2014 DOE Annual Merit Review REGIS - Department of Energy€¦ · 2014 DOE Annual Merit Review...

2014 DOE Annual Merit Review REGIS

Claus Schnabel (PI)

Award: DE-EE0005975 Sensors and Ignition Project ID: ACE091 Gasoline Systems, Robert Bosch LLC

2014 DOE Vehicle Technologies Program Review

Washington, D.C. June 19th, 2014

This presentation does not contain any proprietary, confidential, or otherwise restricted information 1

GS-SI/ENG2-NA | 6/19/2014 | © 2013 Robert Bosch LLC and affiliates. All rights reserved.


Project Overview

2

Partners

Timeline

US Department of Energy

Robert Bosch LLC

Clemson University

Oak Ridge National Lab

Target is to develop an Intake Air Oxygen (IAO2) sensor which directly and accurately measures the oxygen concentration in the intake manifold and demonstrate its potential.

Barriers are !  Inadequate data on requirements and risks

concerning sensing with IAO2 !  Control Strategies utilizing IAO2 sensing

$4,446,686 – Total Project Budget $2,750,000 – DOE Funding $1,696,686 – Partner Funding

$1,781,072 – Actual expenditure (as of 12/2013) $1,096,084 – DOE Funding $684,988 – Partner Funding

$2,665,614 – Remaining (as of 12/2013) $1,653,916 – DOE Funding $1,011,698 – Partner Funding

Project Overview

Sensor Development

Baseline Sensor Evaluation Design Development

Design Development Validation

Validation

System Evaluation

cEGR System Evaluation Requirements Sensor

Demonstration of potential

cEGR Control Strategy Control Algorithm Development Validation

2013-Phase I 2014 -Phase 2

Budget

Target & Barriers


Objectives and Relevance Objectives Develop an Intake Air Oxygen (IAO2) sensor which directly and accurately

measures the oxygen concentration in the intake manifold

Demonstrate the potential of the sensor in combination with system adaptation and cEGR control strategies in a target engine application

Relevance of cEGR cEGR enables improved fuel economy in most driving conditions

(on and off cycle) supporting the mainstream trend of Downsizing

Improvement of up to 5% in engine peak thermal efficiency

Other future combustion technologies will utilize cEGR

Relevance of IAO2 IA02 aims at providing a significant improvement in control accuracy of

cEGR to maximize the fuel economy potential of the system

3


Collaborators and Partners

System level evaluation cEGR Control Development Proof of Potential

Funded by DOE 460 T USD Own Funding 115 T USD

Derivation of requirements Development and Validation Sensor Built of Sensor Prototypes Validation Control Strategy


Advanced testing support Thermodynamics cEGR


5


Milestones & Summary of Technical Accomplishments Sensor Development

Baseline sensor characterization

Improve sensor mounting and ECU connector design; build prototypes

Sensor development for functional robustness over lifetime; build prototypes

Concept for 2nd generation IAO2 element System Evaluation

Baseline system characterization (engine testing and simulation)

Assessment of system risks and requirements for sensor (intake conditions, controls)

Investigate impact of sensor location on sensor performance and requirements

Control Development

EGR estimation algorithm development

Control-oriented model for in-cylinder EGR prediction

Demonstration of sensing benefits

Engine simulation to demonstrate sensor benefits

Demonstration of improved sensor functionality and robustness

Demonstration of potential for fuel economy improvement and emissions performance

with IAO2 compared to a model-based EGR control strategy using rapid prototyping

6

Engine Speed [RPM]

BMEP

[bar

]

LTG LP-EGR Relative BSFC Delta [%]

1500 2000 2500 3000

5

10

15

20

-3

-2

-1

0

Cooled EGR Relative BSFC Delta [%]


IAO2 Motivation

IAO2 is a key enabler for maximizing the benefits of LP cooled EGR

IAO2 ∆p

Accuracy (long term)

HW Robustness

Dynamic

Cost

Risk

Calibration effort

Near unity pressure ratio over EGR valve in region with greatest impact on fuel economy

Near unity pressure ratio with LP-EGR is challenging for flow modeling and controls with differential pressures sensor

Region with small pressure differential across EGR valve (pressure ratio is near unity)

Sensing Alternatives for EGR Determination

7


IAO2 Control Development

0

2.5

5

7.5

10

14 16 18 20 22

Mas

s Flo

w [k

g/hr

]

Time [s]Measured EGR Mass Flow Modeled EGR Mass Flow Requested EGR Mass Flow

EGR % Known Here!Air-to-fuel ratio

transients require modeling of Transport

Delay #1

Physics-based control models

Real-time validation

GT-Power

Transport delays

Low ∆p challenge for system

model

IAO2 able to close model

gap

Long term accuracy

major challenge

0.85

0.85

0.9

0.9

0.9

0.9

0.95

0.95

0.95

0.95

0.97

0.97

0.97

0.99

0.99

0.99

1

0.85

0.85

0.9

0.9

0.9

0.9

0.95

0.95

0.95

0.95

0.97

0.97

0.97

0.99

0.99

0.99

1

Speed [RPM]

BM

EP

[bar

]

1

0.99

0.99

0.99

0.97

0.97

0.97

0.95

0.95

0.95

0.95

0.9

0.9

0.9

0.9

0.85

0.85

1000 2000 3000 4000 5000

5

10

15

20

0.7

0.8

0.8

0.9

0.9

1

Significant part of the map shows a pressure ratio > 0.95

8

2013 2014 2015High Pressure EGR Low Pressure EGR


IAO2 Accuracy

0.0%

0.5%

1.0%

1.5%

2.0%

2.5%

3.0%

0 2.5 5 7.5 10 12.5 15 17.5

Devi

atio

n in

Sen

sed

Mol

ar

Conc

entr

atio

n [%

]

Concentration of Water [%]

21% Oxygen 7% Oxygen

Range of Water in Ambient Air

Range of Waterfrom EGR

0

2

4

6

8

10

12

14

16

18

20

20% 30% 40% 50% 60% 70% 80% 90%

EGR

Erro

r [%

]

Relative Humidity [%]

Error in EGR calculation by neglecting humidity

T=40 F

T=50 F

T=60 F

T=70 F

T=80 F

T=90 F

T=100 F

T=110 F

40%

50%

60%

70%

80%

90%

100%

110%

120%

130%

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000

Chan

ge in

Sen

sor S

igna

l [%

]

Absolute Pressure at Sensor [mBar]

Exhaust

Target ±1% ∆O2/O2

Multi-faceted approach needed to meet desired accuracy targets.

9


IAO2 Mounting Position

IAO2 mounting post-compressor is the best solution for durability, functionality and power consumption

Sensor Location

2000/2 3000/10

V8 5.0 NA

6000/9

2000/2

I4 2.0 GTDI

2000/15

Response Time [ms]

2420

16

12 2420

16

1212

16

2024

massflow [kg/h]di

amet

er [m

m]

Heater Power [W]

200 400 600 800 100040

60

80

100

0

5

10

15

20

Overlapping regions where response time

and heater power requirements are met

5000/20 4000/16

2000/8

Gas Velocity

Res

pons

e Ti

me

10


Technical Risk Assessment

Technical / technology

1 Sensor not robust for intake

2 Other methods for controlling EGR are better

3 Sensor can lead to ignition of intake gas

Development risk

4 Sensor accuracy not sufficient

5 Sensor costs higher than estimated

Competencies / Know-how

6 Unable to package sensor for intake

max

min

min max

prob

abili

ty

Potential risk

1 4

2

5

6

3

6

1 4

5 3

2

Ignition of intake gas is key remaining risk after Phase 1

Start of Project today

11

30

40

50

60

70

80

Initi

al G

as T

empe

ratu

re (C

)

Derived Sensor Temperature (C) Circles = E0 Gasoline Square = 100% non-denatured ethanol Blue, empty = no ignition (<10C Delta Gas T) Red, filled = ignition (>10C Delta Gas T) Temperature range of new sensor


Result Ignition can occur at elevated gas

temperatures and with aged sensor Next Steps FMEA Study to understand ignition risk for

failure modes identified by FMEA Identify measures in sensor

design to arrest flame kernels Propagate engine design

with purge entry upstream of sensor for critical operation points

Ignition Study at Oak Ridge National Lab

50 C

85050

70

90

110

130

150

0 30 60 90 120 150 180 210

Der

ived

Sen

sor T

emp

(C)

Gas

Tem

p (C

)

Time (sec)

Gas Temp (C)Sensor Temp (C)

Fuel flow started at 60 sec. (Stoichiometric, E0 Gasoline)

12


Choice of Sensor Concept

ProductionProcesses

Develop Product Requirements

Design All Elements

Search for Solution Principles

Derive Functions

Analyze and Adjust Design(Cause Effect Relationships

Design to Function)

Derive Process Chain

Prozesse analysieren, abgleichen (WzH. Design/Prozess)

Evaluate

Decide

Subdivide into Modules and Design Elements

Analyze and Adjust Processes(Cause Effect Relationships

Process to Design)

Use single cell wideband element

Change to direct connector

Find high commonality to existing production

Optimize protection tube for intake application

Contacting 25

Housing 10

Mounting 3

Protection Tube 4

Number of concepts evaluated

Sensor Concept:

13



Choice of Sensing Element High water load robustness Stable in lean conditions Low pressure dependency High soot robustness (optimized for Diesel engines) Strong heater optimized for Diesel engines Stabilized sensor temperature at high, cold flow rates Flexibility regarding protection tube design Single cell sensor : Compact 4 wire sensor concept

Free choice of sensor connector

Coating for thermal

shock protection

Inner ElectrodeDiffusion Barrier

ZrO2

O--

Pumping Voltage

AirReferenceElectrode

ExhaustGas

14


First Build Thermal Management

Development goal for first build robustness of plastic connector/ housing achieved

Thermal mapping at rated power conditions

Results from thermal mapping of component Component temperatures are in acceptable range Recommendation for calibration derived

15


Validation Results of First Build

Sealing of plastic connector to metal housing after thermal aging achieved

B1S

B2S

B3S

B4S

B5S

C1S

C2S

C3S

C4S

C5S

Leak

Rat

e

LSU IM1 Connector Housing Thermal Aging Leak Test Results

1000 Cycles / Hours

Unsealed Sealed

No leakage insealed parts

16


Protection Tube Optimization - Tool Box

cEGRrate,des cEGR Valve Control

cEGRPressure

Model

cEGRCoordinator

Engine Speed

Engine Load

Operating Mode

Exhaust Pressure/

Temperature Model

Texh

Pexh

EGR Valve Position

Pint

cEGRAging Model

Intake Air Flow

eEGR Valve Flow Model

EGR Valve Set Position

LSU IM Intake O2Sensing

Intake Oxygen Concentration

Requirements

Response Time Heater Power Demand

Thermal Shock Contamination

3-d CFD

DFFS Flow bench

17

Hea

ter P

ower

(W)

Switch Time (ms)

BoschExisting

DirectionalA1.0

DirectionalB1.0

DirectionalB1.2

BechmarkPatent


Protection Tube (PT) Optimization

Hea

ter P

ower

(W)

Low flow / part load conditions

Bosch Existing Directional A1.0

Directional B1.0 Directional B1.2 Benchmark Patent

Results from protection tube optimization PT performance has increased from

optimization of feature parameters. 100 ms

1 W

Ther

mal

Sho

ck R

obus

tnes

s

Target to exceed performance of benchmark patent was achieved.

18


Future Directions REGIS Sensor Development

Develop and demonstrate sensor functional robustness over lifetime Build production intent prototypes Investigate concept for 2nd generation IAO2 element

System Evaluation Understand risk in vehicle for ignition Understand signal off-set caused by HC’s found in intake during vehicle operation

Control Development Control-oriented model for in-cylinder EGR prediction

Demonstration of sensing benefits Demonstration of improved sensor functionality and robustness Demonstration of potential for fuel economy improvement and emissions

performance achieved with IAO2 compared to a model-based EGR control strategy using rapid prototyping

19


Summary REGIS Relevance of Intake Air Oxygen (IAO2) sensing Directly and accurately measures the oxygen concentration in the intake manifold Enables accurate and robust EGR control for future engine concepts utilizing cEGR Approach Develop requirements Design sensor solutions Develop robust cEGR controls Technical Accomplishments Developed and demonstrated improved sensor mounting and ECU connector design Identified sensor design for improved thermal shock robustness and response time Assessed system risks and requirements for sensor (intake conditions, controls) Identified sensor location for best sensor performance and cEGR control Developed cEGR estimation algorithm Future Work Develop and demonstrate sensor functional robustness over lifetime Investigate concept for 2nd generation IAO2 element Develop control-oriented model for in-cylinder EGR prediction Demonstrate sensing benefits

Tools Targeted engines Flow benches Simulation studies

20



Technical Back Up slides

21


LSU IM Accuracy

-0.80%

-0.60%

-0.40%

-0.20%

0.00%

0.20%

0.40%

0.60%

15.00%

16.00%

17.00%

18.00%

19.00%

20.00%

21.00%

16.00% 17.00% 18.00% 19.00% 20.00% 21.00%

Rela

tive

Erro

r in

O2

[%]

Mea

sure

d O

2 Co

ncen

trat

ion

[%]

Absolute O2 Concentration [%]Reference O2 Values LSU IM Values Relative error in O2 from LSU IM

High Accuracy Potential Predictable Cross-Sensitivity

Ability to tolerate large errors in system metering Production part tolerance Aging of components Modeling errors in calibration

Long term adaptation possible over lifetime

-2.0%

-1.5%

-1.0%

-0.5%

0.0%

0.5%

0 200 400 600 800 1000

Devi

atio

n in

Sen

sed

Mol

ar

Conc

entr

atio

n [%

]

Concentration [ppm]

NO (ppm) C3H6 (ppm) NH3 (ppm)

0

2.5

5

7.5

10

14 16 18 20 22

Mas

s Flo

w [k

g/hr

]

Time [s]Measured EGR Mass Flow Modeled EGR Mass Flow Requested EGR Mass Flow

22


Ignition Study Introduce aerosolized fuel/air mixture to REGIS sensor

Fixed gas velocity (slow) ~1 m/s Fixed air/fuel ratio (stoichiometric) Fixed mixture temperature (50 -80 °C) Two fuels: E10 gasoline blend plus E85 blend

Vary sensor element temperature Detect ignition with thermocouple measurement of gas temperature downstream of REGIS sensor

Realization

Use of air assisted atomizer nozzle w/ preheated air Air flow control using a mass flow controller Fuel flow control using a syringe pump Heating of air and surfaces around the injector to

maximize fuel vaporization minimize condensation on surfaces

Thermocouple

Test Sensor

Air assisted nozzle

Preheated air inlet

Device body (3/4 inch stainless tube w/ insulation)

23

Hea

ter P

ower

(W)


Protection Tube Optimization Low Flow - part load conditions

100 ms

Hea

ter P

ower

(W)

1 W

1 W

50 ms

High Flow

Bosch Existing Directional A1.0

Directional B1.0 Directional B1.2 Benchmark Patent

Protection tube optimization achieved targets for sensor performance in engine part and medium load conditions

24

Engine off


First Build Thermal Management

Thermal mapping for hot soak showed component temperature in acceptable range

25


First Build and Validation First build completed in December 2013

Environmental Testing: Hot Soak Cold Soak Thermal Cycling Salt Water Submergence High Pressure Water Spray

Mechanical Testing: Sine Vibration Wideband Vibration Vibrational Resonance Mechanical Shock Drop Pendulum Swing

Purpose: Ensure sealing of components Mechanical robustness of external and internal connections Pre- and post- functionality of sensor

First build validation completed in April 2014

Results: No design related failures

26

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2014 DOE Annual Merit Review REGIS - Department of Energy€¦ · 2014 DOE Annual Merit Review...

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