Recent trends in Engines Research at PoliTo ATH-Turyn 2018/Recent... · Sample Extraction Reactor‐scale Tests Simulation Model Model Calibration Validation of the model from roller

Prof. Mirko BARATTA1/20

Recent trends inInternal Combustion Engines Research at PoliTo

PT – ERC Politecnico di Torino – Engine Research Center(www.pt‐erc.polito.it) contact person: Prof. E. Spessa ([email protected])

e3 ‐ Engines, Energy and Environment (http://www.polito.it/engines) contact person: Prof. F. Millo ([email protected])


HIGH‐DYNAMIC TEST RIG• AVL APA 100 AC dynamometer: nominal torque and power: 525 Nm and 220 kW. • PUMA Open 1.3.1 automation system + ISAC 400 software for the simulation of vehicle over driving cycles.• AVL AMAi60 raw exhaust‐gas analyzer• AVL Bag Mini Diluter (BMD) 150, AVL SPC472 Smart Sampler, AVL Particle Counter

Moehwald‐Bosch MEP2000/CA4000 injection‐system test rig:Maximum shaft power: 35 kW; maximum speed: 6100 rpmBosch EMI, EVI and KMM indicators.

DYNO TEST RIGS‐ Diesel, Gasoline, CNG engines

ICE & Hybrid Pwt Adv. Lab.: Test Facilities

Thanks to the partnership agreement with FEV Italy, additionaltest facilities including a roller chassis dyno and a climatic test cellare also accessible at the FEV Italy Technical Center.


CARS@POLITO: Centre for Automotive Res. & Sust. Mobiityacquisition

• Control Strategies for the energy management of HEVs/PHEVs/BEVs

MAIN DATAPower Unit up to 240+60 kW (2WD e 4WD)Test of Vehicles (ISO SUV) with mass up to 2500 kgAbility to perform homologation testsMax speed: 180 km/hCell temperature: 20°C (Tmax 35°C)

• HEV/PHEV/BEV energy consumption referred to homologation cycles

• Components of HEV/PHEV/BEV powertrain and complete powertrains

Under acquisition: Test bed dedicated to the experimental characterization of a complete HEV/FEV vehicle/pwt

(the only test bed in Italy in a public lab)


ICE & Hybrid Pwt Adv. Lab.: Sim Capabilities

Along with the experimental facilities, severalCAE tools such as 1‐D fluid‐dynamic codes(GT‐SUITE) and CFD codes (STAR‐CCM+, AVLFire, Converge) are currently in use forresearch projects carried out in cooperationwith several OEMs.

Sample Extraction Reactor‐scale Tests Simulation Model Model Calibration

Validation of the model from roller bench data

LAMBDALAMBDA


ACADEMIC PARTNERSHIP AGREEMENT ON EDUCATION

AND INTERNSHIPSACADEMIC PARTNERSHIP RESEARCH AGREEMENT

PoliTo partnership agreements with OEMs

Research and Education partnership agreements with major OEMs.


Prof. Ezio SPESSADipartimento Energia – Politecnico di Torinoc.so Duca degli Abruzzi, 24 – 10129, Torino (Italy)[email protected]: +39‐335‐660.42.76Tel. +39‐011‐090.4482; Fax: +39‐011‐090.4599

Prof. Antonio MITTICA (Professor)

Prof. Stefano d’AMBROSIO (Associate Professor)

Prof. Mirko BARATTA (Associate Professor)

Ing. Daniela MISUL (Assistant Professor)

Ing. Roberto FINESSO (Assistant Professor)

Ing. Roberto Vitolo (PhD student)Ing. Alessandro MANCARELLA (PhD student)Ing. Omar MARELLO (PhD student)Ing. Prashant GOEL (PhD Student)

Ing. Jiajie XU (Research fellow)Ing. Claudio MAINO (Research fellow)Ing. Fabio GAIA (Research fellow)Ing. Loris VENTURA (Research fellow)Ing. Nicolò SALAMONE (Research fellow)Ing. Mohsen MOSAYEBNEZHAD (Research fellow)In. Elia MAMELI (Research fellow)Ing. Andrea MANELLI (Research fellow)

PT‐ERC: Mission & PeoplePT‐ERC aims at developing new technologies and solutions for the efficient use of energy in conventional and hybrid powertrains, so as to minimize their GHG and pollutant emissions.


PT‐ERC: Main research activities

1. Combustion control in diesel engines2. New Combustion Systems development3. Alternative fuels4. CI and SI engine combustion modeling5. 3D‐CFD injection and combustion modeling6. (P)HEV optimal design


1. Combustion control in diesel enginesPressure‐based closed‐loop combustion control

Model‐based feed‐forward combustion control


1. Combustion control in diesel enginesIMPERIUM: IMplementation of Powertrain Control for Economic and Clean Real driving emIssion and fuel ConsUMptionIA H2020: 2016-2019 - http://imperium-project.eu/

DENERG (Spessa), DIMEAS (Tonoli, Amati), DAUIN (Violante)

Physical mean‐value

combustionmodel

0 20 40 60 80 1000

20

40

60

80

100Injected quantity [mg/str]

Pre

dict

ed v

alu

e

Experimental value

R2= 0.999RMSE= 0.747

Engine‐map tests

RMSE: 0.75 mg/str

(a)

345 350 355 360 365345

350

355

360

365SOIM [°CA]

Pre

dict

ed v

alu

e

R2= 0.888RMSE= 1.417

Engine‐map tests

RMSE: 1.4 deg

(b)

Reduce FC whilst keeping the vehicle within the legal limits forNOx emissions through direct optimization of the control ofcombustion, also considering a long‐term optimization of thecontrol strategy that takes a more comprehensive understandingof the mission into account (eHorizon, mission‐based learning)


2. New Combustion SystemsDevelopment and assessment of PCCI combustion system

Rapid Prototyping device (ETAS

ES910)

500 1000 1500 2000 2500 3000 3500 40000

2

4

6

8

10

12

14

16

18

20

89.494.6

90.9

90.7

97.0

94.3

92.3

94.8

97.0

94.5

96.7

96.291.385.3

91.691.3

93.5

F1C EUVI engine map

bmep

[bar

]

speed [rpm]

-20%-40%

-60%

-80%

-100%

NOx reduction

PCCI

500 1000 1500 2000 2500 3000 3500 40000

2

4

6

8

10

12

14

16

18

20

98.7100

99.0

100

98.8

96.6

99.5

99.6

99.1

99.6

98.8

98.889.785.6

96.393.6

94.9

F1C EUVI engine map

bmep

[bar

]

speed [rpm]

-20%-40%

-60%

-80%

-100%

Soot reduction

PCCI

engine‐out NOx: PCCI vs. NP

engine.‐out soot: PCCI vs. NP

New ICE features: reduced compression

ratio modified piston bowl new injectors with

reduced cone anglesand flow number)

Advanced control ofMFB50


3. Alternative fuelsPerformance and Emissions of a Turbocharged Spark Ignition Engine Fuelled with CNG and CNG/Hydrogen Blends (SAE Paper 2013‐01‐0866)

2000 rpm – =1.0 – MBT timing

Cylinder‐to‐cylinder variation @2000 rpm, 2bar, =1.0

CCV @ 2000 rpm, 6bar ‐ ‐sweep


0%

5%

10%

15%

20%

25%

30%

35%

40%

1977 1978 1979 1980 1981 1982 1983 1985

4. CI and SI engine combustion modeling

Fractal predictive combustion model implemented in the cylinders

Knocking investigation on high‐efficiency flex‐fuel (liquid and gaseous biofuels) engines(contract with FCA within the program “High efficient flex fuel engines (liquid and gaseous biofuels) for 2020+

targets”, 2014‐2016)

;

K‐k turbulence model

Percentage of knocking cycles – ST sweep @3500 rpm WOT

Measured

MeasuredPe

rcen

tage of k

nocking cycles

Spark timing ‐>0.00%

0.50%

1.00%

1.50%

2.00%

2.50%

3.00%

3.50%

4.00%

4.50%

5.00%

1977 1978 1979 1980 1981 1982 1983 1985Spark timing ‐>

CoVPFP [%

]

CCV simulation model – ST sweep @3500 rpm WOT

Model

Calibrated model


5. 3D‐CFD injection and combustion modelingBiomethair project

Optimization of a version of the TwinAirengine dedicated to CNG

• Increased CR for optimal efficiency at partial load

• Combustion chamber optimization: tumble/turbulence enhancement

• Focus on Bio‐methane fuel (biomasses and waste thermal valorization)


5. 3D‐CFD injection and combustion modelingGASON project – WP2 (CRF, AVL, DELPHI, POLITO)

Stoichiometric & high structural integrity small TC VVA DI engineEngine CFD model

(AVL FIRE)

http://www.gason.eu/

Engine 2:Influence of EOI on tumble and TKE

Injector targeting2000x4, late injection

Engine 1

Engine 2

• Direct injection is beneficial at low‐end torque.

• Fuel injection can affect in‐cylinder turbulence and tumble ‐> jet‐guided mixing.

• Potential for stratified lean combustion demonstrated in previous project InGAS.


5. 3D‐CFD injection and combustion modelingGASON project – WP4 (RENAULT, Continental, CVUT, FEV GMBH, POLITO)

Charge dilution and exhaust‐gas temperature managementCFD model (CONVERGE)

Tumble flow (2000x8)(Intake)

CH4 concentration contours @ TDC

2000x8, EGR=0

2000x8, EGR=30%

The activity has eviden‐ced the potential of EGRto increase the boostlevel at full load and toreduce pumping losses at partial load.The maximum EGR rate can be identified in correspondence to a threshold value of MFB0‐50 interval around 50−60 deg CA.(SAE Paper 2018‐01‐1142)

% EGR

% EGR


6. (P)HEV Optimal designHigh‐efficient and Cost‐effective Designof Hybrid Pwt for Commercial Vehicles & Buses

Vehicle typology(type of LD/HD vehicle)

Driving mission

Powertrain(HEV, plug-in HEV, REEV, FCEV and related architecture)

Powertrain design toolbox(PDT)

• Component sizing (ICE, EMs, battery, transmission and gear ratios, final drive ratios)

• Costs (OEM, TCO)• FC & NOx emissions• Battery usage• Time histories of

power/speed of ICE and e-machines, battery SOC over each driving mission

INPUTS OUTPUTSDATASET OF SPECS FOR REFERENCE COMPONENTS

34.1

NOxreduction[%]10 30 50 70

34.9

FCreduction[%]10 30 50

0.8

Batteryusage[#]0.5 1.5

TC4

NEDC

AUDC

ARDC

AMDC

Application to complex HEV for LD commercial vehicle


e3 ‐ Engines, Energy and Environment http://www.polito.it/enginescontact person: Prof. F. Millo ([email protected])

Mission:the research activities of the e3 group are focused on the efficient use of energy from fossiland biofuels by means of internal combustion engines in order to minimize their carbondioxide and pollutants emissions, preserving our environment.

Introduction


HEVs: Powertrain Modeling

e3: Current Research Projects

Current cooperation with JRC (Joint Research Centre of theEuropean Commission) in carrying out, by means of newsimulation models, a correlation exercise, the goal of whichis to translate the current NEDC‐based fleet average CO2

targets for 2020 and 2025 into equivalent levels for CO2

emissions measured on the WLTP (Worldwide harmonizedLight duty Test Procedure) for HEVs.

WLTC Cold start instantaneous CO2 emissions WLTC Cold start cumulated CO2 emissions


Achieving EU Stage V emissions limits (NOx < 0,4 g/kWh) foroff‐road diesel engines without NOx aftertreatment, by meansof in‐cylinder pollutant emissions control techniques only.

Exploiting Long Route EGR – up to 30% EGR at full load – incombination with extremely high pressure fuel injection (up to3000 bar) to achieve NOx conc. below 50 ppm at full load.


Pollutant emissions control in diesel engines:in cylinder control techniques

0

2E+14

4E+14

6E+14

8E+14

1E+15

1.2E+15

1.4E+15

1.6E+15

1.8E+15

0 0.2 0.4 0.6 0.8 1

Particle Num

ber [#/kW

h]

NOx [g/kWh]

NOx ‐ Particle Number Trade Off

3000 bar

2750 bar

2500 bar

2250 bar

2000 bar


Development of suitable combustion and aftertreatmentmodels capable of reliable predicting performance andemissions of innovative diesel powertrain systems.


Pollutant emissions control in diesel engines:aftertreatment

Sample Extraction Reactor‐scale Tests Simulation Model Model Calibration

Validation of the model from roller bench data

Assessment, through numerical simulation, of the more promising technology mix (e.g.LNT+DPF, SCRoF) to reach the future challenging emissions and fuel economy targets for dieselpowertrains for passenger car applications.

Emissions over driving cycle


POLITO: DENERG – Energy Department

Thank you for your attention

contact persons:

Prof. E. Spessa ([email protected])

Prof. F. Millo ([email protected])

Documents

Recent trends in Engines Research at PoliTo ATH-Turyn 2018/Recent... · Sample Extraction Reactor‐scale Tests Simulation Model Model Calibration Validation of the model from roller