continental automotive gmbh advanced development (ad) at ingas spa2 meeting 2009-11-05 naples
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
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-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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
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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 ?
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
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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
Continental Automotive GmbHEvaluation of NICE measurements
lower load at late EOI
longer injection times at late EOI
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
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Continental Automotive GmbHEvaluation of NICE measurements
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
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
]
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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
INGAS INtegrated GAS PowertrainINGAS INtegrated GAS Powertrain
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Continental Automotive GmbHEvaluation of NICE measurements
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
0,3 0,5 0,7 0,9 1,1 1,3Saugrohrdruck [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 -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
0,3 0,5 0,7 0,9 1,1 1,3Saugrohrdruck [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 -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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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.
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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
INGAS meeting, Naples, 05-06 Nov. 2009INGAS meeting, Naples, 05-06 Nov. 2009
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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: Harry.Schuele@continental-corporation.com
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