air handling considerations for dynamic skip fire applied ......air handling considerations for...
TRANSCRIPT
Air Handling Considerations for Dynamic Skip Fire
Applied to a 1.8L Turbo 4-Cylinder Engine
North American GT Conference
November 6th, 2017
R. Wang, B. Wolk
Tula Technology
What is Dynamic Skip Fire?
• Firing decisions made on a cylinder-by-cylinder basis: “Dynamic Downsizing”
• Determination whether a cylinder’s torque is required, immediately prior to firing
• Firing Density (FD) chosen to minimize fuel consumption, subject to certain constraints
• Production level NVH, drivability, OBD, and emissions
Torque Demand
Firing Pulsetrain
Specifications
Engine 1.8L TGDI I4 (EA888)
Test Weight Class 3500 lb.
Transmission 6AT
Tailpipe Emissions SULEV
Evaporative Emissions Zero Evap
EMSDelphi MT92.1 +
Tula algorithms
Deactivation Hardware Delphi DRFF + OCV
Projected DSF CO2
Improvement 7 – 9 %
3
Tula-Delphi DSF Jetta Demonstrator
GOAL: Prove DSF gains on an I4 GTDI vehicle
DSF cylinder deactivation mechanization and trapping strategy
4
OCVDRFF
Oil Control Manifold
DRFF deactivation
Fire Fire
LPES
Skip
Int.
Exh.
Low pressure exhaust spring (LPES) strategy minimizes
thermodynamic losses when skipping
Enabling DSF control within GT-POWER engine model
5
Int. Man
Throttle
Exh. Man
Mufflers
Turbine
Catalysts
CAC
Airbox
Comp
DSF Block
Cylinders & Cranktrain
DSF Control Block
• Firing pattern algorithm
• Cylinder-specific valve lift and injection
deactivation
Miscellaneous
• Custom variable calculation window for
RLTs – variation from 720CAD window
• Custom fuel injection control – delay
with default injector inputs
• Cylinder blowby model – resolve
impact of LPES
• Transient thermal solver – steady
solver causes jumps between fired and
skipped cycles
Greater MAP variation observed with DSF than I4
6
FF = 3/4 Cyl 1 Cyl 3 Cyl 4 Cyl 2
Cycle N Fire1 Fire2 Fire3 Skip
Fire1
Fire2
Fire3
Skip
Image: eSelf-Study Program 920243, Audi of America, LLC (2013).
I-4
DS
F
Exp.
Sim.
Exp.
Sim.
• Reduction in MAP = reduction in trapped air mass
• Potential cylinder lambda imbalance if equally fueled
Cylinder refire incurs enhanced gas exchange
7
FF = 2/3 Cyl 1 Cyl 3 Cyl 4 Cyl 2
Cycle N Fire1 Fire2 Skip Fire1
Cycle N+1 Fire2 Skip Fire1 Fire2
Cycle N+2 Skip Fire1 Fire2 Skip
• Each Fire1 also a cylinder refire (previous cycle
cylinder skipped)
• Greater trapped mass for refire due to lack of valve
overlap
• During overlap, exhaust pressure drives backflow
into intake reducing gas exchange for Fire2 events
• Refire + MAP variation compounds challenge for
cylinder lambda control
2000 RPM, 3 bar BMEP, FF = 2/3
Cylinder pressures also show effect of air mass variation
8
• Sim able to dictate stoich fueling per
cylinder - more difficult on dyno
• Exp results show initial cal from Tula
fuel compensation algorithm
• Air mass variation leads to cylinder
pressure and IMEP variations
• Reasonable agreement between sim
and measured – observe
overprediction in refire air mass
Simulation provides insight into MAP variation impact
9
Engine operating points
Engine Speed 2000 rpm
Engine BMEP 0.5 – 4.5 bar
Firing Fraction 3/4
• Competition between cam advance and
MAP lead to peak RGF around 50kPa MAP
• RGF and MAC maintain a consistent
sequence between fires
• Normalized RGF and MAC spread from
mean relatively consistent
RGF = residual gas fraction
MAC = mass air charge
Simulation provides insight into refire + MAP fluctuation impact
10
Engine operating points
Engine Speed 2000 rpm
Engine BMEP 0.5 – 4.0 bar
Firing Fraction 2/3
• Again, peak RGF observed at 50kPa MAP
for Fire2
• Consistent decrease in RGF for Fire1 -
due to increasing int/cyl PR at IVO
• Normalized MAC spread from mean
consistently grows with increasing MAP –
due to Fire1
Incremental improvement when fueling each fire stoichiometric
11
Experiment
• Sim and measured depict similar benefit
compared to equal fueling
• Incremental fuel consumption
improvement up to 1% at 4bar
• Smaller improvement for FF=3/4
MAC spread increasingFF = 2/3
• Engine-out CO reduced to acceptable level
• NOx and THC emissions largely unchanged
FF = 2/3
Fu
el C
on
su
mp
tion
Imp
rovem
en
t over
I-4
[%
]
Conclusions
12
• GT-POWER engine model of 1.8L EA888 with DSF functionality developed
• Special considerations need to be taken with fueling and RLTs
• Custom cycle definition extending past 720deg would be helpful
• Simulation predicts MAP fluctuations well
• Refire breathing overpredicted – requires further investigation
• Model provides insight into RGF and MAC variations in DSF
• Appropriately fueling each fire leads to meaningful improvements in BSFC and
engine-out CO
• Simulation supported algorithm development and calibration on a production-type
ECU – more details to be presented at SAE WCX18
DSF Technology Roadmap
MGU torque mitigation/assist
Multi-level (i.e. Miller)
Lean combustionAutonomous