Advanced CA For EURO 4

Advanced Combustion
Analysis for reducing

emissions and fuel
consumption
Race to EURO 4
Pune, 18. July 2006
Franz Murr
AVL List GmbH
Graz / Austria
content
current situation
link between combustion and emission
examples for combustion with high emissions
how to assess emissions from combustion analysis?
accuracy requirements for the measurement chain
optical methods for emission reduction
conclusion
Race to EURO 4, Advanced Combustion Analysis
FM / MIV
current situation
Pollution
Legislation
EURO2
EURO3
EURO4
beyond EURO4 ?
FM / MIV
current situation
Oil Price
Car Buyer
less fuel
consumption
FM / MIV
current situation

conclusion
FM / MIV

misfiring
HC
knock
NOx
steep temp / pressure rise
NOx
too early combustion
NOx
too late combustion
HC, PM, soot
partial combustion
HC, PM, soot
(wall film, condensation/cold

components, over fueling, fat
mixture, improper spray / geometry,
)
FM / MIV
basics of emissions reduction
NOx
temp reduction - EGR
PM, soot
premixed flame
HC
no unburnt fuel, stable

combustion
FM / MIV
options for emission and fuel reduction
improved fuel quality
lubrication - less friction
ex-gas after treatment
direct fuel injection
injection timing
lean / very lean mixture
multi-pulse fuel injection
improved transient
calibration
(cold start, acceleration, de-)
FM / MIV
load exchange optimisation
combustion chamber design
Influence of injection parameters

NOX
HC
PM
Power/
Torque Noise
Appl.
Effort
High Injection Pressure

Late Start of Injection
Pilot Injection
Injection Rate Control
Nozzle Hole Quality
Post Injection
Positive Effect
FM / MIV
Negative Effect
external emission measurement
analyser for gaseous

components
measurement of
particulate matter
calculation of the
smoke number
FM / MIV
internal emission measurement
fast relieve valves
cylinder pressure
measurement
optical methods
FM / MIV
fast relieve valves
advantage:
soot production
exact gas analysis

possible
disadvantage:
emission constituents
change rapidly over CA
FM / MIV
cylinder pressure measurement

advantage:
injection timing
precise analysis of each

cylinder in highest
resolution
disadvantage:
no direct emission
measurement - good
understanding of
combustion process
needed to read data
FM / MIV
optical methods
advantage:
optimised methods for
different problems;
direct access to different
causes of emissions
disadvantage:
less introduced methods
FM / MIV
current situation

conclusion
FM / MIV
optical measurements flame okay

Stoichiometric, premixed
flame in warm engine:
Flame radiation is
synchronous with
combustion pressure
all fuel evaporated and

mixed with air
Stationary part load, benchmark example

Flame radiation
Exhaust
speed
Inlet
-180
VisoFlame
Spark Plug Probe
FM / MIV
-90
90
180
27
optical measurements sooting flame

Premixed flame
starts at spark plug
and ignites wet
surfaces fuel
Premixed flame radiation,

then ongoing surface
diffusion flame radiation
Early starting cycle

in cold engine
-180
Premixed flame not seen in

photograph because of low
intensity flame radiation. Very
bright diffusion flame
90
180
Premixed flame burning volume

charge yields combustion
pressure
Photograph by Witze, Green,Sandia

-90
FM / MIV
27
optical measurements flame okay

pcyl
cylinder pressure and

flame intensity traces in
one diagram
flame
intensity
polar diagram of 40 flame

intensity traces
perfect angular
isotropy ideal
combustion
Exhaust
Inlet
Radius is CA axis
FM / MIV
optical measurements diffuse flame

pcyl
cylinder pressure and

flame intensity traces in
one diagram
flame
intensity
polar diagram of 40 flame

intensity traces
disturbed angular
isotropy flame anomaly,
diffuse flame
Exhaust
Inlet
Radius is CA axis
FM / MIV
conditions at engine start
Ignition:
some fuel vapor
present near spark plug
Premixed combustion:
A/F = 1, all fuel evaporated
diffuse combustion:
fuel film, very bright flame,
but low rate of heat release
Mixture conditions at cold start.
Schematic by Toyota, SAE
950074
FM / MIV
reasons for bad combustion

Ignition: little fuel vapor near
spark plug causes small flame
Mixture conditions at cold start.

Schematic by Toyota, SAE
950074
Premixed combustion:
pressure rise
as volume charge burns
Liquid film combustion:
very bright flame,
but low rate of heat release
Ignition phase disturbed by

overfuelliing, fuel droplets
hitting the flame kernel
-180
-90
90
180
27
FM / MIV
impact of injection pressure

1 deg CA
slow soot burn off
5 deg CA
low injection pressure

little turbulence
slow soot burn off
300 bar
medium injection pressure

some turbulence
better soot burn off
800 bar
high injection pressure

increased turbulence
complete soot burn off
fast soot burn off
1000 bar
AVL
research
engine
with VisioScope
Race to
EURO 4, Advanced
Combustion
Analysis FM / MIV
hot spots and NOx production

SI high
turbulence
IGN 12
17g/kWh NOx
Channel
40
10
2000 [rpm]
IMEP = 3 [bar]
20
1
30
5
SI
IGN 30
7g/kWh
NOx
Channel
40
5
AI high
turbulence
0,3g/kWh
NOx
Channel
40
5
-60
Crank Angle
FM / MIV
100
current situation
how to assess emissions from

combustion analysis?
conclusion
FM / MIV
causes for emissions and fuel waste

Gasoline engine:
inadequate air/fuel ratio
insufficient mixture preparation
glow ignition
misfiring
knock
late combustion
Diesel engine:
inadequate air/fuel ratio
improper spray geometry
high pressure rise (early combustion)
insufficient mixture preparation
late combustion
AVL
research
engine
with VisioScope
Race to
EURO 4, Advanced
Combustion
Analysis FM / MIV
combustion timing and emissions

%
260
HC
220
Emission
180
SOI =
NOX
start of injection
140
100
60
deg CA - 4
-3
-2
advanced
-1
lowest SFC
FM / MIV
3
4
retarded
Advanced Combustion Analysis
good knowledge in
thermo-dynamics
knowledge about engine
behaviour
basic engine data
precise measurement
chain
intelligent software for
data processing
FM / MIV
Basic Engine Data
ignition / injection map

emission map
fuel consumption map
noise map
exhaust temperature map
...
FM / MIV
influence of combustion on emissions
Rate of Heat Release
soft combustion
-100 -80
stiff combustion
- low NOx
- high NOx
- low noise
- high noise
- increased soot
- high HC
-60
-40
-20
FM / MIV
20
40
60
80
100
Multiple Injection with Common Rail
main injection
pilot
post injection
FM / MIV
gasoline DI strategies
Pre -Injection
Catalyst Heating
(Startup, Idle)
DeNOX Cat.
Sulfur Removal
Operating Mode
Change
Emmission
Reduction
Torque Increase
(Full Load)
Efficiency Increase
Combustion Stability
Improvement
FM / MIV
Split-Injection
Post-Injection
tools for combustion evaluation
FM / MIV
current situation
accuracy requirements for the measurement

chain
conclusion
FM / MIV
reason for high measurement accuracy

Consumption and emissions as function of DOI
g/kWh
g/h
290
30
S 5
25
10
280
20
SOOT
Fuel consumption
285
15
275
15
S 20
20
270
10
265
260
S = Start of Injection
15
20
25
30
35
40 deg CA
Duration of injection
FM / MIV
5
15 10
15
20
25
30
35
40 deg CA
emission as function of injection timing

S = Start of Injection
g/kWh
g/kWh
1,2
1,0
0,8
20
HC
NOX
S 5
15
0,6
20
15 10 5
0,4
0,2
15
20
25
30
35
40 deg CA
10
FM / MIV
15
20
25
30
35
40 deg CA
The Precision Measurement Chain
high-speed
data acquisition
the measurement chain

consists of several
elements, each one
contributing to the
overall error !
intelligent
signal conditioning
precise pressure
transducers
efficient data
postprocessing
FM / MIV
Precision
Pressure Measurement
FM / MIV
sensors - typical errors
p-pref bar
cylinder pressure bar
60
Tested
sensor
linearity error
thermal sensitivity shift
40
Reference
sensor
20
0
-2
0
-180
cyclic (thermal) drift

IMEP stability
Pressure difference
p-pref = 3 - 8% error
mounting error
acoustic noise from
adapters
Error of
test sensor p-pref
acceleration noise
calibration error
IMEP error = 95.5 %

heat rate error > 100 %
0
180
360
Crank angle deg
FM / MIV
540
GaPO4 the ideal crystal for combustion

5.1
5.0
GaPO4 optimized
sensitivity [pC/N]
4.9
GaPO4 x-cut
4.8
4.7
temperature stable (up to 400 C) crystal
2.4
2.3
quartz x-cut
2.2
quartz optimized
2.1
2.0
100
200
300
400
temperature [C]
FM / MIV
500
600
Thermal Sensitivity Shift

Definition
10
AVL
other
supplier
Change of Sensitivity [%]
reversable change of sensitivity

caused by change of temperature
Reasons for thermal sensitivity

shift
6
5
Expansion of housing is different to

expension of piezo element (preload at PE changes)
change of sensitivity of the piezo
element itself
4
3
2
1
Test:
0
-1
0
100
200
300
400
Temperature [C]
FM / MIV
500
heated dead weight tester

@ 100 bar
wide range of 4.7 to 7 mm sensors
FM / MIV
accuracy comparable to
10 mm water cooled
sensors
less mounting space
required
integration into spark
plug or glow plug
no water cooling
required
convenient mounting with adapters
Precision measurement in
glow plug adapters
FM / MIV
easy mounting
no change in combustion
chamber volume
no pipe oscillations due to sort
passage bore
suitable for all kind of calibration
and testing work
spark plug adpaters for M10, 12 and 14

no pipe oscillation
membrane close to the
combustion chamber resulting in
no pipe oscillations
HV connector geometry of original
spark plug size - no insulator
extension necessary
low eccentricity of centre
electrode
heat values 3, 5 and 7, others on
demand
centre electrode Pt for long life
FM / MIV
intelligent signal conditioning

Amplifiers - typical errors
36
32
range setting
28
bandwidth
3066A02 [bar]
24
drift compensation
20
ground loop noise
16
sensor setting
12
calibration error
cable noise and

leakage
-4
-360
-300
-240
-180
-120
-60
60
120
180
CDM[deg]
FM / MIV
Amplifiers - filtering error
Filtering of ground loop noise

resulting errors with low pass 12 kHz:
pmax = 1%, dp/dmax = 15%, IMEP = 0%
MFB 50% = 0,6%, SOC = 0.5 %
resulting errors with low pass 6 kHz:
pmax = 2%, dp/dmax = 27%, IMEP = 0%
MFB 50% = 0%, SOC = 1,5 %
Crank angle deg

FM / MIV
AVL microIFEM - the perfect solution
no low pass filtering required due

to noise suppression design
no drift error because of perfect

drift compensation
all settings remote controlled
automatic best range setting by

integrated sensor identification
wide temperature range -30 .. +

60C
FM / MIV
high speed data acquisition
errors in data acquisition

offset correction methods
filtering
calculation method
calculation range
synchronisation error
FM / MIV
cylinder pressure correction
Zero Line Correction error = 0.35 bar

resulting errors:
pmax = 2%, IMEP = 0%
MFB 50% = 9%, EOC = 33.6%
FM / MIV
cylinder pressure correction
TDC Correction error = 1 deg CA

resulting errors:
pmax = 0,12%, IMEP = 1.4%,
MFB 50% = 7%, EOC = 4.2%
FM / MIV
IndiAdvanced Combustion Analyser

family of proven systems
high degree of flexibility
guided set-up with many
control functions
on-line control functions
for signal quality check
standardised algorithm for
signal calibration, zero line
correction and TDC
determination
FM / MIV
intelligent data processing software
Features:
intuitive graphical interfaces for

- parameterisation
- calculation
- automation
IndiCom
FM / MIV
predefined functions
integrated plausibility checks
automatic adjustments
(e.g. consideration of intake
pressure)
Log-pV Diagram for error check

Error Causes:
PCYL 1 [log bar]
2,0
Zero Level
too high:
too low:
TDC
1,6
1,2
0,8
0,4
too early: too low
0,0
too late: too high

Compression Ratio
- 0,4
- 0,8
- 1,0
- 0,8
- 0,6
- 0,4
- 0,2
0,0
VOLUME [log V]
.Polytropic Coefficient
~ 1,32 Gasoline
~ 1,37 Diesel
FM / MIV
too high: too low

too low: too high
error in zero level correction
bar
PCYL 1 [log bar]
2,0
1,6
1,2
TDC
0,8
CA
0,4
PCyl too low
0,0
- 0,4
Pcyl too high
- 0,8
- 1,0
- 0,8
- 0,6
- 0,4
- 0,2
0,0
VOLUME [log V]
+/- 500 mbar Zero Level Error are clearly visible!

FM / MIV
evaluation of multiple injection
Needle_lift [ % ]
noise reduction
NOx reduction
HC /smoke reduction
Cyl_pressure [ bar ]
SOI
Needle Lift
EOI
DOI
Pcyl
ROHR
MBF
SOI, EOI, DOI
SOC, EOC
flame temp
FM / MIV
comparison of achieved improvements

Cyl1 Cyl2 Cyl3 Cyl4
min
mean
max
var%
Crank Angle [deg]
min
mean
max
var%
min
mean
max
var%
FM / MIV
IMEP [bar]
location of cycles with bad combustion
Unstable
Combustion
Misfiring
Cylinder
FM / MIV
current situation

conclusion
FM / MIV
more advanced tools - injection analysis

spray geometry
VisioScope
mixture preparation
VisioFlame / VisioFEM
flame propagation
VisioFlame
EGR
GCA
FM / MIV
optical measurements
VisioScope
advantage:
live pictures with full
geometry information or
temperature information
disadvantage:
only one picture per
cycle
FM / MIV
VisioTomo
advantage:
full information over
entire cylinder cross
section with highest CA
resolution
disadvantage:
only two dimensional
information; expensive
equipment
15.56 KW
15.08 KW
up to 120 channels
14.48 KW
FM / MIV
Visiolution
advantage:
good information over
section with highest CA
resolution
disadvantage:
14%
lower spatial resolution

8%
up to 40 channels
FM / MIV
VisioSet
advantage:
rough information over
section and good
information on flame
around spark plug with
highest CA resolution
disadvantage:
-60
CA
140
lowest spatial resolution

up to 8 channels
FM / MIV
VisioFEM
advantage:
cheapest optical system
excellent for transient
soot measurements
20
IMEP
15
bar
disadvantage:
IMEP
only one conical segment

can be viewed
visio-soot
10
5
opacity
2 channels
0
0
100
200
300
FM / MIV
VisioFEM
optical
Urgent statement
of aamplifier
leading diesel car producer:
fibre optics
Our CR injection systems operated in stationary engine
testscable
600nm
950nm
we manage to
optimise for low soot and NOx.
But we do not understand how to optimise CR in transient mode!
How much pilot, pre- main- post injection ?
How many crank angle degrees in between ?
How do we adapt to changing load, boost pressure, residual gas ?
optical sensor in
glow plug
adapter
We need a real time, crank
angle
resolved transient data
acquisition for soot and NOx.
FM / MIV
how to read the data?

... we get traces of
- injection
- cylinder pressure
- flame intensity
= f (EOI)
flame intensity
amount of soot
two-colour flame
evaluation
temperature / NOx
IMEP:
5 bar
FSN
0.18
0.16
0.14
0.12
0.1
0.08
0.06
0.04
0.02
0
trend verification with

Filter Smoke Number (FSN)
-15
-10
-5
0.25
0.2
0.15
0.1
0.05
D_VFEM - rel. units
figure of merit
EOI
USP and benefits

transient operation
20
IMEP
IMEP
bar 15
visio-soot
transient operation possible
correlation between integral

value acquired at test bed
and VisioFEM results
10
easy handling
cycle resolved results
5
opacity
0
0
100
200
cycle nr.
300
FM / MIV
added value
fits perfectly into

AVL Indicating measuring chain
full integration in IndiCom
(parameterisation, calculation
and
data display)
application hints for the user
FM / MIV
current situation
conclusion
FM / MIV
conclusion combustion measurement

combustion analysis with
pressure transducers is a
very powerful tool for
engine improvement
with some simple algorithm
the trend in emissions,
noise or fuel consumption
can be easily assessed
before going to detailed
emission analysis the
extend of improvement can
be already assessed
FM / MIV
conclusion optical measurement
optical methods can be

applied with for detailed
combustion analysis
effects not visible with
pressure analysis can be
studied in detail giving a
deeper understanding of
the actual combustion
tailored solutions for
typical problems available
FM / MIV

Advanced CA For EURO 4

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Advanced Combustion

Analysis for reducing

Race to EURO 4, Advanced Combustion Analysis

Race to EURO 4, Advanced Combustion Analysis

Race to EURO 4, Advanced Combustion Analysis

link between combustion and emission

Race to EURO 4, Advanced Combustion Analysis

link between combustion and emission

steep temp / pressure rise

too early combustion

too late combustion

HC, PM, soot

HC, PM, soot

(wall film, condensation/cold

basics of emissions reduction

temp reduction - EGR

no unburnt fuel, stable

Race to EURO 4, Advanced Combustion Analysis

options for emission and fuel reduction

improved fuel quality

lubrication - less friction

ex-gas after treatment

direct fuel injection

lean / very lean mixture

multi-pulse fuel injection

Race to EURO 4, Advanced Combustion Analysis

load exchange optimisation

combustion chamber design

Influence of injection parameters

High Injection Pressure

external emission measurement

analyser for gaseous

Race to EURO 4, Advanced Combustion Analysis

internal emission measurement

fast relieve valves

Race to EURO 4, Advanced Combustion Analysis

fast relieve valves

exact gas analysis

Race to EURO 4, Advanced Combustion Analysis

cylinder pressure measurement

precise analysis of each

Race to EURO 4, Advanced Combustion Analysis

Race to EURO 4, Advanced Combustion Analysis

examples for combustion with high emissions

Race to EURO 4, Advanced Combustion Analysis

optical measurements flame okay

all fuel evaporated and

Stationary part load, benchmark example

optical measurements sooting flame

Premixed flame radiation,

Early starting cycle

Premixed flame not seen in

Premixed flame burning volume

Photograph by Witze, Green,Sandia

optical measurements flame okay

cylinder pressure and

polar diagram of 40 flame

optical measurements diffuse flame

cylinder pressure and

polar diagram of 40 flame

conditions at engine start

reasons for bad combustion

Mixture conditions at cold start.