTP01-LA4

Cranking Event

0

2

4

6

8

10

12

14

1.20 1.30 1.40 1.50 1.60 1.70 1.80 1.90 2.00

Time (s)

Bat

tery

Vol

tage

(V)

0

100

200

300

400

500

600

700

800

Cur

rent

(A)

Battery Voltage Starter Current


150 200 250 300 350 400-20

0

20

40

60

Spe

ed [m

ph]

Second and third hi l ls of hot 505 cycle

150 200 250 300 350 4000

20

40

60

80

Load

[%]

150 200 250 300 350 400-100

-50

0

50

100

Cur

rent

[A

]

Starter/AlternatorLoads

150 200 250 300 350 400-100

-50

0

50

100

Bat

tery

Cur

rent

[A

]

Time [sec]

20100405-1434-8B33FTP01-Hot505

Accomplishments –Intelligent Alternator Characterization (On-going)

• Principle:– Battery is never fully charged so that it

can absorb energy– During accelerations, the alternator is

not excited to reduce the load on the engine

– During coast downs, the alternator recharges the battery

• Observations– Increased alternator load during some

coast downs– Rare alternator load reduction during

accelerations– Excellent load adaptation: alternator

load matches electrical loads out of battery


Collaboration

• VSATT- Data is available for use by Vehicle Systems Analysis technical team and others in simulating advanced powertrains ( project VSS008 will use data collected here)

• Lean NOx aftertreatment data will be used in support of the CLEERS modeling activity

• ORNL Advanced Combustion Engines programs – Use of the steady-state engine maps and controller information measured during the

chassis experiments to commission an engine setup with a micro-processor based control system.

– Use engine dynamometer setup to explore expanded lean operation and produce more advanced engine maps which will be used for future advanced powertrain simulations.

• Idaho National Laboratory: advanced powertrain/vehicle testing support


Future Work – FY10

• Complete data collection

• Publish project findings

• Process data into useable format for simulation environment (PSAT/Autonomie)


Proposed Future Work

• Use experimental data to evaluate the potential of lean GDI engine operation and after-treatment systems with advanced (hybrid) powertrains

• Combine vehicle benchmark data with engine dynamometer experiments to develop and validate emissions control models for use with lean GDI advanced powertrain vehicle simulations

• Focus on ethanol blends and potential opportunities presented by ethanol for lean combustion and emission control


Summary

• Relevance– Benchmark performance and emissions of advanced lean GDI vehicle– Technology not sold in the US– Understand barriers to widespread use of this technology in US market

• Approach– Vehicle on loan from GM– Comprehensive instrumentation and Vehicle testing – Characterization over transient cycles and steady conditions – Data processing

• Technical Accomplishments– Vehicle acquired– Instrumentation completed– Characterization carried out in 8 weeks

• Future work– Publish benchmarking data– Format data for simulation purposes– Use data for other projects (advanced hybrid powertrain simulation, engine

dynamometer experiment, ethanol lean burn …)


Acknowledgements and Contacts

DOE Program Manager:

• Lee Slezak, Office of Vehicle Technologies

ORNL Advanced Vehicle Systems Program Manager:

• David E. Smith

ORNL Investigators:

• Robert Wagner, Paul Chambon, Shean Huff, Kevin Norman, John Thomas, Larry Moore, Ron Lentz, Brian West, Bill Partridge, Jae-Soon Choi, Vitaly Prikhodko, John Storey, Teresa Barone, Jim Parks, Jeff Chambers

Light-Duty Lean GDI Vehicle Technology Benchmark › vehiclesandfuels › pdfs › merit... ·...

Documents

Transcript of Light-Duty Lean GDI Vehicle Technology Benchmark › vehiclesandfuels › pdfs › merit... ·...