Gasoline Direct Injection

Transcription

Gasoline Direct Injection – SIA / CNAM 2012
Gasoline Direct Injection
Paris, 27.03.2012
Georgis Levée
Gasoline Systems
1
Confidential | GS/EPC-EM | 21/03/2012 | P_12_0089 | © Robert Bosch GmbH 2012. All rights reserved, also regarding any disposal,
exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.
 Gasoline direct injection: A long history
 Electronic direct injection
 Main components of the gasoline direct injection
 New challenges with Euro 6 legislation
Gasoline Systems
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Gasoline direct injection: Historic

Gasoline direct injection introduced by Bosch in 1937 on engines
for aviation.

Advantages :

No impact of the negative G on the fuel supply in contrast with
carburetor

No explosion risk of the intake manifold in case of « back-fire »

No risk of ice formation (venturi of carburetor)
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Direct injection in aviation: historic
In-line fuel injection
pump with 12 pistons
for aviation engine
(V12 Daimler, L=70 cm)
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
Daimler engine
DB603 with
« inversed » V12
architecture
(Mercedes Museum
in Stuttgart)

The fuel injection
pump is placed
inside the V
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Radial engine with 9 cyl. (BMW)
Fuel injection pump (Boxer form)
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Direct injection in car: historic

After 2nd world war, development of several economical cars with 2
stroke engine.

The direct injection allowed a reduction of consumption by removing the
fuel losses through scavenging.
Gutbrod Superior 600 Cabrio (19501954 ; direct injection from 1952)
Goliath GP700E (1951-1957 ; direct
injection from 1954)
Gasoline Systems
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Direct injection in car: historic
Direct injection system for 2 stroke engine
Injection pump for 2 cyl. Engine
(L=15cm)
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Direct injection: Sport car

In 1955, launch of Mercedes 300 SL with direct injection.

First serial application with 4 stroke engine.

Target: Increase of the maximum engine performance.
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Direct injection: Sport car
300 SL engine
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Electronic injection: historic

In 1967, first serial application of the indirect injection controlled by
electronics (VW 1600).

First legislation for the emission in USA.
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Evolution of the European legislation
Introduction ratio of
catalytic converter on
passenger cars in Germany
NMVEG
Legislation
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Evolution of the European legislation
Gasoline Systems
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Electronic Direct Injection






1996: First stratified gasoline direct injection on Mitsubishi Galant
1998: Toyota D4
1999: Renault IDE (Lambda 1 with high EGR rate)
2000: First Bosch gasoline direct injection VW « FSI » engine
2000: PSA HPI engine
2005: PSA Prince engine THP

Target: Consumption reduction by removing the suction losses at partial
engine load (stratified mode).

Difficulty: Global air-fuel mixture lower than ignition readiness limit
 Necessity to create a stratified mixture with the condition to have
enough fuel near to the spark plug.

Issue: Large NOx generation without any reduction possibility by three
way catalytic converter due to Lambda > 1.
 Necessity to have a NOx-Trap, but expensive and tricky (fuel without
sulfur).
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NOx after-treatment equipment
VW – Lupo FSI 1.4
ECU
Oxygen sensor
Temperature sensor
NOX sensor
Three way catalytic
converter
NOX trap
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Electronic Direct Injection

Due to the technical issue and the costs associated to the stratified
direct injection, the concept « direct injection, homogeneous,
Lambda=1 » has emerged on the market in recent years.

Advantages:

Effective cooling of the combustion chamber (fuel evaporation) with
the possibility to push the knock limit

Increase of the compression ratio of 1 point with consumption gain

Associated to supercharging controlled by electronics, new
turbochargers (twin-scroll), possibility to enlarge the use of « downsized » engines  Consumption reduction, torque increase
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Electronic Direct Injection: The come back!

The Audi R8 4.2l FSI gained the victory in 2001 of the famous race “24
heures du Mans” with the gasoline direct injection technology!
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Main components of the gasoline direct injection
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High Pressure Gasoline Injector (solenoid)
Flachstecker
TERMINAL
Dichtring
SEAL RING
Ventilsitz
VALVE SEAT
Anschlaghülse
STOP SLEEVE
Ventilnadel
VALVE NEEDLE
Magnetanker
ARMATURE
Ausgleichsring
COMPENSATING RING
Druckfeder
SPRING
Umspritzung
CONNECTOR MOLD
Anschlagring
STOP RING
Stützscheibe
SUPPORTING DISC
O- Ring
O- RING
Siebkorb
FILTER
Druckfeder (AFW)
SPRING (AFW)
Ventilkugel
Ventilhülse
VALVE BALL VALVE HOUSING
Sicherungsring
C-CLIP
Federaufnahme
SPRING - LOCATOR
Magnetspule
COIL
Magnettopf
HOUSING
Innenpol
INTERNAL POLE
Deckel
COVER
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Anschlusshülse
CONNECTING SLEEVE
Einstellhülse
ADJUSTMENT SLEEVE
High Pressure Gasoline Injector (piezo)
Connector
Fuel guide
Injection part
Hydr. connection
Coupler
Control unit
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HDP: High Pressure Pump
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High Pressure Pump HDP5: Working
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Pressure regulation by dosing fuel quantity
MSV
currentless
MSV
currentless
EiV
EiV
delivery
chamber
AuV
delivery
chamber
MSV
current flows
MSV
currentless
EiV
AuV
EiV
delivery
chamber
AuV
Rail
Intake Stroke
Delivery Stroke
IMSV
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delivery
chamber
AuV
Rail
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 Major Drivers and Requirements
 Advanced Spray Technologies for DI
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Major Drivers for Powertrain Systems
Fuel Economy / CO2
 CO2 fleet targets
W-EU: 130/95g CO2/km
2012/20,
US CAFE: 34,1 mpg in 2016
 Fuel availability (“Peak Oil”)
Variants
Fun to Drive
 Globalization
 Powertrain & vehicle
diversification
 Fuel differences
 Power and low end torque
 Response time (dynamics)
Quality and Safety
 Reliability, Robustness
 ISO26262
Driving comfort
 Noise, vibration, harshness
 Shift- & launch quality
 Easy driving
Emissions & Diagnosis




EU6 (PM/PN, ext. EOBD)
LEV III (SULEV20, PM)
Worldwide Driving Cycle
Real Driving Emissions
City Restrictions
 Ban on driving
 Specific traffic lane, parking
Image & Emotions
Costs
 Fuel Economy Labeling
 Willingness-to-pay
for green image and
emotions
 Affordable mobility (price, TCO)
 OEM entry efforts (invest, E&A)
 Incentives and taxation
Main market drivers are still emission legislations incl. CO2 which impacts fuel
economy. Costs remain very important.
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TCO: Total cost of ownership
E&A: Engineering and application
PM: Particle mass
PN: Particle number
EU6 Emissions Legislation Roadmap
2013
2014
2015
2016
2017
EU6b
2018
2019
2020
Emissions:
PN-limits
PFI
Source:
25. TCMV meeting;
19.12.11
GDI
WLTC
RDE: monitoring only
RDE mandatory :
RDE:
compliance factors open
stringent com.fact.
no PN limit
no PN limit
PN: 6*1012 1/km
PN: tbd for new
cycle, modified
PN test
procedure
upon choice of manufacturer
PN: 6*1011 1/km
Diesel
CO2 Test: NEDC
2022
“EU7”
EU6c
Emissions Test: NEDC
additional testing:
2021
PN: 6*1011 1/km
NEDC
NEDC WLTC
(CO2-targets to be adapted)
PN standards and RDE PN testing only for DI. RDE limits to be defined for 2017.
Challenge Gasoline: Robust solution to fulfill PN-limits.
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WLTC: Worldwide harmonized Light duty driving Test Cycle, RDE: Real Driving Emissions,
TCMV: Technical Committee - Motor vehicles
 Major Drivers and Requirements
 Advanced Spray Technologies for DI
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Sources of Particulate Emissions at DI Engines
formation / conditions
DLR, Institut für Verbrennungstechnik

Inhomogeneous gas phase

4. Local rich areas
(stratified/HSP)

5. Fire land stored fuel
[%]
[K]
Ignition
Time
Soot:
-12
21
400
0
20
21 500
1 2500
>20
~
2000
<1
[BTDC]
Precursors
Generation
2500
• low O2
• > 1500K
2000 Soot
formation
region
1500
0.2
0.4
Lambda [-]
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T
Pyrolysis
5
Diffusion combustion

1. Wall wetting piston

2. Wall wetting roof/valves

3. Fuel deposits injector tip
O2
Com
bustion

°CA
Cracking
Picture:
4
1
Temperature [K]
3
Fuel:

2
real engine conditions
Fuel film
@ piston
sources at DI
Soot origin from wall film
2500
2000
1500
combustion finished
oxygen
content < 1%
-
~100 %
burn energy release [%]
100
75
Ignition
Combustion
Diffusive comb. fuelfilm @ piston
12°CA BTDC
9°CA ATDC
>> 20°CA ATDC
25
0
-20
-10
0
10
20
30
40
50
Gasoline Systems
2000 Soot
formation
region
1500
1000
0,2
0,4
0,6
Lambda [-]
Very small amounts
of fuel film under:
• high temperature
• low oxygen
conditions
responsible for
soot-emissions
50
CA [°]
32
1000
Temperature [K]
Homogeneous
2000 1/min
5 bar pmi
early injection
2500
mean temperature [K]
3000
60
Adv. Combustion Concepts: Challenge and Solution
(Fuel Metering)
emissions
improved mixture prep.
reduced penetration
(e.g. soft spray, split inj.)
knocking
tumble design
active cyl. head cooling
torque
torque build-up
Scavenging electrical
WG hybridization
high ignition voltage
robust ignition system
nominal power
turbo-charger
Pmax
comp. protection
integr. exh. manifold
cooled EGR
higher injection spread /
multiple injection
controlled valve operation
speed
source: MTZ 12/2010
Downsizing / Displacement Reduction
• wetting (piston, valve)
• oil dilution
• mixture preparation (homogenization)
• spread (idling, catalyst heating, boosted full load)
Lean Burn Concepts (SGDI, HCCI)
• multiple injection >=3
• combustion concept robustness
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Solution
Spray-Targeting
• variable hole design
• innovative manufacturing technologies
Mixture Preparation
• multiple injection
Adv. Injection Spread
• using ballistic range
towards smallest
quantities @ 200 bar
Contribution of innovative manufacturing technologies
standard
Reduced penetration:

standard
inno. man. tech.
inno. man. tech.
Better spray break-up and increased
entrainment of air due to enhanced
turbulence generation at sharp edged
nozzle inlet
Sharp inlet edge
Reduced penetration
Optimization/adaptation of individual
spray pattern:

standard
standard
inno. man. tech.
inno. man. tech.
Flexible hole design of single beams
to avoid critical zones

Improvement of homogenization due to
Beam Flexibility
improved capture of air
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Individual optimization
of critical beams
Spray examples: Eroded / inno. man. tech.
eroded
inno. man. tech.
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Inno. Man. Technologies: Potential, Side Mounted
Comparison Particle Emission
eroded
Oil dilution
6,0E+07
IMT
4,0E+07
eroded
IMT
IMT hole indiv.
10,0%
Oil dilution %
PN [N/ms]
5,0E+07
12,0%
2000 1/min, 280°bTDC
3,0E+07
2,0E+07
1,0E+07
1000 1/min
Tmot=50°, 2h
8,0%
6,0%
4,0%
2.0%
0,0E+00
0,0%
2
5
8
11
Load, bmep [bar]
eroded IMT IMT
hole indiv.
IMT
hole individual
• Reduction of PN-emission, especially at higher loads
• Due to reduced penetration reduced oil dilution
• Widening of application area
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bmep: brake mean effective pressure
IMT: innovative manufacturing technologies
Controlled Valve - HDEV5 Operation
ti-correction
UBatt
ti
UBoost
DGDI-S
Current profile
controlalgorithm
Software
Open loop
signal processing,
A/D-control
Hardware
Current
Motion
Induced
voltage
Component
Closed loop
CVO gains benchmark on small quantities with solenoid injector
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Optimized PN combining DI Advanced Spray and Calibration


Quick fuel pressure rise up
Multi injection in suction stroke
to avoid wall wetting
Homogeneous Mode


Minimize piston wetting by
optimized start of injection
Multi injection (depending on
combustion system)
Catalyst Heating

Minimize wall wetting by minimized
fuel quantity for turbulence injection
Overall Result in PN - Reduction
PN [n/km]
Start Calibration
4,8E+12
4,2E+12
3,6E+12
3,0E+12
2,4E+12
1,8E+12
1,2E+12
6,0E+11
0
discussed PN limit EU6c
series
calibration
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optimized
optimized
calibration
calibration.
and DI Advanced Spray
Summary

Drivers:
 Main market drivers remain CO2/fuel economy and emissions
 At least ‘til 2020 the ICE plays a major role for CO2 reduction

Advanced Fuel Metering as key feature for DI to fulfill the legislation
requirements and gain the ultimate gasoline engine

DI solutions:
 Innovative manufacturing technologies for optimized spray targeting
and mixture preparation
 Controlled Valve Operation for smallest quantities accurate @ 200 bar
in combination of multiple injections
BOSCH offers DI Advanced Spray Technologies
to meet the worldwide market requirements
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 Conclusion
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Conclusion

CO2/fuel economy and emissions are the main market drivers

The gasoline direct injection plays a major role in this technical context

The market share of the diesel engine is decreasing worldwide

The gasoline indirect injection remains at a high level worldwide
The gasoline injection will be the strong winner in 2020
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Thank you
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Gasoline Direct Injection

Transcription

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