Delphi-Turbo-Boost-Delphi-Turbo-Boost-GDI-TechnologyGDI-TechnologyConfidentialJanuary 2011Copyright Delphi CorporationOutlineuGlobal Emissions and CO2 ChallengesuTechnology Overview for Boosted Homogeneous GDi EnginesuValue AnalysisuSummary and ConclusionsConfidentialJanuary 2011Copyright Delphi CorporationOutlineuGlobal Emissions and CO2 ChallengesuTechnology Overview for Boosted Homogeneous GDi EnginesuValue AnalysisuSummary and ConclusionsConfidentialJanuary 2011Copyright Delphi CorporationThe Emission Legislation Global DriveConfidentialJanuary 2011Copyright Delphi CorporationEuro 5 &6 Emission Legislation 00. 20.30.40. 5NOx g/kmHC g/kmCO g/kmEuro 2Euro 3HC+NOx limitEuro 4:HC 0.1NOx 0.08CO 1.0at 100,000 kmEuro 5&6:THC 0.100 NMHC 0.068 NewNOx 0.060 (-25%)CO 1.0PM 0.005 NewAt 160,000 km0.1PM g/km0.1Euro 5&60.10.20.30.40.50.20.60.40.81.01.22.01.81.61.40.62.2Euro 4NMHC g/kmConfidentialJanuary 2011Copyright Delphi CorporationDeterioration FactorsCOTHCNMHCNOxPM/PNEuro 5&61.51.31.31.61.0Euro 3&41.21.21.2Spark Ignition Engine DFDurability：160,000kmIn-use conformity：100,000km or 5 yearsConfidentialJanuary 2011Copyright Delphi CorporationCO2 Regulations Globally IntroducedPowertrain/Vehicles will change significatntlyuDramatic Downsize and Boost Turbo GDiuHybrid/Electrification required to meet future targetsConfidentialJanuary 2011Copyright Delphi CorporationReduction of NOx emissions for Diesel engines and CO2 emissions for gasoline enginesNOx Emission g/kmCO2 Emission g/kmDieselGasolineDiesel Euro62014Goal Fleet average120g/km by 2012The Emissions vs. CO2 ChallengeGasoline Euro5/620148ConfidentialJanuary 2011Copyright Delphi CorporationOutlineuGlobal Emissions and CO2 ChallengesuTechnology Overview for Boosted Homogeneous GDi EnginesuValue AnalysisuSummary and ConclusionsConfidentialJanuary 2011Copyright Delphi CorporationFuel Economy Benefits from Engine Boosting Downsizing and DownspeedinguReduced Engine Displacement and Decreased Engine Speed Increase Engine Load for Reduce Fuel ConsumptionGood low end torque is essentialConfidentialJanuary 2011Copyright Delphi CorporationGasoline Direct InjectionHomogeneous Boosted Engine SystemsuGasoline Direct Injection is a Key Enabler to Improve Low End Torque in Boosted EnginesImproved Volumetric EfficiencyDirect injection with cam phasing allows scavenging with fresh air to reduce residual gas fractionReduced knock propensityIn-cylinder fuel vaporization reduces charge temperatureImproved combustion phasingCharge motion increases burn rateConfidentialJanuary 2011Copyright Delphi CorporationGasoline Direct InjectionHomogeneous Boosted Engine SystemsuBenefitsFuel economy improvement915% for homogeneous systems1521% for stratified systemsImproved fuel control and rapid catalyst light-off with split injection during cold startIncreased power and responsivenessConfidentialJanuary 2011Copyright Delphi CorporationGasoline Direct InjectionHomogeneous Boosted Engine System MechanizationConfidentialJanuary 2011Copyright Delphi CorporationDelphi GDI ComponentsuECMMT92uFuel systemHigh pressure injectorHigh pressure fuel pumpHigh pressure fuel railPressure sensoruSpark coilHigh energy pencil coiluOthersETC (Electronic Throttle Control)Intake/Exhaust CAM PhaserCCP (Charcoal Canister Purge )Crank sensor (Hall / VR) Front / Rear O2 sensorKnock SensorIntake Manifold and Temperature sensorConfidentialJanuary 2011Copyright Delphi CorporationDelphi Multec GDi Homogeneous InjectoruActuation technologySingle coiluNumber of holes 6 to 8 holesuStatic Flow at 10 MPaUp to 20 g/s (+/- 3%)uOperating Pressure3 to 15 MPauLinear Flow Range 15 at 10MPauMinimum Controllable Flow 2.5 mg/pulse with pressure modulationuTip Leak (Cal Liquid) 1.0 l/min 10MPa uAfter inject due to bounceNoneuBoost Voltage65VuResistance1.0 OhmuSpray AngleAngle and skew variable per applicationuSpray Penetration 6080 mm at 1.5 ms and 10MPauAtomization (SMD) 15 mu (DV90) 30 muFuel Compatibility E10, E22, E85, E100, M15 uDurability flow shift +/- 3.5% static, +/- 5% dynamic at 400 million cyclesuOperating temperature range -40C to 150CInjector Key FeaturesMultec 12 GDiConfidentialJanuary 2011Copyright Delphi CorporationDelphi Multec Homogeneous Multi-hole GDi InjectorSample: Side MountedPlume angle喷油器与缸头水平面的安装夹角为25度左右喷油器的喷雾斜角最大可做到30度喷油器单束喷雾夹角为10-25 度喷油器总喷雾角最大可做到110度 活塞轮廓设计要考虑冷启动压缩喷射过程中减少冷启动供油及降低冷启动排放ConfidentialJanuary 2011Copyright Delphi CorporationProduction Intent GDi High Pressure Fuel Rail Assembly Product Description CapabilityFeatures:u50-250 bar operating pressure rangeu300bar Proof Pressureu400bar Burst Pressureu-30 to +125 C Ambient Temperature RangeuMaximum 7000 engine crank shaft rpmuReturnless SystemuFuel Rail Leakage 12M cycles, 0200 baruPosition of inlet fitting, pressure sensor and mounting bosses can be changed per customers requirement.ConfidentialJanuary 2011Copyright Delphi CorporationuProduct Description:uThe GDi High-Pressure Fuel Pump is single piston pump that provides high-pressure fuel delivery to the fuel rail with a controlled flow-rate. u Mechanically driven by a lobe on the engines camshaft through a tappet. u A spill-valve regulates fuel flow based on an electrical signal from the engine control module. uPump Basic Performance Specifications:u200 bar operating pressure capableuHomogenous and Stratified CapableuCapable of 7500 engine rpm operationuUp to 1060 mm3/pump cam rev geometric capacity (based on 3 lobe cam and 4.5 mm lift; 1178mm3 with 5mm lift)uMass 600 grams (w/ flange)uGasoline and gasoline/alcohol blend compatible (E85, E22, M15)uPressure Relief Valve (PRV), Pressure BalanceduManufactured from corrosion resistant materialsu12 V driver capableuPeak and hold current control.uDry coiluResistance 1.2 +/- 10% ohms at 20CuInductance 1.55 mH 1Khz u High Pressure Fuel PumpConfidentialJanuary 2011Copyright Delphi Corporation19Main Control StrategiesInjector DriveConfidentialJanuary 2011Copyright Delphi CorporationFlow control principalMain Control StrategiesSingle piston pump: Spill/PumpuFast Solenoid Controlled Inlet ValveArea 1 + 2 = Maximum Pump Fuel DeliveryArea 2 = Desired Fuel DeliveryArea 3 = Area to recharge pump volumeTiming for the boundary of Areas 1 and 2 is defined by the desired fuel delivery and the trapped volume within the pumping chamber. Valve is actuated allowing the pumping event.Transition from 2 to 3 is defined by the change in pressure which returns the valve to the normally open positionDeliveryActuationPistonTDCBDCSuction231DeliverySuction1- Normally open position- Actuated position23- Normally open position- The valve run like a simple inlet valve (pressure differential controlled).SpillPumpConfidentialJanuary 2011Copyright Delphi CorporationMain Control Strategies Spill valve controluRail pressure synchronously sampled at each fuel eventuPump controlMake actual rail p (sensor reading) to match desired rail pFuel volume to be pumped, sum of:Fuel to be injected in the next two cylindersuReminder: camshaft driven pump with a 3 lob cam and 6 cyl. engine 1 pumping event / 2 cylinders eventsFuel flowing to the return line (modeled and possible learning)Fuel for rail pressure adjustment (PI closed loop control)Spill valve timing taking into accountFuel volume to be pumpedResponse time of the spill valveSqueeze effect of the fuel inside the pump, due to pressure increase from lift pump pressure to rail pressurePump volumetric efficiencyCam profileCamphaser positionConfidentialJanuary 2011Copyright Delphi CorporationMain Control Strategies Histogram of fuel rail pressure error on NEDC as measured on vehicle. NEDCConfidentialJanuary 2011Copyright Delphi CorporationMain Control StrategiesSplit InjectionuSplit InjectionOne injection happens in intake stroke，the other happens in compression strokeuEngine ConditionsCold start improvementCatalyst fast light offKnock controlReduce engine out smokeConfidentialJanuary 2011Copyright Delphi CorporationMain Control StrategiesSplit Injection for cold start improvementuEngine Cranking in Cold Start (Injection mode calibration)Injection in intake strokeInjection in compression strokeSplit injectionConfidentialJanuary 2011Copyright Delphi CorporationMain Control StrategiesSplit Injection for catalyst light off-20-1001020304050350400450500550点火提前角 (CA)排气岐管温度(C)-20-10010203040500510152025点火提前角 (CA)CovImepAvg(%)-20-1001020304050200250300350400450500550点火提前角 (CA)油耗(g/kWh)-20-10010203040504006008001000120014001600点火提前角 (CA)HC (PPM)-20-10010203040500500100015002000250030003500点火提前角 (CA)NOx (PPM) -20-1001020304050250300350400450500550600点火提前角 (CA)催化器温度 (C)Pct-Split-In-Intake: 34 -Pct-Split-In-Intake: 40 -Pct-Split-In-Intake: 50 -Pct-Split-In-Intake: 60 -Pct-Split-In-Intake: 70 -Pct-Split-In-Intake: 100 -TCL - EDL #4Spark hooks different split injection ratio Cam locked - Run WRAF CL - 400 kPa Imep Pct_Split_In_Intake / Spark sweep for CANG= 50 CA Speed_= 1000 rpm / SOI= 40 CAConfidentialJanuary 2011Copyright Delphi CorporationMain Control StrategiesSplit Injection for smoke reductionuBefore use second injection, smoke emission is 3.2*E12/km（Pink ）uAfter use second injection, smoke emission is 7*E11/km. （Red）uInjector design is also important for smoke emission（Blue）3.2*E12/km2.7*E12/km7*E11/kmConfidentialJanuary 2011Copyright Delphi CorporationMain Control StrategiesScavenginguThe scavenging effect is the faculty to drive out exhaust gas in the cylinder due to an intake air pressure higher than exhaust one.uThese conditions appear only on specific functional points (low speed/high load).The goal of that study is to figure out that the estimated airflow has to be corrected under those conditions, otherwise the mixture is too richConfidentialJanuary 2011Copyright Delphi CorporationMain Control StrategiesScavenginguThe example shown above corresponds to 1500rpm, WOT but with boost slewed. During the valve overlap, Scavenging is identified when the intake pressure is higher than the exhaust one.ConfidentialJanuary 2011Copyright Delphi CorporationMain Control StrategiesScavengingVehicle verification With the experience of dyno point determination, test in VEL with PSA car has been conducted. The goal was to let the engine run with lean wraf sensor value, corresponding to stoich afr mixture in the combustion chamber, to conserve the same torque and increase the airflow measured at the MAFuconclusions:The AFR inside the combustion chamber has not become lean; otherwise the torque would have decreased.For an identical torque value, several cam positions can be set. While the 3 way catalyst does not reach critical temperature due to an oversupply of oxygen, the optimum, in terms of turbocharger efficiency, will be the one which generates the maximum flow.ConfidentialJanuary 2011Copyright Delphi CorporationMain Control StrategiesSuper knock and normal knockIn case of turbo Gdi with high specific output power, the temperature at the end of the compression stroke is so high that we may be facing to preignition (autoignition) issueConfidentialJanuary 2011Copyright Delphi CorporationMain Control Strategies Detection for super knockuConsidering the fact that on a production engine, we have no pressure transducer to monitor the combustion chamber pressure, we just can rely our monitoring on the oscillationuWe are working on a strategy with 2 wingates (a wingate is a time window for which the knock sensor signal is sampled and processed to provide one knock intensity value). The first wingate should not see any oscillation in case of no knock or in case of normal knock. On the other hand, this first wingate will see knock intensity in case of preignition. The second wingate corresponds to the regular wingate.uIn case of preignition, the pressure and the ion content in combustion chamber are significantly different from that in absence of preignition; Delphi ECU allows us to get this feedback from the coil and use such information to confirm whether there is a preignition happening.ConfidentialJanuary 2011Copyright Delphi CorporationMain Control Strategies Rumble/preignition detection 2 knock windows uUsing 2 integration windows to distinguish spark knock from preignitionNormal combustionCombustion with spark knockCombustion with preignitionIntegrator in 1st windowIntegrator in 2nd windowConclusionLowLowNo knockLowHighSpark knockHighHighPreignitionConfidentialJanuary 2011Copyright Delphi CorporationMain Control Strategies Sample: Burn time measurement for super knock detection-1200rpm-full map-Dwell time are all 3 msuThe first fire happens in 30 Deg before TDC, the first discharge is about 1.1msuThe second fire happens about 2 Deg after TDC, at this point, the cylinder pressure is very high, so the second discharge duration is very short (about 420us) Firing TDCThe first dischargeduration is 1.1msThe second dischargeduration is 0.42 msConfidentialJanuary 2011Copyright Delphi CorporationMain Control Strategies Super knock ControluFuel cut offRetarding the spark has no effect because the combustion is not initiated by the sparkBoost or airflow reduction alone was not fast enough for some mega-knock - the best solution was to disable the superknocking cylinder fuel eventStop injecting in the troubled cylinder for a few cycles to let the combustion chamber cool downThis action has a severe negative impact on the torque. We should not take this action if we are not sure that preignition occursOn the other hand, missing the detection of preignition may cause serious damages. Therefore the diagnostic must be very robust.ConfidentialJanuary 2011Copyright Delphi CorporationOutlineuGlobal Emissions and CO2 ChallengesuTechnology Overview for Boosted Homogeneous GDi EnginesuTechnology Overview for Stratified GDi EnginesuValue AnalysisuSummary and ConclusionsConfidentialJanuary 2011Copyright Delphi CorporationGDi Engine Value AnalysisuMajor Contributors to Engine On-costConfidentialJanuary 2011Copyright Delphi CorporationGDi Engine Value AnalysisuExhaust system architecturesConfidentialJanuary 2011Copyright Delphi CorporationGDi Engine Value AnalysisBetterConfidentialJanuary 2011Copyright Delphi CorporationOutlineuGlobal Emissions and CO2 ChallengesuTechnology Overview for Boosted Homogeneous GDi EnginesuValue AnalysisuSummary and ConclusionsConfidentialJanuary 2011Copyright Delphi CorporationSummary and ConclusionsuGlobal CO2 Regulations Will Require Substantial Engine Downsizing and HybridizationuSignificant Reduction in Euro 6 Standards Makes Diesel NOx Emissions Compliance More Challenging and Expensive Global rollout expected and viableuGasoline Direct Injection Systems Enable Excellent Low End Torque and Responsiveness in Downsized, Boosted Enginesu3 Cylinder Gasoline Direct Injection Engines Offer Similar Value in CO2 Reduction Capability (Euros / % CO2 Reduction) at a Significantly Lower On-CostParticularly Attractive for Compact / Sub-compact Vehicle Customers结束结束