Research and Development of Ford Advanced Combustion ...
Research and Development of Ford Advanced Combustion ...
Research and Development of Ford Advanced Combustion ...
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<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
IC Engine <strong>Combustion</strong> <strong>Research</strong>,<br />
<strong>Development</strong>, <strong>and</strong> Challenges<br />
J. James Yi<br />
Technical Leader <strong>and</strong> Manager<br />
<strong>Combustion</strong> System R & D<br />
<strong>Ford</strong> Motor Company<br />
June 5, 2013<br />
1
Outline<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Technology Drivers<br />
<strong>Ford</strong>’s Global Technology Migration<br />
Strategy<br />
<strong>Ford</strong> EcoBoost <strong>Combustion</strong> system<br />
<strong>Development</strong><br />
Future <strong>Research</strong> Opportunities<br />
Summary<br />
2
Future CO 2 Requirements<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
New Fleet LDV Gasoline Equivalent<br />
g CO 2 / km<br />
0<br />
U.S. CAFE /<br />
CO 2 St<strong>and</strong>ard<br />
EU Legislation<br />
NA: Metro-Highway test cycle<br />
EU: NEDC test cycle<br />
U.S. One National St<strong>and</strong>ard<br />
(35.5 mpg in 2016)<br />
New Proposal<br />
(54.5 mpg in 2025)<br />
NA WRE450<br />
EU WRE450<br />
2000 2005 2010 2015 2020 2025 2030 2035<br />
Model Year<br />
Aggressive CO 2 fleet targets will require advanced technologies for a<br />
variety <strong>of</strong> P/T combinations <strong>and</strong> vehicle applications.<br />
3
Emissions Regulations<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Emissions Regulations<br />
7<br />
6<br />
PM (mg\km)<br />
5<br />
4<br />
3<br />
2<br />
1<br />
SULEV30<br />
Stage VII<br />
Forecast<br />
T2B5<br />
*<br />
Stage VI *<br />
Stage V<br />
0<br />
0 50<br />
100<br />
150<br />
200 250<br />
*Estimated from particle number<br />
NOx + HC (mg/km)<br />
Along with more stringent Nox <strong>and</strong> UHC emissions st<strong>and</strong>ard, Particulate emissions<br />
st<strong>and</strong>ards are reaching a level that has an impact not only on diesel vehicles, but also<br />
gasoline vehicles.<br />
4
Global Technology Migration<br />
Strategy<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
2007 2011 2020 2030<br />
Begin migration to<br />
advanced technology<br />
Full implementation <strong>of</strong><br />
known technology<br />
Continue leverage <strong>of</strong> Hybrid<br />
technologies <strong>and</strong> deployment <strong>of</strong><br />
alternative energy sources<br />
Significant number <strong>of</strong> vehicles with<br />
EcoBoost engines<br />
Flex Fuel Vehicles<br />
Increased hybrid applications<br />
Stop/Start systems (micro hybrids)<br />
introduced<br />
Dual clutch <strong>and</strong> 6 speed<br />
transmissions replace 4 & 5 speeds<br />
Electric power steering – begin<br />
global migration<br />
Increased unibody applications<br />
Introduction <strong>of</strong> additional small<br />
vehicles<br />
Battery management systems –<br />
begin global migration<br />
Aero improvements<br />
CNG/LPG Prep Engines available<br />
where select markets dem<strong>and</strong><br />
• EcoBoost engines available in nearly<br />
all vehicles<br />
• Vehicle capability to fully leverage<br />
available renewable fuels*<br />
• Increased application <strong>of</strong> Stop/Start<br />
• Increased use <strong>of</strong> Hybrid Technologies<br />
• Introduction <strong>of</strong> PHEV <strong>and</strong> BEV<br />
• Diesel use as market dem<strong>and</strong>s<br />
Electric power steering - High volume<br />
Six speed transmissions - High<br />
volume<br />
• Weight reduction <strong>of</strong> 250 – 750 lbs<br />
• Engine displacement reduction<br />
aligned with weight save<br />
• Additional Aero improvements<br />
• Continue improving efficiency <strong>of</strong><br />
internal combustion engines<br />
• Volume expansion <strong>of</strong> Hybrid <strong>and</strong><br />
PHEV technologies<br />
• Continued leverage <strong>of</strong> BEV<br />
• Continue to develop fuel cells;<br />
implementation timing aligned with<br />
fuels <strong>and</strong> infrastructure<br />
• Continued weight reduction actions<br />
via advanced materials<br />
<strong>Ford</strong> believes that the IC engine will play a key role in transportation in the near <strong>and</strong><br />
mid-term <strong>and</strong> will continue to develop technologies to further extend its potential.<br />
5
Near-Term CO 2 Reduction<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
In the near-term, <strong>Ford</strong> has been adopting an aggressive strategy for both<br />
gasoline <strong>and</strong> diesel engines to reduce fuel consumption in major markets.<br />
Taurus<br />
SHO<br />
EcoBoost<br />
3.5L V6 Gasoline Engine<br />
2011 Super<br />
Duty<br />
<strong>Ford</strong> Fiesta<br />
1.6L I4 Duratorq<br />
Diesel Engine<br />
All-New 6.7L Power<br />
Stroke® V8 Turbo Diesel<br />
6<br />
23
Outline<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Technology Drivers<br />
<strong>Ford</strong>’s Global Technology Migration<br />
Strategy<br />
<strong>Ford</strong> EcoBoost <strong>Combustion</strong> system<br />
<strong>Development</strong><br />
Future <strong>Research</strong> Opportunities<br />
Summary<br />
7
EcoBoost Principles – Best Brake<br />
Thermal Efficiency (BTE)<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
20<br />
Peak Torque<br />
GTDI<br />
Peak<br />
Power<br />
BMEP (bar)<br />
15<br />
10<br />
Baseline PFI NA<br />
GTDI Extends the<br />
High Efficiency<br />
region as well as<br />
the torque curve<br />
5<br />
FTP<br />
• Boosting exp<strong>and</strong>s the good BTE isl<strong>and</strong><br />
• Downsizing shifts it to area <strong>of</strong> higher utilization<br />
0<br />
0 1000 2000 3000 4000 5000 6000<br />
Speed (rpm)<br />
• FTP Drive Cycle typically centered about the ~25% load point for NA engines.<br />
• For a naturally aspirated engine best BTE is typically about 80% load.<br />
• GTDI greatly exp<strong>and</strong>s the best BTE isl<strong>and</strong>.<br />
• Downsizing will move the GTDI best BTE isl<strong>and</strong> to a useable range.
Technical Challenge: DI vs. PFI<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
1. Cold start crank <strong>and</strong> run-up emissions are much more challenging in a DI<br />
engine than PFI<br />
2. Over entire speed <strong>and</strong> load operation map, mixing in a DI engine is much<br />
more challenging than PFI.<br />
3.5L V6 PFI<br />
3.5L V6 GTDI<br />
Slide 9
Added Technical Challenge With<br />
Turbo DI<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
3. Turbo DI combustion system is more prone to knock due to higher power<br />
density than naturally aspirated engines.<br />
4. Turbocharging makes engine cold-start even more challenging because it<br />
requires more heat to light <strong>of</strong>f catalyst due to heat loss to the turbo<br />
system.<br />
ENGINE<br />
Heat Flux > 2x W/L<br />
•Extra surface area /<br />
thermal mass due to<br />
turbocharger.<br />
CAT.<br />
Heat Flux > x W/L<br />
Slide 10
Integrated Up-front <strong>Combustion</strong> System<br />
Optimization Methodology<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Numerical Modeling<br />
Optimized Design<br />
Dyno Testing<br />
Optical Engine
Injector Spray Pattern<br />
Optimization<br />
Series - I<br />
Series - II<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Series - III<br />
Baseline Injector<br />
Smoke (FSN)<br />
Smoke (FSN)<br />
1.5<br />
1.0<br />
0.5<br />
1500rpm/5bar<br />
Baseline Injector Spray Pattern<br />
Optimized Injector Spray Pattern<br />
15 o<br />
Optimized Injector<br />
0.0<br />
270 280 290 300 310<br />
SOI (deg. BTDC)<br />
Slide 12
Piston Bowl Geometry Optimization<br />
Baseline Piston<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Optimized Piston<br />
A/F<br />
lean<br />
Modeling<br />
Prediction<br />
rich<br />
Optical<br />
Images<br />
•CA=760<br />
Rich<br />
lean<br />
•CA=760<br />
Mixture <strong>of</strong>f-center<br />
Mixture well-centered
Spray-Piston Interaction <strong>and</strong> Its<br />
Impact on <strong>Combustion</strong> Stability<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Slide 14
Spray-Piston Interaction <strong>and</strong> Its<br />
Impact on <strong>Combustion</strong> Stability<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Slide 15
System <strong>Development</strong><br />
Methodology – Quality & Time<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Design Optimization<br />
Single Cylinder Optical /<br />
Thermal<br />
Multi Cylinder<br />
•Multi-hole<br />
Spray<br />
•Piston<br />
•Intake<br />
Port<br />
50+<br />
iterations<br />
Outline<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Technology Drivers<br />
<strong>Ford</strong>’s Global Technology Migration<br />
Strategy<br />
<strong>Ford</strong> EcoBoost <strong>Combustion</strong> system<br />
<strong>Development</strong><br />
Future <strong>Research</strong> Opportunities<br />
Summary<br />
17
EcoBoost – Future<br />
Technology <strong>Development</strong><br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
NA 4V<br />
DOHC<br />
PFI<br />
CO 2<br />
Variable<br />
Cam<br />
Timing<br />
DI<br />
Homogeneous<br />
(incl. CR)<br />
Naturally Aspirated path<br />
EcoBoost –<br />
Technology progression<br />
Direct Injection<br />
+<br />
Turbocharging<br />
+<br />
Downsizing<br />
EcoBoost<br />
Turbocharger<br />
& Downsizing<br />
(architecture)<br />
Proven<br />
Under<br />
capability<br />
devel.<br />
Increased BMEP<br />
<strong>Advanced</strong> Boosting<br />
Knock mitigation<br />
Improved BTE:<br />
- Cooled EGR<br />
Time<br />
EcoBoost –<br />
Future advancements<br />
Multi-stage Boosting<br />
Full-range Cooled EGR<br />
Max. low-load load efficiency<br />
(Lean, HCCI,…)<br />
Future powertrain versions <strong>of</strong> EcoBoost will improve fuel<br />
economy <strong>and</strong> emissions capability.
Department <strong>of</strong> Energy<br />
Funding Award<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
• <strong>Advanced</strong> Gasoline Turbocharged Direct Injection Engine <strong>Development</strong><br />
• Joint project w/ Michigan Technological University (MTU)<br />
• Demonstrate by modeling / analysis <strong>and</strong> with a full-scale vehicle the ability to<br />
achieve greater than 25% weighted fuel economy improvement with a gasoline<br />
engine / conventional automatic transmission, while meeting T2B2 emissions<br />
st<strong>and</strong>ard.<br />
CCC TWC(s)<br />
Enrichment Zone<br />
Lean after<br />
treatment<br />
RWFE<br />
BMEP<br />
A/T<br />
Lean <strong>Combustion</strong><br />
Cooled EGR<br />
Integrated<br />
CAC<br />
Throttle<br />
Air<br />
Filter<br />
Intake Manifold<br />
IEM<br />
W<br />
T<br />
G<br />
BFT<br />
C<br />
<strong>Advanced</strong><br />
wide range<br />
Boost<br />
<strong>Development</strong> <strong>of</strong> advanced EcoBoost technologies will be<br />
19<br />
a major focus.<br />
Cat<br />
EGR<br />
Cooler<br />
LP EGR<br />
Valve<br />
Muffler<br />
LP EGR Throttle
<strong>Advanced</strong> <strong>Combustion</strong> Modes<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
6<br />
LTC / HCCI<br />
Equivalence Ratio Φ = 1/λ<br />
5<br />
4<br />
3<br />
2<br />
1<br />
CO-HC<br />
LTC Path.<br />
Soot-Production<br />
Conv. Path<br />
NO x Production<br />
0<br />
600 1000 1400 1800 2200 2600<br />
HCCI Path<br />
Temperature [K]<br />
Comb. Noise<br />
LTC<br />
3000<br />
High Efficiency<br />
Low NOx<br />
Low PM<br />
Trade<strong>of</strong>f<br />
Fuel Consumption<br />
<strong>Combustion</strong> noise control is critical, but<br />
<strong>of</strong>ten there is an efficiency-noise trade<strong>of</strong>f<br />
20
Knock Mitigation Via Reducing<br />
Cycle-Cycle Variation<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
• Knock limits fuel consumption<br />
benefits<br />
– Limits compression ratio<br />
– Forces spark retard <strong>and</strong>, in the<br />
limit, forces enrichment (both limit<br />
downsizing potential)<br />
• In the case <strong>of</strong> knocking condition,<br />
only a small portion <strong>of</strong> fast burn<br />
events are with knocking.<br />
21
Injection <strong>and</strong> Spray Atomization<br />
-- Example <strong>of</strong> Flash Boiling<br />
A DI Spray 12.5 cc/s @ 10 MPa)<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Winter-blend Gasoline, 1 ms<br />
1.5 ms PW ~ 14 mg<br />
20º C<br />
1 bar<br />
100 bar<br />
Fuel Temperature<br />
Ambient Pressure<br />
Fuel Pressure<br />
90º C<br />
0.5 bar<br />
100 bar
Soot Formation in DI Engines<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Viewing Direction<br />
23
SI Particulate Formation<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
Rich <strong>and</strong> Hot<br />
φ > 2<br />
T > 1800 K<br />
Bulk Vapor<br />
Droplets<br />
Near Liquid<br />
Film<br />
•Mixing<br />
•Atomization<br />
•Volatility<br />
•Atomization<br />
•Volatility<br />
•Spray Targeting<br />
•Surface Temp.<br />
Usually easy to avoid<br />
Hard to eliminate<br />
Unlike diesel engines,<br />
gasoline particulate<br />
formation is not driven by<br />
mixing processes, but<br />
surface wetting.<br />
What is the role <strong>of</strong> fuel composition<br />
How well do we know the<br />
rich zone characteristics<br />
Is it evaporated by the<br />
time the flame passes<br />
How much fuel<br />
actually sticks<br />
c≡c<br />
FILM<br />
What level <strong>of</strong> soot formation<br />
chemistry detail is appropriate<br />
to predict soot yield<br />
How much liquid fuel<br />
reaches the<br />
surface<br />
To model PM, we will need to accurately answer a number <strong>of</strong> open questions.<br />
24
Summary<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
The integrated upfront combustion system optimization<br />
process (modeling, optical engine, dyno) is the key to<br />
designing high quality combustion system with high<br />
efficiency; It has been applied in all <strong>Ford</strong> recent IC<br />
engine development.<br />
Further underst<strong>and</strong>ing <strong>of</strong> fundamental physics is the<br />
key to the advanced combustion system development<br />
– <strong>Advanced</strong> combustion mode (lean, LTC, RCCI, EGR,…)<br />
– Fuel Injection <strong>and</strong> spray atomization (flash boiling,…)<br />
– Knock mitigation <strong>and</strong> Cyclic phenomena underst<strong>and</strong>ing <strong>and</strong> control<br />
– Emissions especially soot emissions formation mechanism <strong>and</strong><br />
mitigation gasoline engine particulates<br />
– Noise trade<strong>of</strong>fs <strong>and</strong> noise reduction in advanced combustion modes<br />
25
<strong>Ford</strong>/ORNL <strong>Combustion</strong><br />
Variation Modeling<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
GOAL<br />
• Most engine modeling provides an “average”<br />
cycle, neglecting variation. This work aims to<br />
develop an efficient high-performance<br />
computational strategy for modeling cyclic<br />
combustion variation <strong>and</strong> begin to underst<strong>and</strong><br />
the triggers for CCV that could be optimized.<br />
Allocated 2 million processor-hours for<br />
development <strong>and</strong> primary study.<br />
SCOPE<br />
• Adapt sampling algorithm to convert the sequential problem to a<br />
massively-parallel study that can utilize TITAN computer system<br />
capability.<br />
– Simultaneously launch many CFD simulations with varying boundary<br />
conditions.<br />
– Use LES turbulence models <strong>and</strong> detailed-chemistry combustion within<br />
CONVERGE to capture details <strong>of</strong> variation.<br />
26
Synergy between DI <strong>and</strong><br />
Ethaneol Fuel<br />
<strong>Research</strong> <strong>and</strong><br />
<strong>Advanced</strong> Engineering<br />
•SAE 2012-01-1277<br />
•Stein, et al.<br />
•SAE 2013-01-1321<br />
•Jung, et al.<br />
•Evaporative cooling benefit<br />
<strong>of</strong> ethanol is very important<br />
1.9 compression ratio<br />
increase for additional<br />
10% splash-blended<br />
ethanol<br />
27
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