engine downsizing for hybrid vehicle simulation · pdf fileengine downsizing for hybrid...

GS/ENS-NA | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.

G as oline S ys tems

1

Tao Zeng Ph.D. Candidate in M.E.

Michigan State University

Engine Downsizing for Hybrid Vehicle Simulation

Sandro Nuesch Xiaowu Zhang PhD Candidate in M.E. University of Michigan

Bosch Energy Research Network(BERN) Interns

Advisor: Jeff Sterniak, LI Jiang, Jason Schwanke

Department | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.

Why Engine Downsizing _ History of GOLF

G as oline S ys tems 2

Indirect No boos t

Indirect No boos t

1973 Golf I 1.5

1983 Golf II 1.6

1993 Golf III 1.9

1997 Golf IV 1.9

2007 Golf V 2.0

2009 Golf VI 1.6

Direct Was tegate

Direct V NT 1s t

Direct V NT 3r

Direct V NT 3rd

50 33

805

36

70 44

920

42

90 47

1145

47

110 58

1260

48

140 70

1280

42

105 66

1314

61

Power(hp)

hp/L

V W(kg)

MP G

VII vs I Power +110% hp/L +100% Vehicle Weight(kg)

+63%

MPG -42%


Why Engine Downsizing _ Another side


3

Source: KPMG’s Global Automotive Executive Survey 2014


How Engine Downsizing


4

De-throttling in accordance with the reduced displacement Reduced friction by number of cylinders High dependency on charge air pressure. Waste Heat recovery


Boosting system modeling in GT-POWER


5

Turbines and Compressors operate based on Performance Maps generated from steady-state flow tests Maps Include: Speed , Mass Flow Rate, Pressure Ratio, Efficiency

S upercharger

Turbocharger

Turbo-compounding

GA_ENS_NA | 6/5/2014 | © 2014 Robert Bosch LLC and affiliates. All rights reserved.

Boosting options for engine down-sizing


Turb

ine

tech

nolo

gies

• Variable geometry

• Active (flow) control

• Twin and double turbine scrolls

• Multi-stage turbocharging

• Turbocompounding

• Electrification

Com

pres

sor t

echn

olog

ies • Single

stage high pressure ratio compressor

• Multistage compressor

Boo

stin

g sy

stem

s

• Single stage turbocharger

• Single stage supercharger

• Variable geometry turbocharger

• Multistage turbocharging

• Parallel multi-stage

• Series multi-stage

• Parallel/series sequential turbocharging

• Twincharger • Turbocompoundi

ng

Fut

ure

Tech

nolo

gy • Electric

turbocharger • Electric

supercharger • Superturbocha

rging • Electric

turbocompounding

• Blade supercharger

• Active control turbocharger

6



Next-generation internal combustion technologies Increase Internal combustion engine displacement and power density Engine Technology packages( DI. VVT. VGT. Multi-boosting)

Base engine Modeling & Validation

Engine Down Sizing Boosting System

Performance Transient Response

Coupled with Hybrid Vehicle simulation

7

Dual-stage sequential TC

Dual-stage TC +SC

Dual-stage Tri-TC

Dual-stage Two TC+ One SC

Baseline Engine

2.4 L boosted engine

1.4 L boosted engine

GT Engine Modeling & Simulation

Model Validation

1000 2000 3000 4000 50005

10

15

20

25

Engine Speed (RPM)

BM

EP

(bar

)

Test DataPR Multiplier=2No Scaling

Engine downsizing for Hybrid Vehicle simulation


Modeling Principles for the Boosting System


8

Air

Valve P rofile

C ombus tion Model

Turbine Maps C ompres s or Maps

1000

2000

3000

4000

0

50

1000

10

20

30

40

Engine Speed (RPM)

fuel injection rate (mg/cc)

CA

50


Two Stages One Turbocharger One Supercharger


S upercharger

Turbocharger 1

Was te-gate controller 2

9


Two Stages Two Turbochargers


Turbocharger 1

Turbocharger 2



10


Two Turbocharger One Supercharger


S upercharger

Turbocharger 1

Turbocharger 2



11


Three Turbochargers


S tage 1

S tage 2



12


Controllers Overview


Intake

E xhaust

Throttle

Compressor

Turbine

Air Filter

E G R

T hrottle controller

B y P as s valve controller

E G R valve controller

Was te-gate C ontroller

F uel Injection controller

13


Control Algorithm


Target B ME P

Target A/F

+

+

-

-

Target E G R rate - +

Sensors

Actuators

14


Waste-gate Controller for three turbochargers engine


15

Two parallel high pres s ure turbine was te gates were controlled by one controller S tep input was s et from 4 bar B ME P to 20 bar B ME P T he Low pres s ure WG works coordinately with high pres s ure WG

0 5 10 1550

100

150

200

250

300

350

400

450

Time(s)

Bra

ke T

orqu

e (N

-m)

Two Wastegates ControllerTwo Wastegates Controller communicateOne Wastegate Controller lead another


Two Stage Two Turbochargers _EGR valve controller


16

0 5 10 150

0.1

0.2

0.3

0.4

Time(s)

EG

R fr

actio

n1000 rpm 10% target EGR rate

0 5 10 150

15

30

45

60

Thro

ttle

angl

e

EGR fractionEGR valve opening

0 1 2 3 4 5 60

0.1

0.2

0.3

0.4

Time(s)

EG

R fr

actio

n

2000 rpm 10% target EGR rate

0 1 2 3 4 5 60

15

30

45

60

Thro

ttle

angl

e


0 1 2 3 4 5 60

0.1

0.2

0.3

0.4

Time(s)

EG

R fr

actio

n


0 1 2 3 4 5 60

15

30

45

60

Thro

ttle

angl

e


0 5 10 150

0.1

0.2

0.3

0.4

Time(s)

EG

R fr

actio

n


0 5 10 150

15

30

45

60

Thro

ttle

angl

e



Turbines under different EGR rate


17

1000 2000 3000 4000 50000

5

10

15x 10

4

Engine Speed (RPM)

Low

Pre

ssur

e Tu

rbin

e S

peed

(RP

M)

10% EGR20% EGR30% EGR

1000 2000 3000 4000 50000

0.5

1

1.5

2

2.5x 10

5

Engine Speed (RPM)

Hig

h P

ress

ure

Turb

ine

Spe

ed (R

PM

)


1000 2000 3000 4000 50001

1.2

1.4

1.6

1.8

2

Engine Speed (RPM)

Low

Pre

ssur

e Tu

rbin

e pr

essu

re ra

tio


1000 2000 3000 4000 50001

1.5

2

2.5

Engine Speed (RPM)

Hig

h P

ress

ure

Turb

ine

pres

sure

ratio


Control optimization for Parallel Hybrid Vehicle

19

BRM

Engine Clutch

Transmission Final Drive

State Control 1 Battery SOC Teng

2 Gear Gear

])()(min[ 2

1fdesired

N

tshift SOCSOCGearfuelJ −++= ∑

=

αβ

Vehicle Mass (kg) 2352 Trans mis s ion(S peed) 8

F inal Drive R atio 3.21

States and Controls of DP

Engine BSFC Map & E-machine Efficiency Map

Cost function

Vehicle Parameters

Department | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.


Engine Speed [RPM]

BM

EP

[bar

]

1000 1500 2000 2500 3000

2

4

6

8

10

250

300

350

400

450

500

550

600

Engine Speed [RPM]

BM

EP

[bar

]

1000 1500 2000 2500 3000

2

4

6

8

10

250

300

350

400

450

500

550

600

Engine Speed [RPM]

BM

EP

[bar

]

1000 1500 2000 2500 3000

2

4

6

8

10

250

300

350

400

450

500

550

600

20

DP + G T G ear logic

DP

0 200 400 600 800 1000 1200 14000

20406080

Spe

ed (

mph

)

0.4

0.5

0.6

0.7

SO

C (

-)0 200 400 600 800 1000 1200 1400

0

5

Fue

l Rat

e(g/

s)

fuelGear numberBRMon

0 200 400 600 800 1000 1200 14000

5000

10000

Spe

ed (

rpm

)

EngineMG1

0 200 400 600 800 1000 1200 1400-100

0100200300

Tor

que

(Nm

)

(E V )

0 200 400 600 800 1000 1200 14000

20406080

Spe

ed (

mph

)

ini

0.4

0.5

0.6

0.7

SO

C (

-)

0 200 400 600 800 1000 1200 14000

5

Fue

l Rat

e(g/

s)

fuelGear numberBRMon

0 200 400 600 800 1000 1200 14000

5000

10000

Spe

ed (

rpm

)

EngineMG1

0 200 400 600 800 1000 1200 1400-100

0100200300

Tor

que

(Nm

)

(E V )

Optimization result and comparison

Department | 6/5/2014 | © 2014 R obert B osch LLC and affiliates . All rights reserved.



ON/OFF Cycle


On-Cycle

21

F T P -75 drive cycle F ull information No altitude change T ime-dependent (Almos t) unlimited computation time

F armington Hills drive cycle Limited information available C hanging altitude T ime and Dis tance-dependent V ery limited computation time

Off-Cycle



22

Farmington Hills drive cycle

S peed limits Altitude T raffic s ignals and turns



23

Off-Cycle / Recuperation

Identify braking / stop events C alculate potential increas e

in SOC


Summary


24

Downsized engine with different boosting systems offer different fuel economy benefits and engine transient response, compared to the baseline engine

Engine downsizing could be further implemented with hybridization to achieve more fuel benefits

Dynamic Programming to find optimal trajectory for hybrid vehicle fuel saving in driving cycle.

Off cycle

Methodology to predict the coasting & recuperation events Find a method to translate prediction to fuel economy benefits

ECMS + improved SOC reference + more direct control DP or PEARS



Thank You! Q&A?

25

engine downsizing for hybrid vehicle simulation · pdf fileengine downsizing for hybrid...

Documents