optimization of engine-out emissions from a diesel · pdf fileoptimization of engine-out...

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The 2008 Deer Conference, 4The 2008 Deer Conference, 4--7th August7th August

Optimization of EngineOptimization of Engine--out Emissions from out Emissions from a Diesel Engine to meet Tier2 Bin5 a Diesel Engine to meet Tier2 Bin5

Emission LimitsEmission Limits

August 7, 2008, Detroit, MichiganAugust 7, 2008, Detroit, Michigan

SeungSeung--SukSuk

Yoon*, Yoon*, HaeHae--WookWook

Lee, Lee, YoYo--Han Chi, Han Chi, KumKum--Jung YoonJung YoonPassenger Diesel Engine Test TeamPassenger Diesel Engine Test Team

PowertrainPowertrain

R&D Center, HyundaiR&D Center, Hyundai--Kia MotorsKia Motors

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The US Diesel MarketFuel price higher than everStrong demand for good mileage (CO2 cut-down)Growing interest in passenger diesel vehicle

Challenge for US Diesel MarketStringent emission regulation

Strategy to meet Tier2 Bin5 Emission StandardEngine Hardware improvementCalibration optimizationDeNOx after-treatment

Summary

Contents

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US Diesel Market

Forecast Diesel Demand for US MarketExcellent driving performance and good mileageIncreasing demand

Forecasted by BOSCH (2008)

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Barriers to US Diesel Market

Stringent Emission LimitTier2 bin5 standard requires extremely low NOx levelEmission level should be satisfied even at high altitude Various diesel fuel qualities have to be considered

Customers Expectation for Excellent NVH (Noise, Vibration and Harshness)

Outstanding Fuel Efficiency to attract drivers

Not only extremely low but robust emission levelwith excellent NVH behavior and outstanding fuel efficiency

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Base Engine

Engine Type V-6 DOHC 4VDisplacement (cc) 2,959Bore x Stroke (mm) 84 X 89Compression Ratio 17.3

FIE System 1600bar Piezo

Air Handling E-VGT, Variable Swirl System

Glow System ISS with GCUEmission Target EURO ⅣExhaust System DOC+DPF

Base Engine

V6 3.0 litre Diesel Engine (Euro4)

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Electric Actuator VGT

CGI Cylinder blockEGR Cooler with

Electronic EGR Valve

Variable Swirl ControlSystem

2nd

Common Rail with Piezo

Injector

Technical Features of Base Engine

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Target Vehicles

Heavy SUVs : Veracruz and Mohavediesel and gasoline engines for domestic and European marketscurrently gasoline engine only for US market

VERACRUZ (Hyundai): -

Domestic (2006), Europe (2008)-

Front Wheel Drive-

Max Power/Troque: 176KW / 451Nm

MOHAVE (Kia): -

Domestic (2008)-

Rear Wheel Drive-

Max Power/Troque: 184KW / 540Nm

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0.07

FTP NOx

(g/mile)

FTP

Part

icul

ate

Mat

ter (

g/m

ile)

0.10 0.20 0.30 0.35 0.40 0.45

0.01

0.02

0.03

0.04

0.05

0.06

0.50 0.55

Tir2 bin5

Tir2 bin8

Tir2 bin10

Base Engine

Emissions : Challenge for US Market

PM(-

80 %)

NOx

(-

90 %)

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Strategy to meet Tier2 bin5

Strategy to meet NOx and PM requirement

Hardware Improvement1. combustion-

chamber, fuel injection, air handling

2. EGR -

switchable cooler

-

fast and precise actuator3. exhaust after-treatment -

DPF and SCR

Optimization of Operating Area acc. Emission Cycle1. gear reduction ratio

Calibration Optimization1. best trade-off of emissions, NVH and fuel efficiency2. DoE

calibration: modeling of mapping parameter

3. transient calibration at engine test bench for FTP cycle

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Hardware Improvement

Hardware Improvementengine-out emission: combustion / air handling / EGRtail-pipe emission: after-treatment

Combustion : chamber: 1800bar: piezo

injector

after-treatment: DPF and SCR

Air handling: turbocharger: intake manifolds: swirl control

EGR: cooler: valve actuator

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Variant 1Variant 2Variant 3Variant 4

Combustion Chamberlower compression ratiobowl shape, mixing pattern, and swirl motion

H/W Improvement –

Combustion (Chamber)

numerical simulation of combustion pattern

Combustion Chamber

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FIEBosch 3rd Generation 1800bar Common Rail System

CRS3.2 Piezo Injector-

higher injection rate and efficiency-

precise injection control for robust emission behavior-

smaller tolerance of injection quantities-

multiple injection up to 5 shots per cycle

Re-matching with the New Combustion Chamber -

nozzle hole number / diameter / length-

hydraulic flow rate

H/W Improvement –

Combustion (Fuel Injection)

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Air HandlingPlastic In-manni-

improved intake air charging efficiency-

uniform EGR distribution Head and Swirl Valve-

optimization of intake air charge and swirl intensity

H/W Improvement –

Combustion (Air Handling)

plastic in-manni

DC-motorswirl valve

Optimized

Base

Air and EGR Distribution

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Cylinder Number

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TurbochargerCompressor-

enhanced boost potential during cycle operationby wheel/housing shape optimization

Turbine- low inertia-

improved efficiency by shape optimization of guide vanes and wheels

H/W Improvement –

Combustion (Turbocharger)

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Vane

Compressor wheel

Compressor Housing Turbine wheel

Turbine Housing

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H/W Improvement –

EGR Cooler

EGR SystemCooler-

U type structure with higher cooling efficiency-

switchable (bypass)Actuator-

DC-motor type valve-

model based charge control : fast response in dynamic operation

DC-motorEGR valve

EGRcooler

Optimized

BaseCoo

ling

Effic

ienc

y

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H/W Improvement –

Exhaust After-treatment

DPF (Diesel Particulate Filter)catalysed DPFregeneration strategy considering filter durabilityand fuel economyPM filtering more than 90% in FTP Cycle

SCR (Selective Catalytic Reduction)oxidation reduction reaction of NH3 and NOxurea Injection, mixer, and catalystdosing strategy optimized for high NOx conversion ratioand minimum ammonia slipNOx reduction more than 80% in FTP cycle

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Calibration Optimization

Calibration ProcedureSimulation of Emission Cycle-

Identification of engine operating area in FTP cycle

Steady State Calibration : DoE (Design of Experiment) -

modeling of engine mapping parameters

-

optimization for the best trade-off of emissions, NVH and fuel economy using a model function

Transient Calibration-

emission cycle test at the engine test bench

-

validation and re-calibration of mapping parameters

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Optimization for Emission Cycle

Simulation of Emission Cyclesimulation of vehicle operation at engine test bench-

input of transmission, gear shift pattern and the vehicle data-

engine operation to follow vehicle speed / load in emission cycle

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Optimization for Emission Cycle -

FTP

FTP Emission Cycleengine operation area was optimized in FTP emission cyclepre-evaluation prior to vehicle test : consider different transmissions and gear reduction ratios : determine the best engine operation area for our engine

Engine Speed

Fuel

Qua

ntity

T/M v1T/M v2

FGR 1 FGR 2

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DoE

Optimization of Engine Mapping data

Steady State CalibrationDoE calibration procedure at engine operation area

Test Plan

Test Run

Modeling

Optimization

Map Calculation

Validation

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Optimization of Transient Calibration for FTP Cycle

Transient Calibration for FTP Cycle Operationvalidation and recalibration of steady state optimization-

H/W, calibration optimization: 50% reduction of engine-out NOx-

SCR system: 80% reduction of tail pipe NOx

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Engine Speed

Engine-out NoxTail-Pipe NOx

Ammonia Slip

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Final Results

FTP NOx

(g/mile)

FTP

Part

icul

ate

Mat

er (g

/mile

)

0.10 0.20 0.30 0.35 0.40 0.45

0.01

0.02

0.03

0.04

0.05

0.06

0.50 0.55

0.07

Tir2 bin5

Tir2 bin8

Tir2 bin10

Base Engine

>90% Reduction- CPF

80% Reduction- SCR

50% Reduction -

H/W and S/W

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Summary

Tier2 Bin5 Limit have been successfully fulfilled

Strategy to Meet Tier2 Bin5 Emission Limitscombustion refinementcalibration optimization at steady state and transient operationgear reduction ratio re-matchingafter-treatment consisting of DPF and SCR

Future Workrobust calibration in terms of emission, drivability and NVH, covering wide range of fuel propertiesfurther optimization at high altitude

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Thank you !!E-mail: [email protected]

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