Heavy Truck Engine Development & HECCDE-FC05-00OR22805Houshun Zhang, Ph.D.Detroit Diesel CorporationMay 21, 2009ace_42_zhangThis presentation does not contain any proprietary,confidential, or otherwise restricted information1Overview•Project start: February 2007•Project end: March 2010•Percent complete: 75%•Limitations of fuel-injection technology;•Lack of cost-effective controllermanagement and calibrationtechniques;•Inadequate integrated controls ofengine and aftertreatment system;•Total project funding–DOE: $5 million–DDC: $5 million•Funding received in FY08•$1.45 million•Funding received in FY09•$0.2 millionTimelineBudgetBarriers•Oak Ridge National Lab: Combustion•Delphi: Fuel injection system supplier•Atkinson: Control•WERC: Combustion•Quantlogic: Fuel injection nozzle•Continental/Woodward: CombustionsensorsPartners2Objective•Explore advancements in engine combustion systems using high-efficiencyclean combustion (HECC) techniques to minimize cylinder-out emissionswhile optimizing engine fuel economyMulti-cylinder Test-bed•Emphasis on Enabling Sub-systemTechnologies-Advanced combustion systemtechnologies-Flexible, precise fuel injection-Air and EGR system technologies-Advanced multiple input multipleoutput control technologies3MilestonesMonth/YearMilestone or Go/No-Go DecisionAugust - 2008Go/No Go Metric – Successfully complete development of thenecessary individual subsystems to meet the performance targets.Milestone: 5% thermal efficiency Improvement with 2010 emissionsStatus: Completed and accepted by DOE in August 2008Sept - 2009Milestone - Complete engine systems integration with integratedcontrols and effective synergieswith aftertreatment technologiesStatus: On schedule4System Development ApproachExample Operating ConditionsOver Truck RoutesRPM

LOAD (%)TailpipeDPFSCRSelecting road-load operating conditionsIntegrated AnalyticalSimulation ToolsComponent OptimizationSteady State and TransientDynamometer TestingIntegration of aftertreatmentsystemsEvaluation on truck operation for overalltechnology assessment and refinement5Performance and Accomplishments•Advanced fuel injection system with variable nozzle•Innovative combustion system optimization•Next generation control logic•Real time combustion control6DDC engine at ORNLAdvanced Fuel Injection System•Demonstrate potential of advanced injection system for achieving high efficiencyclean combustion (HECC) mode operation for engine conditions consistent withHD drive cycles.•Characterize emissions/efficiency for multiple high efficiency clean combustionstrategies.Delphi’s F1 fuel injection systemBosch’s ACRS fuel injection system7Micro-Variable Circular Orifice (MVCO)First phase injection with conical sprayand narrowspray angleSecond phase injection with multi-jet sprayand widespray angle•Early analytical simulations demonstrated substantial thermal efficiency improvements withdual combustion mode realized bythis variable nozzle technology•More flow bench tests of Quantlogic nozzle are underway to simulate production engineoperation•Significant challenges exist in machining precision and needle controlInitial feasibility evaluated on successful fuel bench test of hardware8Multi-Stage Model Combustion•Use of dual injectors is made to exploremulti-mode combustion concept based onUniversity of Wisconsin’s extensiveresearch and development•Each injector is controlled by its ownadvanced flexible fuel injection system.•Each injector system will be operatedbased on individual combustion moderequirements, such as spray angle, timing,phasing, fueling split in order to achieveoptimal combustion efficiency•The combustion analysis using KIVA on aproduction engine is being conducted•Key technical challenge is whether twoinjector configuration can be fitted into theproduction engine cylinder head.Comprehensive CAD for feasibility study isbeing conducted.Two injector design study initiated, to ensure continuation of two-stagecombustion development independent of MVCO nozzle maturity9Combustion Optimization on PCCIrunSootNOxgisfcFuel economyimprovementg/kgfg/kgfg/kW-hr%base0.233.24233.3-10.125.27201.113.820.417.76223.04.4-------------------------110.331.98212.98.7120.193.72208.110.8•Advanced combustion simulation tool (KIVA)is used for PCCI optimization, covering awide range of injection timing, phasing, EGR rate, and boost.•Analytically demonstrated potential for 10.8%fuel economy improvement at a singlelow load and low speed point while maintaining the same emission level as baseline.•These analytical results provide immediate guidance to explore engine testsexperimentally for optimal thermal efficiency while maintaining the same emissionslevels.•It can significantly reduce developmentefforts with proper use of analysisCombustion modeling leads the way to experimental evaluation10PCCI Testing with Help of Combustion Analyses•Flexible fuel injection system allows tofollow up analytical set points on injectiontiming, fueling, phasing, and multipleinjection events, thus optimizing engineperformance and emissions simultaneously toward the program goal•Preliminary engine tests demonstrate 5% thermal efficiency benefits whilemaintaining about the same or lower emissions (NOx and PM)•More engine testing is still underway in the hope to achieve the same thermalefficiency benefits as analytical work predictedAnalytically developed roadmap allowed to meet August 2008 Milestone11Uses feedback from highfidelity engine model and realtime optimizerCalibration inherent,Optimization capable in realtimeÆReduced requiredengineering effortNext Generation Controller•Next Generation Controller (NGC) consists of sophisticated forward and inverse controllers plusreal time optimizer and model based engine model•Inverse controller produces ‘optimized’ control inputs for any engine speed and load demand,given the instantaneous engine operating parameter feedback, as well as the recent operatinghistory of the engine and the trajectory of the control inputs.•Engine model produces fully transient engine performance and emissions predictions in real-timethat are then used by the Real-Time Optimizer to produce optimal time-based Control Inputs120.9951.0001.0051.0101.0151.0201.0251.0300.60 0.65 0.70 0.75 0.80 0.85 0.90 0.95 1.00IntegratedNormalizedBrakeSpecificNOxEmissions

Integrated Normalized Brake Thermal EfficiencyMCMBaselineNGCBaselineNGCwithrealtimeoptimizeronlowNOxNGCwithrealtimeoptimizeronhighNOxNGCwithrealtimeoptimizeronlowTENGCwithrealtimeoptimizeronhighTENGCwithrealtimeoptimizeronlowCONGCwithrealtimeoptimizeronhighCOImmediate impact on engine performancewith 37% NOx reduction and over 1%thermal efficiency improvementTE optimizationNext Generation Controller OptimizationTransient Cycle 1CO optimizationNOx optimization•Next Generation Controller (NGC) can easily set optimization objectives tailored to theapplication needs•Advanced forward and inverse controllers plusreal time optimizer and sophisticated modelbased engine model provide multi-task optimization with multi-objectives simultaneouslyBaseline13Next Generation Controller OptimizationTransient Cycle 2Immediate impact on engine performance with75% NOx reduction and over 1% thermal efficiencyimprovementContinuous thermal efficiency improvement withdifferent real time optimizer strategies•Next Generation Controller (NGC) can specifically target thermal efficiency optimizationtoward program goal while simultaneously reducing emissions significantly•75% NOx reduction and 2.7% thermalefficiency improvement are obtainedBaselineNGC is still in the early development, but already shows promise14ComparisonofFTPNOxEmissionsforBaselineControlandNGC•NGC shows significant reductionsin NOx over the FTP cycle.•PM maintains similar levelMCM – Motor Control Module15Real Time Combustion Control•Real time combustion control-Objective is to use closed loop control ofcombustion to achieve the necessarylevel of combustion timing control-Start of Ignition detection (SOI) is one ofapproaches•Implementation of SOI determination-The third derivativecan be calculated ordetermined by a simple circuit-To speed up the control loop, a hardwareimplementation was selected-Each functional group implements onedifferentiation on the input signal-The maximum value of the final outputprovides the SOI•Validation and tests are underway+-+-+-inoutMCM: Motor Control ModuleIntegration of sensors on the engine cylinder head is completed16Future Work•Advanced next generation fuel injection system-Fully explore and validate all potential features of fuel injection system•Variable injection nozzle technology-More flow bench validations are underway-Quantify the technical barriers before moving to the next step•Multi-mode combustion mode exploration with enabled and advanced fuelinjection for optimal thermal efficiency•Next generation control development-Consolidate and validate the current developed control system for thermalefficiency optimization-Develop more robust and more reliable control system•Transient combustion and control development-Real time combustion control using cylinder pressure sensors17Summary•Program is progressing well toward meeting the program objective of thermalefficiency improvement.•Experimentally demonstrated 5% thermal efficiency improvement withguidance of advanced combustion analysis•Advanced analytical tools, if used properly, can play significantly role inshortening development cycle.•Significant progress was made in next generation control development withsubstantial benefits in both thermal efficiency and emissions.18Acknowledgements•Department of Energy Headquarters-Gurpreet Singh-Roland Gravel•National Energy Technology Laboratory-Carl Maronde-Jeffrey Kooser