INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 1 SPA2 Meeting Regensburg, Month 37, Turbo DI CNG Engine Alois Fürhapter, AVL List GmbH INGAS Subproject SPA2

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 2 General information Extension of project duration –Amendment 4 is documented in an official new version of the DoW Dissemination of project results –PT planes some papers A 12 month report for year 3 has to be done (executive summary only) –Each partner should provide a short summary describing his work done from month –Each partner has to provide a list WP by WP how much MMs were planned for year3 (M25-M36) and how much MMs were used for this period (please refer to the DoW and to your already comunicated efforts in the last periods) –Deadline for submitting this information to SP leader (AVL) is end of October, so that it is possible to summarize one report for SPA2 INGAS Subproject SPA2

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 3 Time schedule INGAS Subproject SPA2 DB2.11 DB2.13

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 4 Schedule for the deliverables & milestones in SPA2 DA2.7 (Siemens) – M41(Feb.) Final assessment of the overall injection system DA2.12 (AVL) – Assessment of combustion system development  Milestone MA2.2 Potential of combustion system demonstrated: Combustion system shows potential to satisfy overall InGas targets and SPA2 specific targets be means of stationary engine results Status: –Measurements and evaluations 90% done –In preparation DA2.13 (AVL) – M38 (Nov.) – Potential of cylinder pressure guided combustion system DA2.14 (AVL) – Final assessment of combustion system development (postponed to Dec. 2011) DA2.15 (AVL, Conti) – M32 (May) – Test vehicle and MCE for transient testing Status: done DA2.16 (Conti, AVL) – M41 (Feb.) - Transient engine testbed results and drivability demonstrator DA2.17 (PT, AVL) – M33 (June) – Analysis of mixture formation Status: done DA2.18 (Conti, AVL) - Final summary of transient performance (postponed to Jan. 2012)  MA2.3 Test vehicle assessment shows potential for target achievement: Test vehicle function demonstrated, first result assessment shows the potential to achieve overall InGas target at end of the project INGAS Subproject SPA2

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 55 WP A2.4 – Combustion system development (AVL) Main objectives: –Full load performance / Low-end torque improvement by DI to demonstrate the potential of DI –Catalyst heating strategies based on transparent engine results –ECU Function development –Fuel consumption improvement by stratified operation (at least potential) –Mapping for target achievement estimation  MA2.2 Status Summary: –Full load shows very good low-end torque performance due to DI –Rated power not yet reached 120kW (target 130kW) – Limitation due to peak firing pressure! –Part load assessment with actual base mapping done –Stratified potential investigated (stationary and by NEDC simulation) –Cycle simulation for cycle potential evaluation done INGAS Subproject SPA2

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 66 WP A2.4 – Combustion system development (AVL) Next steps: –Deliverable DA2.12 with milestone MA2.2 –Full load potential  New Injectors necessary! INGAS Subproject SPA2

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 7 INGAS Subproject SPA2 Target 130kW Target WOT Performance –Low-end torque target more than reached –Target power of 130kW not reached yet. Limitation regarding peak firing pressure, TC speed and compressor temperature. –Also injector flow is on the limit –Full load fuel consumption is ok taking into account the limitation from peak firing pressure BSFC (43MJ/kg) BSFC (CNG) BMEP IMEP

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 8 INGAS Subproject SPA2 Target 130kW Target WOT Performance –Low-end torque target more than reached –Target power of 130kW not reached yet. Limitation regarding peak firing pressure, TC speed and compressor temperature. –Also injector flow is on the limit –Full load fuel consumption is ok taking into account the limitation from peak firing pressure BSFC (43MJ/kg) BSFC (CNG) BMEP IMEP SPA1

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 9 INGAS Subproject SPA2 Engine mapping BSFC –Mapping with actual base calibration shows a wide region below 220g/kWh –An improvement potential is left above 16-17bar BMEP by not optimal combustion phasing due to peak firing pressure limit

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 10 INGAS Subproject SPA2 Engine mapping Combustion stability –Combustion stability is ok in most areas of the engine map. Improvement potential could be expected at high load by earlier combustion

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 11 INGAS Subproject SPA2 Potential for target achievement –As reference the Ingas vehicle configuration was simulated. The values show a good correlation with the measurement done on the chassis dyno if the over all drivetrain efficiency is adjusted correctly (to usual values for an AT) –Stage 1 represents an 8 Speed Automatic transmission with optimized gear shifting strategy –Stage 2 is with an automated manual transmission (better drive train efficiency) –Stage 3 includes state-of-the-art features like intelligent generator control and Start/Stop system

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 12 INGAS Subproject SPA2 Potential for target achievement

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 13 INGAS Subproject SPA2 Potential stratified

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 14 INGAS Subproject SPA2 Potential stratified –Difference in NEDC is not very big (appr. 4-5g CO2/km), but there is no Nox purging in the simulation. So the benefit will further decrease from about 3% to appr. 2% –With increased down speeding the effect will decrease further –Argumentation that stratified combustion applied on a relatively small TC engine in a relatively big vehicle shows less benefit than expected.  No cost efficient solution.

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 15 WP A2.5 – Transient Engine Testing (AVL) WP-Leader: Conti Main objectives: –Transient response –Potential evaluation of cylinder pressure guided combustion control –Base calibration Status Summary: –Mapping for base parameters are done –Verification mapping for torque model done –Measurements for TC control done –Implementation of variable rail pressure  HW setup completed, SW Conti ECU works, SW Siemens power stage (Mathlab) installed but has some problems  to be discussed –Some tests for combustion controlled potential (DA2.13) done Next steps: –Measurements for Transient response  Definition of load steps –Definition of further tests for combustion controlled potential –After refinement of charge determination optimization of base maps INGAS Subproject SPA2

INGAS SPA2 Meeting, Regensburg, October 13 th 2011 INGAS INtegrated GAS Powertrain 16 WP A2.6 – Validation Testing (AVL) WP-Leader: AVL/Conti Main objectives: –Test vehicle as technology carrier for drivability and performance –MCE on transient testbed for demonstration of EU6 emissions and CO 2 potential Status Summary: –Test bed environment adopted for transient operation (cycle simulation) –NEDC test cycle implemented Next steps: –Implement Ingas cycle defined by CRF –Installation of particulate measurement equipment as agreed in the review meeting –Calibration tasks for driveability and emission INGAS Subproject SPA2