lean gasoline system development for fuel efficient small car · lean engine hardware design,...
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![Page 1: Lean Gasoline System Development for Fuel Efficient Small Car · Lean engine hardware design, procurement, assembly, build verification √ Novel after-treatment Gen 1 hardware specification,](https://reader035.vdocuments.mx/reader035/viewer/2022071021/5fd5f74995904e0c2869e370/html5/thumbnails/1.jpg)
GM PowertrainAdvanced Engineering
This presentation does not contain any proprietary, confidential, or otherwise restricted information
GM PowertrainAdvanced Engineering
This presentation does not contain any proprietary, confidential, or otherwise restricted information
Lean Gasoline System Development for Fuel Efficient Small Car
DE-EE0003379
Stuart R. Smith – Principal Investigator
GM Powertrain, Advanced Integration & Emissions
May 13, 2011
Project ID: ACE063
2011 U.S. DOE Vehicle Technologies Program Annual Merit Review and Peer Evaluation Meeting - Arlington, VA
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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• Project start: May 2010• Project end: May 2013• Project duration: 3 yrs• Percent complete: 24%
• Lean gasoline combustion provides substantial fuel economy improvement with detrimental increase in NOx emissions
• Current NOx after-treatment systems have functional implementation limitations (i.e. performance, cost, packaging, etc.)
• Significant fuel economy improvement requires integration of multiple technologies including lean combustion
• Lean after-treatment performance under all lean operating conditions
• Total project funding: $15,411,724
– DOE share: $7,705,862
– GM share: $7,705,862
• None
Timeline
Partners
Budget
Barriers
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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• Demonstrate 25% fuel economy improvement over 2010 Chevrolet Malibu with 2.4L NA PFI while achieving T2B2 emissions capability
• Lean combustion engine and novel after-treatment designed, procured, built and installed along with 12v Stop/Start system ready for integration
• Potential to significantly reduce vehicle fuel use through commercialization of lean gas systems• Support expanded technical expertise and the saving of existing technical jobs
• Optimized lean combustion system with reduced engine-out emissions• Novel cost-competitive lean after-treatment system• Engine and after-treatment thermal management solutions to support lean combustion• Torque based engine controls architecture to support lean combustion• Robust after-treatment controls to support lean combustion• System level integration knowledge to optimize fuel economy
• Commercially viable solutions to GM passenger vehicle production teams
Program Completion (May 2013)
Transfer
Develop
FY11 / 1st Milestone (Dec 2010)
Relevance to VT ARRA
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GM PowertrainAdvanced Engineering
This presentation does not contain any proprietary, confidential, or otherwise restricted information
GM PowertrainAdvanced Engineering
This presentation does not contain any proprietary, confidential, or otherwise restricted information
• Fundamental combustion analysis and experimental investigation• Lean after-treatment hardware specification and control strategy development• Engine and after-treatment hardware design, procurement, assembly• Dynamometer lean combustion strategy system integration• Engine and after-treatment controls development and implementation• Dynamometer and vehicle calibration and optimization
• 30 researchers, engineers, technicians• 10 spray guided lean engines• 6 R&D and AdvEng dynamometers• 4 Chevrolet Malibu Vehicles
• Fuel Economy• Emissions • Drivability• Cost Competitiveness
4
Development Process
Vehicle Assessment
Development Resources
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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• Acquire Schlieren images to obtain liquid and vapor envelopes
• Acquire MIE images (white contours) to obtain liquid only envelope
• Overlay MIE image over Schlieren image to obtain vapor only envelope
Obtain a detailed understanding of vaporization process for different spray configurations and engine operating conditions
Supply fundamental data for CFD model validation
Liquid and Vapor Envelopes(Pfuel = 20 MPa, Pchamber = 5 bar)
1.0 ms
1.5 ms
2.0 ms
2.5 ms
3.0 ms
3.5 ms
4.0 ms
300 K 400 K 500 K 600 K 700 K
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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• CFD Analysis extensively utilized to optimize combustion system control parameters
– Single & Double Pulsing at 800 rpm, 84 kPa NMEP
Peak Heat release rate is a factor of two higher with double pulsing Fuel-air mixture is contained more within the bowl with double pulsing
Double Pulsing Single Pulsing
A
B
C
706 deg
714 deg
722 deg
1500 K Temperature Iso-surface
A B CCalculation DPCalculation SP
Experiment SPExperiment DP
Heat Release Rates
SP
DP
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
Smok
e (F
SN)
FTP Point #/ Engine RPM/ NMEP (kPa)
Supplier #1 Single pulse
Supplier #1 Double Pulse
Supplier #2 Single Pulse
Supplier #2 Double Pulse
Two equivalently specified injectors do not necessarily perform the same
Fuel spray characteristics need to be matched to the combustion system
• Injectors from two suppliers were tested
• For Supplier #1, smoke was very low across the stratified charge load range
• For Supplier #2, smoke was significantly higher
• For Supplier #2,double pulsing reduced smoke at heavy loads, but increased smoke at light loads
FTP 10-Point Smoke
Smok
e (F
SN)
#1
#2
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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High flow EGR
Intake Port Deactivation
12v Stop/Start Starter
Central Injection Cylinder Head
HP Fuel System
Variable Intake Manifold
Lean Combustion Piston
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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Conventional TWC - Poor NOx efficiency lean,
and DFCO / Lean-Idle
Urea-SCR- Secondary urea tank with
injection system- Urea Solution Freezing- Periodic refilling of urea tank
Lean NOx Trap- High PGM Cost- Sulfur Poisoning- Desulfation Required
Current systems have functional implementation limitations (i.e. performance, cost, packaging, etc.)
Fuel Efficiency vs. Emission Control
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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DURING RICH: DURING LEAN:
*A Urea-Free SCR System
NH3
NOx
RICH
LEAN
H2O
N2
PASS Lean After-treatment Operation
Uses the stored NH3 for lean NOx conversion
Passive Ammonia SCR System (PASS)
Uses H2 and CO to generate NH3 over TWC and store NH3 in multiple SCRs
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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550 ppm NO, 700 ppm HCLean: 10%O2Rich: 1.5%CO / 0.5%H2 / 0.5%O2
0
100
200
300
400
500
600
700
800
160 190 220 250 280 310
Conc
entra
tion (
ppm
)
Time (s)
NO NO2 N2OC3H6 NH3 C3H8
Lean Richat 300 C
TWC – NH3 Generation
Experimental TWC investigations by lab reactors provided efficient screening of PGM formulations prior to dynamometer evaluation
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GM PowertrainAdvanced Engineering
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Cu-Zeolite (HTA, 72h) / 30,000 h-1
200 ppm NO / 180 ppm NH310% O2 / 5% H2O / 8% CO2
Technology ATechnology BTechnology CTechnology D
SCR Technology Comparison
Maximum NOx conversion at α = 0.9
Lab reactor system utilized to efficiently evaluate SCR washcoat for NOx efficiency, durability and NH3 storage
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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TWC generates sufficient NH3 to reduce engine out NOx during lean operation
Dynamometer Steady-State Result (2000 RPM, 2.0bar, lean → rich)
0
50
100
150
200
250
300
0.000
0.005
0.010
0.015
0.020
0.025
0.030
0 200 400 600 800 1000
Engi
ne A
FR*1
0
NO
x C
onc
(%)
Test Time (s)
NOx PUP Out NOx Mid SCR NOx Tailpipe ds_LNT_in_WRAF_afr *10
TWC Out NOx
Tailpipe Out NOx
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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Lean Combustion Engine Designed, Procured, Assembled & Verified
Novel After-treatment SystemSpecified, Procured & Fabricated
Lean engine & novel after-treatment system designed, procured, assembled Engine & after-treatment systems installed on 4 dynamometers and in 3 vehicles
Dynamometer Development and Vehicle Installation
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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Timeline Evaluation Milestone Status
May 2010 Program Kick-off Complete
Lean combustion fundamental analysis and experimental investigation √Novel after-treatment experimental investigation & strategy development √Lean engine hardware design, procurement, assembly, build verification √Novel after-treatment Gen 1 hardware specification, procurement, fabrication √12v Stop/Start system ready for integration √Design and analysis for active thermal management systems √Vehicle installations of lean engine and novel after-treatment √
Dec 2010 SG Engine Installed and 12v Stop/Start Ready Complete
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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Timeline Evaluation Milestone Status
Lean engine torque based controls with high flow EGR ongoing
Novel after-treatment automatic NH3 generation controls ongoing
Lean engine & A/T thermal management solutions - support lean combustion ongoing
Lean engine calibration – combustion stability, fuel economy, emissions ongoing
June 2011 Hwy FE > 13% and NOx Eff. > 60% on H18 On-target
Lean combustion system strategies – NH3 gen. FE penalty minimization ongoing
Novel After-treatment Gen 2 A/T hardware performance optimization planning
Lean combustion and after-treatment particulate mitigation solutions planning
Vehicle calibration – fuel economy, emissions, drivability planning
Dec 2011 Cold ftp & Hwy FE > 13% and Gen 2 A/T dyno results Planning
Vehicle calibration – fuel economy, emissions, drivability refinement planned
• Risk Mitigation development pathways– Boosted lean stratified single cylinder development to explore FE improvement potential
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GM PowertrainAdvanced Engineering
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GM PowertrainAdvanced Engineering
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• Lean combustion engines have been designed and are being developed– Optimized bsfc over the widest operating range
– Confirmed combustion system on single cylinder and multi-cylinder engines
– Meets production combustion stability targets, and lean engine out NOx targets
– Engine designed with production feasible and cost-effective hardware
• Novel after-treatment system has been designed and is being developed– Incorporates cost-effective SCR technology without active dosing system complexity
– Modular TWC experiments guided EO emission interactions with Pd, Rh, and OSC in TWC
– Simulation, reactor and engine development to support NH3 production optimization
– Minimizes PGM while improving fuel economy potential
• Synergistic technologies being developed to support vehicle integration– 12v Stop/Start is for fuel economy and after-treatment thermal management
– Engine thermal management critical to improving warm-up as lean combustion efficiency will cause longer warm-up
17