reducing the particulate emission numbers in di gasoline ... · reducing the particulate emission...

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Reducing the particulate emission numbers in DI Gasoline EnginesKody Klindt, IAV Automotive Engineering Inc.

22

Overview

1. Motivation

2. Particle Formation and Measurement

4. Applying Calibration Measures to a GDI Concept

5. Summary

3. Process Description

33

Overview

1. Motivation



5. Summary


4

Russia

Currently: Euro 42014: Euro 5

Currently: Euro 2Currently: ADR79/02 (Test

method Euro 4)

AustraliaSouthern Africa

Currently : Euro 3, Euro 4 Beijing07/2010: Euro 4

China

Currently: Euro 2 / Euro 3 (Delhi)04/2010: Euro 3 / Euro 4 (Delhi)

India

Currently: J-LEV 2010Green Car Label

2013: J-LEV 2013

Japan

Currently: US10Tier 2 / LEV 2

2013: LEV 3

Currently: Euro 52011: Euro 5+2014: Euro 6North America

Europe

Currently: Proconve L5 (Basis: Euro5)

2013/14: Proconve L6

Brazil

4

MotivationLimit Values for Particulate Emissions

EU6 and LEV3 limit values for particulate emissions under discussion

EU 4 EU 5 EU 5+ EU 6

2005 09/2009 09/2011 09/2014

PM [mg/km]

Diesel 25 5 4.5 4.5

GDI - 5 4.5 4.5

PN [1/km]Diesel - - 6*1011 6*1011

GDI - - - 6*1011 (?)

LEV 2 LEV 3

2007 2013

PM [mg/ml]

DieselGDI 10 3 (?)

5555

Partikelmasse Euro 6 = 4,5

Par

tikel

anza

hl [#

/km

]

Partikelmasse [mg]0 1 2 3 4 5 6 7 8

MotivationPresent range of DI gasoline engine

Broad distribution

of particle mass

and

particle number

with different

production

concepts

EU6 particle mass limitPM = 4,5 [mg/km]

Particle mass [mg/km]

Parti

cle

num

ber *

1012

[1/k

m]

EU

6 pa

rticl

e nu

mbe

r lim

itP

N =

6*1

011[1

/km

]0

2

4

6

8

7 8651 2 3 40

66

Overview

1. Motivation



5. Summary


77

Particle Formation and MeasurementSoot formation mechanisms

Acetylenemolecules

Aromatic rings

Kernels

Coagulation

Primary sootparticulate

Agglomeration

3D branchedchains

H–C C–H≡

HC in hot atmosphere with O2deficiency

Fuel Film onPiston Head

Fuel Film on Combustion chamber roof

and spark plugLiquid fuel tothe injector

Fuel droplets in the flame front and rich mixture

zones

Fuel fromFire land

Global rich mixture: Catalyst heating, Acceleration enrichment, Rich region in engine map

88

HORIBAMEXA 1000 SPCS

Particle sizemin - max

23 nm -2500 nm5 nm -

1000 nm

Effective range

0 – 3x108 #/cm3

2.4x103 – 1012

dN/dlogDp/cm3

-

38

Sampling rate

1 Hz

10 Hz

PMP conformity

yes

no

Size group

CAMBUSTIONDMS 500

Particle Formation and MeasurementParticle number measuring systems

Condensation particle counter Electric mobility classification

5 10 100 1000nm

dN/d

LogD

p

1.0E+02.0E+44.0E+46.0E+48.0E+41.0E+51.2E+51.4E+51.6E+51.8E+52.0E+5

Quelle: Horiba Ltd. Quelle: Cambustion Ltd.

99

Overview

1. Motivation



5. Summary


1010

Process DescriptionIAV's approach to gasoline engines

NEDC range usedfor stationary model

Hull information

Vehicle emission calibration

Map optimization→ Particle min , ...

Steady-state model

Steady-stateDoE measurements

of test plan underwarm conditions

Stationary Data

Dynamic(sinusoidal)measurements under warm-up conditions

Dynamic Data

Compare steady-state/dynamic→ Particle min , ...

Dynamic model

1111

Process DescriptionSteady-state model

Output:

• Torque

• Fuel consumption

• AL50

• COV

• Exhaust temperature

• NOx, HC, CO

• Particle concentration

engine load20 30 40 50 60 70 80

0

5x106

Pnac

c [#

/cm

3 ]

[%]

exhaust timing60 70 80 90 100 110 120

0

5x106

Pnac

c [#

/cm

3 ][°CA]

rail pressure4 5 6 7 8 9 12

0

5x106

Pnac

c [#

/cm

3 ]

10 11[mpa]

lambda0.90 0.92 0.94 0.96 0.980

5x106

Pnac

c [#

/cm

3 ]

[-]

engine speed1000 1500 2000 2500 3000

0

5x106

Pnac

c [#

/cm

3 ]

rpm [1/min]

intake timing50 70 80 90 100 110 120

0

5x106

Pnac

c [#

/cm

3 ]

[°CA]60

ignition angle-10 0 10 20 30 40

0

5x106

Pnac

c [#

/cm

3 ]

50[°CA]

start of injection200 220 240 260 320

0

5x106

Pnac

c [#

/cm

3 ]

[°CA]280 300

Pnacc: [#/cm³] Particle concentration

12

Process DescriptionDynamic (sinusoidal) measurements under warm-up conditions

Engine speed

Engine load

Intake timing

Exhaust timing

Ignition angle

Lambda

Rail pressure

Start of injection

Watertemperature

1313

Process DescriptionDynamic model - validation

Output:

• Torque

• Fuel consumption

• AL50

• COV

• Exhaust temperature

• NOx, HC, CO

• Particle concentration

ModelMeasurement

ModelMeasurement

1414

Overview

1. Motivation



5. Summary


15

Vehic

le sp

eed

in km

/h

0

20

40

60

80

100

120

140

Time in sec0 200 400 600 800 1000 1200

Cum

ulate

d pa

rticle

num

ber i

n %

0

20

40

60

80

100

Base measurement

15

Applying Calibration Measures to a GDI ConceptBasis of investigations

GDI Concept4-cylinder homogeneousTurbocharged engine with

• Solenoid injector• Sideways position• Max. double injection

Boundary conditionsNo influence on

• Exhaust emissions• Drivability• Consumption

Vehic

le sp

eed

in km

/h

0

20

40

60

80

100

120

140

Time in sec0 200 400 600 800 1000 1200

Parti

cle co

ncen

tratio

n in

#/cm

3

0

4·1010

8·1010

12·1010

16·1010

20·1010

24·1010

Base measurement

1616

Applying Calibration Measures to a GDI ConceptCalibration in “cold range”

Veh

icle

spe

ed in

km

/h

0

20

40

60

80

100

120

140

Time in sec0 200 400 600 800 1000 1200

Cum

ulat

ed p

artic

le n

umbe

r in

%

0

20

40

60

80

100

Basic measurement Cold optimized Vehicle speed

Coldrange

+ Start of injection Start of 1st injection was adjusted (~35 °CA later)

+ Injection split Was matched with regard to particle number and rough running

+ End of injection The end of 2nd injection was adjusted to the split

+ Fuel pressure Was set near the maximum fuel pressure after engine startand to maximum at the start of 2nd hill

+ Air fuel ratio Better air/fuel ratio pilot control up to start of engine, reaching ideal Lambda as fast as possible

+ Ignition angle Subsequent adjustment at 7°CA on 1st hill and at 12°CA on 2nd hill

- Valve timing Changed valve timing results in efficiency reduction and increased fuel consumption

171717

Applying Calibration Measures to a GDI ConceptCalibration in “warm range”

Veh

icle

spe

ed in

km

/h

0

20

40

60

80

100

120

140

Time in sec0 200 400 600 800 1000 1200

Cum

ulat

ed p

artic

le n

umbe

r in

%

0

20

40

60

80

100Warmrange

Basic measurement Warm optimized Vehicle speed

+ Fuel pressure Was set to maximum fuel pressure in complete range except idleand at low loads (near to minimum injection quantities)

+ Start of injection Start of 1st injection was adjusted (~20 °CA later)+ Injection split Was matched with regard to particle number

- Ignition angle Later ignition angle results in particle reduction - but comes with rising fuel consumption

- Valve timing Changed valve timing results in efficiency reduction and increased fuel consumption

- Air/fuel ratio Operating at lambda = 1 ensures particle optimum regarding the other emission components

181818

Applying Calibration Measures to a GDI ConceptResult of particle optimization

Vehic

le sp

eed i

n km/

h

0

20

40

60

80

100

120

140

Time in sec0 200 400 600 800 1000 1200

Partic

le co

ncen

tratio

n in #

/cm3

0

4·1010

8·1010

12·1010

16·1010

20·1010

24·1010

Base measurement Optimized measurement

Vehic

le sp

eed

in km

/h

0

20

40

60

80

100

120

140

Time in sec0 200 400 600 800 1000 1200

Cum

ulate

d pa

rticle

num

ber i

n %

0

20

40

60

80

100

Reduction of 65 %

1919

Overview

1. Motivation



5. Summary


2020

Summary

• Future particle limits require optimized calibration and optional hardware adjustment

• IAV has developed a steady-state and a dynamic model to optimize particulate emissions

• Significant decrease of particle number in a GDI concept

2121

Acknowledgements

IAV GmbH

- Matthias Kratzch

- Olaf Kannapin

- Dr. Stephan Liebsch

- Michael Preisner

- Thomas Guske

reducing the particulate emission numbers in di gasoline ... · reducing the particulate emission...

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