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GS/ENS-NA | 6/19/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.

2014 DOE Annual Merit Review – ACCESS

Hakan Yilmaz(PI) Li Jiang (Co-PI), Oliver Miersch-Wiemers (Co-PI)

Advanced System Engineering Gasoline Systems, Robert Bosch LLC

Award: DE-EE0003533 Project ID: ACE066

2014 DOE Vehicle Technologies Program Review

Advanced Combustion Concepts - Enabling Systems and Solutions (ACCESS) for High Efficiency Light Duty Vehicles

Arlington, Virginia June 19th, 2014

This presentation does not contain any proprietary, confidential, or otherwise restricted information 1


•  Project Overview

•  Relevance

•  Approach

•  Collaboration and Coordination

•  Technical Accomplishments

•  Summary and Future Work

2

Gasoline Systems | 6/19/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.

2014 DOE Annual Merit Review – ACCESS Budget Barriers and Targets

Timeline Partners

US Department of Energy Robert Bosch LLC

AVL University of Michigan Stanford University

Emitec

Targets: The project targets 25% fuel efficiency improvement to support energy independence and CO2 reduction, while demonstrating SULEV emissions in a commercially viable system.

Barriers !  System complexity of advanced combustion !  Stringent emission requirements !  Fast adaptation of technology in the market

$24,556,737 – Total Project Budget $11,953,786 – DOE Funding $12,602,951 – Partner Funding

$19,227,349 – Actual expenditure (12/2013) $9,144,821 – DOE Funding $10,132,528 – Partner Funding

$5,279,388 – Remaining (12/2013) $2,808,965 – DOE Funding $2,470,423 – Partner Funding

Phase 3 (1.5 yrs)

Application Implementation

and Vehicle Demo

Phase 1 (1.5 yrs) Concept

Fundamental Research

Phase 2 (1 yr)

Development Technology

Development

Phase 3 Application

Implementation, Vehicle Demo

Phase 1 Concept

Fundamental Research

Phase 2 Development Technology

Development 9/30/2010- 02/28/2012

03/01/2012- 05/31/2013

06/01/2013 - 12/31/2014

GS/ENS-NA | 6/19/2014 | © 2014 R obert B os ch LLC and affiliates . All rights res erved. 3


2014 DOE Annual Merit Review – ACCESS Engine & Controls Development Phase III Vehicle Implementation

Engine Hardware Prototype IIb Controls Implementation

Prototype cylinder head design and cam profile switching mechanism upgraded and compression ratio adjusted for target combustion concepts.

• Target Multi Mode Combustion Engine is based on the GM Ecotec 2.0 L DI Turbo platform

• Base Engine HW design, improvements for target engine configuration and engine build led by AVL

• Engine Management System design, engineering and implementation led by Bosch

• Aftertreatment System design and emission concept led by Emitec

Build completed for development vehicle. Prototype engine installed and vehicle available for application, emission and fuel economy optimization with advanced combustion modes.

4

Advanced combustion control strategy, capable of real-time ECU implementation, demonstrated on engine and evaluated in development vehicle.

CR 11.4

GS/ENS-NA | 6/19/2014 | © 2014 R obert B os ch LLC and affiliates . All rights res erved.


• Project Overview

• Relevance

• Approach

• Collaboration and Coordination

• Technical Accomplishments

• Summary and Future Work

5

Targets

System Complexity Technology to the Market Stringent Emissions

Demonstrate 25% fuel efficiency improvement over chosen vehicle baseline (G M HF V 6 in C adillac C T S ) Meet S ULE V emiss ions to demonstrate LE V 3 emiss ion capability K ey systems and controls implemented and concept is commercially viable

Demonstrating S ULE V • T he advanced combustion

concepts chosen show the potential to meet S ULE V with conventional T WC system.

• E xhaust after treatment system design (s izing and loading of the T WC ) was performed based on experimental dyno data and s imulation.

• Vehicle emiss ion optimization is focus of the current project phase.

E nabling Technology • downsizing with turbo charging

and fuel direct injection • variable valve timing and profile

switching • cooled high pressure E G R with

sensor based closed loop control • combustion control with in-

cylinder pressure sens ing • injector individual adaptive fuel

metering • estimated total system cost within

current market targets

P roducts • E ngine C ontrol Unit (E C U) with

combustion controls

F ully implemented advanced combustion controls in a production level E C U, meeting production A-sample requirements (no rapid prototyping tools required for OE M application).

• cooled E G R sub system • combustion pressure sensor

commercially attractive technology made available meets 2025 emission goals

2014 DOE Annual Merit Review – ACCESS – Relevance

6

Relevant research and development areas to meet fuel economy and emission targets

• Advanced combustion control modeled and integrated for HC C I and S AC I

• C ontrol s tability limit investigated (C F D) • E ngine Management S ystem configuration

completed and concept implemented • Hardware des ign finalized and prototype

engines and vehicles built

E miss ion Development

Vehicle Integration

C ontrol Application

P hase 1 (R esearch)

P hase 2 (Development)

P hase 3 (Integration)

F uel E fficiency - C ontributors

J un 1, 2013 Dec 31, 2014

downsizing DI TC

variable cam timing/lift

advanced combustion

control

start stop

E ngine/Vehicle C alibration

Performance of the system and combustion concept demonstrated on engine dyno and vehicle.

2014 DOE Annual Merit Review – ACCESS – Relevance

7



• Relevance

• Approach

• Collaboration and Coordination • Technical Accomplishments


8

2014 DOE Annual Merit Review – ACCESS – Approach

Baseline Powertrain: 3.6L V6, PFI, 6 Speed MT with SI Combustion

Target Powertrain: 2.0L I4, DI, Turbo, 6 Speed MT with Multi-Mode Advanced Combustion and Start-Stop System

Enabling Systems and Components

9

Vehicle Demonstration


C ombustion C oncepts

C ontrol S trategies

S oftware Integration S trategies C ombustion C oncepts

E ngine system design C ombustion concept evaluation

w/ C F D s imulations and experiments

C ontrol S trategies E ngine Management S ystem design C ontrol s trategy development w/ rapid prototyping

S oftware Integration E ngine C ontrol Unit des ign C ontrol algorithm integration into B osch E C U software

Multidisciplinary T eam Approach

Vehicle Demonstration E miss ion and aftertreatment strategy optimization Vehicle s imulation (fuel economy and emiss ions) In-vehicle advanced combustion experience

10



Phase

I P

hase II

Phase III

• C omplete s imulations demonstrating the feas ibility of proposed technologies

• E valuate fuel economy and emiss ion performance of HC C I combustion with prototype I engine

• E stablish control architecture for HC C I combustion

• Demonstrate fuel economy and emiss ion performance with prototype II engine

• C omplete integration of controls for HC C I combustion into production-ready E C U

• C omplete vehicle integration enabling drive-cycle testing

• Validate controls for advanced combustion on production-ready E C U

• E valuate fuel economy and emiss ion performance with demonstration vehicle

\

Milestones

11




• Relevance

• Approach




12


2014 DOE Annual Merit Review – ACCESS – Collaboration & Coordination

Combustion DevelopmentEngine Design

Combustion Modeling Project Lead System Concepts

US Department of Energy

Project / Contract Management

Steering Committee

Project Scope Definition

Robert Bosch Research and Technology Center

Robert Bosch LLCGasoline Systems

AVL North AmericaPowertrain Engineering

Stanford University

Combustion Modeling Research

University of Michigan

Engine Control & Combustion Research

Emitec

After-treatment System Development

Organization C hart

13

Chevron Energy Technology Co.

Technical Consultation Advisory and Information Exchange


Robert Bosch LLC Gasoline Systems AVL North America

Powertrain Engineering

Stanford University

University of Michigan

Emitec

Paul Whitaker - Co-PI, Combustion System Dusan Polovina - Co-PI, Combustion System Roger Faber - Project Management David McKenna - Combustion System Matthew Dunlavey - Engine Design

Dr. Srikanth Reddy - Co-PI, After-treatment Sys.

Robert Bosch Research and Technology Center

Hakan Yilmaz - PI Oliver Miersch-Wiemers - Co-PI, Project Mmgt. Dr. Li Jiang - Co-PI, Technical Lead Jeff Sterniak - Combustion Concepts Julien Vanier - Software Integration Jason Schwanke - Control System Kyle Davidson - Vehicle Integration Shyam Jade - Software Integration Jacob Larimore - Combustion Modeling Angela Dragan - Government Affairs

Joel Oudart - Co-PI, Adv. Combustion Dr. Alexandar Kojic - Project Management Dr. Nikhil Ravi - Combustion Control Dr. Eric Doran - CFD Simulations

Prof. Chris Edwards - Co-PI, Adv. Combustion Julie Blumreiter - Advanced Combustion

Adv. Powertrain Control Laboratory

Prof. Anna Stefanopoulou - Co-PI, Adv. Controls Patrick Gorzelic - Combustion Mode Switch Yi Chen - After-treatment System Sandro Nuesch - Vehicle Simulations

Walter E. Lay Automotive Laboratory

Dr. Stani Bohac - Co-PI, Adv. Combustion Dr. Jason Martz - Combustion Simulations Vassilis Triantopoulos - Advanced Combustion Prasad Shingne - Engine Simulations Adam Vaughan - Combustion Modeling

US OEMs

Information Exchange Technology Alignment

Multidisciplinary team with 30+ researchers and engineers

2014 DOE Annual Merit Review – ACCESS – Collaboration & Coordination

Team Members

14




• Relevance

• Approach




15

Overview


$  Multi-Mode Combustion Strategy %  Operation Regime %  Fuel Efficiency %  Emissions Performance

$  Multi-Mode Combustion Controls %  HCCI Controls %  SACI Controls %  Combustion Mode Switch

16

2014 DOE Annual Merit Review – ACCESS – Technical Accomplishments

SI SI+eEGR

SI+eEGR

SACI

SI: Spark Ignition HCCI: Homogeneous Charge Compression Ignition SACI: Spark Assisted Compression Ignition eEGR: external Exhaust Gas Recirculation

1500 3500 Speed [RPM]

BMEP [bar] 22

6.0

3.5

10

2.0 HCCI

Advanced combustion enables fuel economy benefits in highly visited operating points, while high peak load capability ensures vehicle performance

Multi-Mode Combustion Operation Regime 2014 DOE Annual Merit Review – ACCESS - Technical Accomplishments

17

HCCI

HC C I C oncept Development Homogeneous Charge Compression Ignition

Hot trapped res iduals , air, and fuel are compressed Auto-ignition happens from numerous s ites near T DC Low temperature flameless reaction rapidly takes place

HC C I can enable high thermal efficiency with low engine out emiss ions at low load

Benefits: • High thermal efficiency

• Low NOx even when lean

Challenges:

• Limited operating range

• C ombustion noise Engine Speed [RPM]

BM

EP

[bar

]

1500 2000 2500 3000

5

10

15

20

250

300

350

400

450

500

550

600

BS

FC

[g/kWh]

HCCI relative BSFC vs. SI w/ HP EGR [%]

18

2014 DOE Quarterly Meeting - ACCESS

-40 -30 -20 -10 0 10 20 30 400

10

20

30

40

Crank Angle [deg]

Hea

t Rel

ease

Rat

e [J

/deg

]

3 bar4 bar5 bar

BMEPFlame consumes more mass with load

S park ass ist extends advanced combustion range w/o boosting or lean aftertreatment

Combustion Chamber Cross-Section

0 CAD

4 CAD

Premixed Flame Propagation

Auto-ignition

Spark Assisted Compression Ignition F lame propagation compresses unburned mixture to auto-ignition

Lower peak heat release rate Large stochiometric operating range

E xtens ion of Advanced C ombustion R ange with S AC I

Engine Speed [RPM]

BM

EP

[bar

]

1500 2000 2500 3000

5

10

15

20

250

300

350

400

450

500

550

600

BS

FC

[g/kWh]

Increase of load limit

with spark-ass ist

1000 2000 30002

3

4

5

6

BS

FC (S

AC

I-SI)/

SI [

%]

-20

-15

-10

-5

SACI relative BSFC vs. SI w/ HP EGR [%]

19

F E penalty of mode s witch mandates full-time s toichiometric operation

Lean – Stoichiometric Mode Switch Lean HCCI

Oxygen stored in TWC until full No NOx conversion

Stoichiometric modes

Catalyst efficiency is still low until stored oxygen is depleted

Drive cycle simulations Benefit of HCCI wiped out by catalyst

depletion SULEV emission levels unreachable

without additional aftertreatment

T P NOx s pike

0

15

30

45

60

75

90

105

120

23.5

23.8

24.0

24.3

24.5

24.8

25.0

25.3

25.5

Tail

Pip

e N

Ox

[mg/

mi]

Fuel

Eco

nom

y [M

PG

]

FE Ph2,3 NOx Ph2,3

SI + HCCI + Catalyst O2 Purge

LE V II S ULE V NOx Limit

F E +3.7%

Multi-Mode C ombustion Aftertreatment C hallenge


20









0

15

30

45

60

75

90

105

120

23.5

23.8

24.0

24.3

24.5

24.8

25.0

25.3

25.5

Tail

Pip

e N

Ox

[mg/

mi]

Fuel

Eco

nom

y [M

PG

]

FE Ph2,3 NOx Ph2,3



F E +3.7%



21









T P NOx s pike

0

15

30

45

60

75

90

105

120

23.5

23.8

24.0

24.3

24.5

24.8

25.0

25.3

25.5

Tail

Pip

e N

Ox

[mg/

mi]

Fuel

Eco

nom

y [M

PG

]

FE Ph2,3 NOx Ph2,3



F E +3.7%



22









T P NOx s pike

0

15

30

45

60

75

90

105

120

23.5

23.8

24.0

24.3

24.5

24.8

25.0

25.3

25.5

Tail

Pip

e N

Ox

[mg/

mi]

Fuel

Eco

nom

y [M

PG

]

FE Ph2,3 NOx Ph2,3



F E +3.7%



23

P rototype II engine data demonstrate s ignificant fuel efficiency improvements over baseline engine at frequently-vis ited drive-cycle operation points

Engine Dyno at AVL

Prototype II Engine

B as eline: 3.6L V 6 P F I E ngine H

CC

I

SAC

I

SAC

I

HC

CI

SAC

I

SAC

I

SAC

I

SI

SI

F uel E fficiency G ains – P rototype II E ngine


0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

1500 RPM31.8 Nm

1500 RPM63.7 Nm

1500 RPM95.5 Nm

2000 RPM47.7 Nm

2000 RPM79.6 Nm

2500 RPM31.8 Nm

2500 RPM63.7 Nm

2500 RPM95.5 Nm

% B

SFC

impr

ovem

ent v

s Bas

elin

e V6

ACCESS

Turbo Downsized SI

HC

CI

SAC

I

SI

HC

CI

SAC

I

SI

SAC

I

SI

SI

24

V ehicle F uel E conomy Walk

Target

30%

25%

20%

15%

s imulated potential

FE

Impr

ov. O

ver

Bas

elin

e [%

]

lean HC C I

red. fuel cut-off

ext . cat. heating S AC I w/

C A50 control E G R S tart/S top &

T hermal Mmgt

S I T C DZ

C ompromised F uel E fficiency due to S ULE V emiss ions w/ T WC

C hallenges existing but project remains on track to meet 25% target


25


Emissions C urrently ~2x S ULE V target Near 100% convers ion efficiency when warm Mitigation for HC during catalyst light off

• E nhanced split injection calibration • Wastegate actuation for faster light off • Modified exhaust valve timing with eP haser

Mitigation for NOx after catalyst light off

• C atalyst oxygen storage target optimization Fuel Economy

0

0.02

0.04

0.06

0.08

0.1

0.12

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

0 500 1000 1500 2000

Cum

ulat

ive

TailP

ipe

Emiss

Mas

s

Inst

anta

neou

s Tai

lPip

e Em

iss M

ass

Time [s]THC TP Mass Cum. NOx TP Mass Cum.THC TP Mass NOx TP Mass

0

0.02

0.04

0.06

0.08

0.1

0.12

0

0.2

0.4

0.6

0.8

1

1.2

1.4

1.6

0 20 40 60 80 100

Cum

ulat

ive

TailP

ipe

Emiss

Mas

s

Inst

anta

neou

s Tai

lPip

e Em

iss M

ass

Time [s]THC TP Mass Cum. NOx TP Mass Cum.THC TP Mass NOx TP Mass

Stock CTS P2b SI w/o EGR Rel. Improv.

18.04 mpg 21.28 mpg 18.0%

~100% convers ion

C old start HC focus

NOx focus after s tart

FTP-75 Modal Emissions V ehicle F uel E conomy and E miss ion S tatus


26

Multi-Combustion Mode Coordination Modeling

C ontrol Development

E C U Integration

Air Path Control for EGR and Advanced Valve-train Modeling


E C U Integration

Advanced Combustion Controls

T orque demand driven engine control architecture enables multi-mode combustion control

Modeling


E C U Integration

Key Development Areas for Advanced Combustion

Modularized B osch E C U C ontrol Architecture


27

HC C I C ombustion C ontrol Operating

Coordination

Driver Demands

Engine Torque

Structure

N, M* BMOD

+SOI [MR] MFB50-EVC FB Controller

(Reference Cylinder)

ENG

INE

Exhaust Valve Controller

Combustion Feature

Calculation

pcyl

State Estimator(Cylinder Individual)+ MFB50-SOI FB Controller

(Cylinder Individual)MFB50*

MFB50

MFB50-SOI FF Controller (Cylinder Individual)

NMEP FB Controller(Cylinder Individual)

NMEP FF Controller(Reference Cylinder)

+NMEP*

NMEP

+ Injector Controller

Reference Cylinder Identificaiton

+

λ* Wcyl,air

N, pint

φINJ

ΔtINJ

WINJ,FF

WINJ,FB

φINJ,FF

φINJ,FB

Torque Structure Air System Fuel System

EVC

cylinder engine over typical drive cycle trans ients


Combustion Phasing Control • Mid-R anging C ontrol of S OI and E V C • Model-B ased F F C ontrol of S OI to enable fast trans itions • F B C ontrol of S OI to enable MF B 50 balancing Torque Control • F B C ontrol of fuel quantity to enable NME P balancing Cylinder Pressure Sensing • E C U integrated real-time calculation of MF B 50, NME P

1500 3500 Speed [RPM]

SI SI+eEGR

BMEP [bar]22

6.0

3.5

10

2.0HCCI

SI+eEGR

28

HC C I control validated on prototype multi-

S AC I C ombustion C ontrol


S AC I combustion control evaluated on prototype multi-cylinder engine

C ontroller Input-Output: MFB50 MFB10-90 λ

S park ++ +

cE G R + ++ +

E V C + + ++

0.7

0.8

0.9

1

1.1

1.2

1.3

1

2

3

4

5

6

7

18 19 20 21 22 23 24 25

Lam

bda

[-]

IMEP

[Bar

]

Time [s]

0.7

0.8

0.9

1

1.1

1.2

1.3

1

2

3

4

5

6

7

18.5 19.5 20.5 21.5 22.5

Lam

bda

[-]

IMEP

[Bar

]

Time [s]

0

10

20

30

40

50

-45

-35

-25

-15

-5

5

18 19 20 21 22 23 24 25

CA10

75 {C

rank

shaf

t D

egre

es]

CA50

[Cra

nksh

aft

Deg

rees

]

Time [s]

0

10

20

30

40

50

-45

-35

-25

-15

-5

5

18.5 19.5 20.5 21.5 22.5

CA10

75 {C

rank

shaf

t D

egre

es]

CA50

[Cra

nksh

aft

Deg

rees

]

Time [s]

(A) (B ) IMEP

λ IMEP λ

CA50 [°bTDC]

CA10-75

CA50 [°bTDC]

CA10-75

multi-cylinder engine:

(A) load trans ition: 2.5bar to 5.5bar B ME P ramp @ 1500R P M

(B ) speed trans ition: 3bar B ME P @ 1500 to 2500R P M ramp

1500 3500 Speed [RPM]

BMEP [bar]22

6.0

3.5

10

2.0

SI SI+eEGR

SI+eEGR

SACI

Gasoline Systems | 6/19/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved. 29

IVO: Intake Valve Open | EVC: Exhaust Valve Closing | SOI: Start of Injection | cEGR: cooled Exhaust Gas Recirculation | HFM: Mass Flow Rate | MAP: Manifold Absolute Pressure | LSU-IM: Intake Manifold Oxygen Sensor


SI/SACI Combustion Mode Switch Strategy Performance Targets: torque neutral, stable combustion phasing, stoichiometric operation

Key Actuators: intake & exhaust valve timing, throttle position, spark timing, fuel injection timing & mass

SI!SACI Strategy: %  SI with low lift IV and EV %  De-throttle SI with coordinated NVO & EGR %  Regulate phasing with SOI, spark %  Switch into SACI

SACI SI

SCRE @ 1500 rpm, 3.4 bar NMEP

Combustion mode switch strategy identified on single-cylinder research engine


30

SI/SACI Combustion Mode Switch

SI/SACI combustion mode switch strategy evaluated on prototype multi-cylinder engine


SI-SACI Mode Switch, 2000RPM, 3bar BMEP

SACI-SI Mode Switch, 2000RPM, 3bar BMEP

SI-SACI-SI Mode Switch, 2000RPM, 5bar BMEP

31



• Relevance

• Approach

• Collaboration and Coordination)



32

Combustion System Summary – Approach

Combustion System Summary – Major Accomplishments


• Advanced combustion concepts finalized for vehicle implementation.

• Engine operation conditions and transient performance requirements defined by using vehicle-level simulations as well as vehicle tests.

• Evaluated emissions and after-treatment performance impact of transient HCCI operation and mode switch on the transient dyno.

• Vehicle demonstration focusing on stoichiometric advanced combustion operation modes to support the SULEV emission requirement.

33

2014 DOE Annual Merit Review – ACCESS – Summary and Future Work

• Utilize advanced combustion concepts derived from extensive experiments on single and multi-cylinder engines, as well as simulation, to demonstrate the fuel economy potential of multiple mode advanced combustion operation in a vehicle.

• Evaluate tradeoff between efficiency and emissions and demonstrate SULEV potential of the concept under drive cycle conditions.

C ombustion S ystem F uture Work


Extending advanced combustion to future systems : S toichiometric high C R HC C I S ingle C ylinder Investigations

• S ynergy with dilute Miller cycle S I concept • S I in engine peak efficiency region, HC C I in what would otherwise comprise throttled region

• E xploring boosted region with diesel-like C R • Using high pressure capable, optical access to study and mitigate ringing through charge preparation

B oosted S AC I Multi-cylinder Investigations • Determine efficiency potential, valving strategy (P V O & NV O), and engine requirements for boosted S AC I concept

T ransient HC C I modeling for combustion control • Intra-cycle combustion modeling and control with charge preparation strategy • HC C I actuator trajectory optimization through enhanced phenomenonological boosted HC C I model

1000 3000Speed [RPM]

BM

EP[b

ar]

10

20

2000

5

4000

2.5

dilute Miller SI

HCCI / SACIhigh geo. CR

1000 3000Speed [RPM]

BM

EP[b

ar]

10

20

2000

5

4000

2.5

boostedSACI

dilute SI

HCCI / SACI

34

• S AC I combustion control and mode switch strategies evaluated on multi-cylinder engine transient dyno

• Model based HC C I combustion control and mode switch strategy are evaluated on multi-cylinder transient dyno

• P roposed control strategies are validated for real-time operations and compatible with in-production E C U

• Vehicle is operational with advanced combustion

C ontrols S ystem S ummary – Approach

C ontrols S ystem S ummary – Major Accomplishments

• Utilize s imulation and experimental data to define controls s trategy for S AC I operation and combustion mode switch.

• Validate the operable range and dynamic requirements for advanced combustion modes accounting for combustion and controllability limits .

• Implement real time controls in production-ready engine control unit, us ing rapid prototyping function development techniques .

1st trial of S AC I combustion in vehicle


35

C ontrols S ys tem F uture Work


• C omplete integration of multi-mode combus tion s trategies into production-ready engine control unit

• C omplete vehicle calibration to improve driving experiences with advanced combus tion mode

0 50 100 1502

4

6

8

0 50 100 150

-10

0

10

20

30

40

BMEP

(bar

)C

A50

(CAD

)

Engine cycle

0 50

SISACI switch at 5barSACI switch at 4.5barSACI switch at 4bar

Engine speed: 2000 rpm

• Improve the multi-mode coordination s trategy by exploring the combus tion mode s witching boundaries between S I and S AC I

• G iven the different combus tion mode s witching behaviors obs erved, it is likely the s witching boundaries of in/out of S AC I mode will be different

In-cylinder flame propagation

• C omplete C F D modeling of premixed combus tion characterized for S AC I, providing ins ights for model s implification

• E valuate robus tnes s of advanced combus tion control under varying environmental conditions on s ingle-cylinder engine

-60 -40 -20 0 20 40 60-5

0

5

10

15

20

25

Engine position (CAD)

Hea

t rel

ease

rate

(J/C

AD

)

Wiebe 1: Flame propagation

Wiebe 2: Auto-ignition• Improve control-oriented modeling of S AC I

combus tion with findings from C F D modeling

36

•  Low cost three way catalyst aftertreatment solution for multi-mode combustion concept

• Full-time stoichiometric operation in spark ignited and advanced combustion modes to minimize mode switch penalties

• Evaluate potential transient lean NOx handling aftertreatment options to extend benefits of low temperature (low NOx) combustion process to lean operation in multi-mode concept

• Determined aftertreatment system performance during transient mode switch conditions to evaluate tradeoff between fuel economy and emissions for lean HCCI concept

• Performed initial vehicle cold start and emissions calibration to evaluate baseline performance

• Designed SCR package, developed coating process, and built initial passive SCR substrate

•  Initial FTP-75 drive cycle emissions results promising with key areas for cold start emissions reductions identified

• Excellent three way catalyst performance after light-off confirmed

•  Lean HCCI with TWC alone not suitable for low emissions high efficiency concept # some lean aftertreatment would be required

Major Accomplishments Summary

Overview – Aftertreatment System Approach


37

Aftertreatment S ystem F uture Work


Improving the tradeoff of efficiency and emissions Aftertreatment for lean state operation

• P ass ive S C R performance trans ient operation • Lean HC C I s toich trans ition • Low emiss ion, fuel cut-off enabler

C old start emiss ion optimization • E xplore the system benefits during run-up and catalyst heating phases utilizing capabilities of multi-mode combustion platform

• C am profile switching, extended range cam phaser, P F DI fuel system

Handling mode switch and S AC I trans ients • Define cost optimization potential of T WC system accounting for air-fuel ratio deviations in trans ient operation of multi-mode combustion concept

38

>25% improved FE SULEV Capable Commercially Viable

Program Targets

started

performance evaluated

goal achieved

integrated

Team Competence / Project Management

B ase E ngine Hardware

E ngine Mgmt. S ystem Hardware

E miss ion S ystem

C ontrol S trategy

S oftware Architecture

C ombustion S trategy

V ehicle Integration


Phase 3(1.5 yrs)

Application

Implementationand

Vehicle Demo

Phase 1(1.5 yrs)Concept

FundamentalResearch

Phase 2(1 yr)

Development

TechnologyDevelopment

Phase 3

Application

Implementation,Vehicle Demo

Phase 1

Concept

FundamentalResearch

Phase 2

Development

TechnologyDevelopment

9/30/2010-02/28/2012

03/01/2012-05/31/2013

06/01/2013 -12/31/2014

39

2012 Q3 Quarterly R eview B osch P lymouth, MI October 18, 2013


Impress ions from firs t S AC I R ide April 8th 2014

40


Technical Backup Slides

41

SACI Combustion Control: Key Actuators


All sweeps recorded at 1500 RPM on ACCESS multi-cylinder prototype engine

Spark and EGR are identified as key actuators for combustion phasing and duration regulation, requiring coordinated control due to cross-sensitivity


42

2014 doe annual merit review – access - energy.gov€¦ · 2014 doe annual merit review –...

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