2011 DOE Vehicle Technologies

Program Review

Advanced Gasoline Turbocharged Direct

“Advancing
Injection The Technology”
(GTDI) Engine Development

Corey E. Weaver
Ford Research and Advanced Engineering
05/13/2011
Project ID: ACE065

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

 Timeline  Barriers
 Project Start 10/01/2010  Gasoline Engine Thermal Efficiency
 Project End 12/31/2014  Gasoline Engine Emissions
 Completed 10%  Gasoline Engine Systems Integration

 Total Project Funding  Partners

 DOE Share $15,000,000.  Lead Ford Motor Company
 Ford Share $15,000,000.  Support Michigan Technological
 Funding in FY2010 $ 3,023,356. University (MTU)
 Funding in FY2011 $10,365,344.

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 Background

 Ford Motor Company proposed a 4½ year project addressing the solicitation from
the Department of Energy Recovery Act – Systems Level Technology
Development, Integration, and Demonstration for Efficient Class 8 Trucks (Super
Truck) and Advanced Technology Powertrains for Light-Duty Vehicles (ATP-LD)
Funding Opportunity Number: DE-FOA-0000079. Ford's proposal was directed
toward Area of Interest 2 Advanced Technology Powertrains for Light Duty
Vehicles (ATP-LD).

 The project is called "Advanced Gasoline Turbocharged Direct Injection (GTDI)

Engine Development". The project is led by Ford Motor Company and supported
by MTU. The project director / principal investigator at Ford Motor Company is
Corey Weaver. The project director / principal investigator at MTU is Jeffrey
Naber.

 The project award number is DE-EE0003332.

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 Background

 Ford Motor Company has invested significantly in Gasoline Turbocharged Direct

Injection (GTDI) engine technology in the near term as a cost effective, high
volume, fuel economy solution, marketed globally as EcoBoost technology.

 Ford envisions further fuel economy improvements in the mid & long term by
further advancing the EcoBoost technology.

 Advanced dilute combustion w/ cooled exhaust gas recycling & advanced ignition
 Advanced lean combustion w/ direct fuel injection & advanced ignition
 Advanced boosting systems w/ active & compounding components
 Advanced cooling & aftertreatment systems

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 Objectives

 Ford Motor Company Objectives:

 Demonstrate 25% fuel economy improvement in a mid-sized sedan using a downsized,
advanced gasoline turbocharged direct injection (GTDI) engine with no or limited
degradation in vehicle level metrics.
 Demonstrate vehicle is capable of meeting Tier 2 Bin 2 emissions on FTP-75 cycle.

 MTU Objectives:
 Support Ford Motor Company in the research and development of advanced ignition
concepts and systems to expand the dilute / lean engine operating limits.

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 Approach

 Engineer a comprehensive suite of gasoline engine systems technologies to

achieve the project objectives, including:
 Aggressive engine downsizing in a mid-sized sedan from a large V6 to a small I4

 Mid & long term EcoBoost technologies

 Advanced dilute combustion w/ cooled exhaust gas recycling & advanced ignition
 Advanced lean combustion w/ direct fuel injection & advanced ignition
 Advanced boosting systems w/ active & compounding components
 Advanced cooling & aftertreatment systems

 Additional technologies

 Advanced friction reduction technologies

 Advanced engine control strategies
 Advanced NVH countermeasures

 Progressively demonstrate the project objectives via concept analysis / modeling,

single-cylinder engine, multi-cylinder engine, and vehicle-level demonstration on
chassis rolls.
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 Approach

 Engineer a comprehensive suite of gasoline engine systems technologies to

achieve the project objectives, including:

25% Total Fuel Economy

Improvement • Aggressive engine downsizing
in a mid-sized sedan from a
large V6 to a small I4

• Mid & long term EcoBoost 18% Fuel Economy

technologies Improvement
• Advanced dilute combustion w/
cooled exhaust gas recycling &
advanced ignition • Additional technologies
• Advanced lean combustion w/
direct fuel injection & advanced • Advanced friction reduction
ignition technologies
• Advanced boosting systems w/ • Advanced engine control
active & compounding strategies
components • Advanced NVH
• Advanced cooling & countermeasures
aftertreatment systems
3% Fuel Economy
5% Fuel Economy Improvement
Improvement
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 Milestone Timing
Budget Period 1 Budget Period 2 Budget Period 3 Budget Period 4
1-Oct-2010 - 31-Dec-2011 1-Jan-2012 - 31-Dec-2012 1-Jan-2013 - 31-Dec-2013 1-Jan-2014 - 31-Dec-2014
1.0 - Project Management

2.0 -
Concept
Engine architecture agreed

3.0 - Combustion System Development

4.0 - Single Cylinder Build and Test

SCE meets combustion metrics

5.0 - Engine Evaluation on Dynamometer

MCE MRD Begin MCE Dyno Development MCE meets FE and emissions metrics

6.0 - Vehicle Build and Evaluation

Vehicle Parts MRD Begin Vehicle Development Vehicle meets
25% FE and T2B2

7.0 - Aftertreatment Development

A/T System meets intermediate emissions metrics

8.0 - Combustion Research (MTU)

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 Milestone Deliverables

Budget Period Timing Deliverables

• Engine architecture agreed
• Analytical results support ability to meet fuel economy
BP1 – Concept 1-Oct-2010 • Multi-cylinder development engines designed and parts
Analysis and – purchased
Design 31-Dec-2011 • Single-cylinder development shows capability to meet
intermediate combustion metrics supporting fuel economy and
emissions objectives
• Multi-cylinder development engines completed and
1-Jan-2012
BP2 – Engine dynamometer development started
–
Development • Demonstration vehicle and components available to start build
31-Dec-2012
and instrument
• Dynamometer engine development indicates capability to
meet intermediate metrics supporting vehicle fuel economy
BP3 – Engine 1-Jan-2013
and emissions objectives
and Vehicle –
• Vehicle built, instrumented, and development work started
Development 31-Dec-2013
• Aftertreatment system development indicates capability to
meet intermediate metrics supporting emissions objectives
1-Jan-2014 • Vehicle demonstrates greater than 25% weighted city/highway
BP4 – Vehicle
– fuel economy improvement and T2B2 emissions on FTP-75 test
Development
31-Dec-2014 cycle
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 Accomplishments

 Task 1.0 – Project Management

 Completed Ford / DOE Kick-Off Meeting – Ford Advanced GTDI Engine Development
– 11/30/2010
 Submitted Petition for Advance Patent Waiver Rights and Updated Program
Management Plan – 11/30/2010

 Task 2.0 – Concept Evaluation

 Top level engine attribute assumptions, architecture assumptions, and systems
assumptions developed to support program targets.
 Detailed fuel economy, emissions, performance, and NVH targets developed to
support top-level assumptions.
 Individual component assumptions developed to support detailed targets, as well as to
guide combustion system, single-cylinder engine, and multi-cylinder engine design &
development.
 Initiated detailed, cycle-based CAE analysis of fuel economy contribution of critical
technologies to ensure vehicle demonstrates greater than 25% weighted city / highway
fuel economy improvement.
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 Accomplishments

 Task 3.0 – Combustion System Development

 Completed detailed MESIM (Multi-dimensional Engine SIMulation) analyses to design
& develop an advanced combustion system, inclusive of intake & exhaust ports,
combustion chamber, piston top surface, and injector specifications.
 Incorporated surrogate single-cylinder engine data to design & develop the advanced
lean combustion capability, with primary emphasis on maximizing fuel economy while
minimizing NOx & PM emissions.

 Task 4.0 – Single Cylinder Build & Test

 Generated surrogate single-cylinder engine data to design & develop the advanced
lean combustion capability, with primary emphasis on maximizing fuel economy while
minimizing NOx & PM emissions. Testing included air-fuel ratio sweeps, multiple
injection split and timing sweeps, cooled EGR sweeps, and cam timing sweeps.
 Utilizing accomplishments from Task 3.0, completed design of new single-cylinder
engine and ordered components to support single-cylinder build & test.

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 Advanced Lean Combustion

 Various lean combustion concepts have been investigated, each with material
fuel economy increases, but each with unique challenges
 Advanced lean combustion appears promising, approaching ideal function
with further development
Ideal Lean
 Good Fuel Economy
 Low NOx Emissions
 Low PM Emissions
 Practicable Controls
 Acceptable NVH

Homogeneous Lean Stratified Lean Advanced Lean

 Good Fuel Economy  Good Fuel Economy  Good Fuel Economy
 Low NOx Emissions  Low NOx Emissions  Low NOx Emissions
 Low PM Emissions  Low PM Emissions  Low PM Emissions
 Practicable Controls  Practicable Controls  Practicable Controls
 Acceptable NVH  Acceptable NVH  Acceptable NVH

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 Advanced Lean Combustion

 NOx decreases as A/F ratio increases, favoring NOx aftertreatment efficiency

 Fuel economy increases as air / fuel ratio increases

 Homogeneous lean combustion constrained by stability / misfire limits

 Advanced lean combustion extends combustion stability / misfire limits

Homogeneous Lean Advanced Lean

NOx

Stability / Misfire
Fuel
Economy Limits

Good Aftertreatment Efficiency

Stability / Misfire
Stability /
Limits
Misfire

A/F

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 Accomplishments

 Task 5.0 – Engine Evaluation on Dynamometer

 Utilizing accomplishments from Tasks 2.0 & 3.0, initiated CAD design of new multi-
cylinder engine, inclusive of all base engine components, advanced engine systems,
and advanced integrated powertrain systems.
 Initiated required CAE analyses (acoustic, structural, thermal-mechanical, etc.), in
support of CAD design of critical components and systems.
 Completed first-pass design of base engine components and generated SLA models
for component and manufacturing engineering review.

 Task 6.0 – Vehicle Build and Evaluation

 Completed first-pass CAE analysis of total engine & vehicle cooling system, with
primary emphasis on internal engine cooling flow to optimize the split, reverse, cross-
flow cooling configuration.

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 Concept Analysis and Design

 A comprehensive suite of
• Advanced dilute combustion w/
gasoline engine systems cooled exhaust gas recycling &
advanced ignition

• Advanced lean combustion w/

direct fuel injection & advanced • Advanced boosting systems w/
ignition active & compounding components

• Advanced friction reduction

technologies • Aggressive engine downsizing in a
mid-sized sedan from a large V6 to
a small I4

• Advanced engine control strategies

• Advanced NVH countermeasures

• Advanced cooling & aftertreatment

systems

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 Concept Analysis and Design

 A comprehensive suite of
• Quasi / One Dimensional Engine
CAE analyses Simulation
• Boost system matching

• Three Dimensional Engine

Simulation
• Intake & exhaust ports
• Combustion chamber
• Piston top surface
• Injector specifications

BSFC

A/F
EGR
• Cycle-based CAE analysis of fuel economy
BMEP

TORQUE
contribution of critical technologies
• High confidence multi-cylinder engine design to
RPM achieve the project objectives
• Controls & calibration challenges identified and
respective workplans developed
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 Accomplishments

 Task 7.0 – Aftertreatment Development

 NOx conversion data collected on laboratory flow reactor with TWC + Advanced LNT
catalyst system during lean / rich cycling.

NOx Conv & Slip (ppm)

100 98.19 97.60 96.97 96.27 94.92
 Tests performed with different feedgas NO levels 90
80
demonstrate lower feedgas NO levels significantly 70
60
decrease NOx slip, thereby improving potential to 50
40
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achieve Tier 2 Bin 2 NOx emissions. 30
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20 9
10 2 5
 Target range of feedgas NOx levels specified; 0
combustion team working to achieve these 100 200 300 400 500
Feedgas NO Level (ppm)
engine-out NOx emission levels.
NOx Conv % Ave NOx slip (ppm)

 Laboratory flow reactor work directed toward optimizing exhaust conditions in order to
achieve high conversions of HC and NOx simultaneously.
 TWC catalyst and Advanced LNT catalyst system placed in different ovens to allow different
temperatures for catalysts.
 Using target feedgas NOx levels, demonstrated very high HC and NOx conversions with aged
catalyst samples by optimizing lean / rich cycle times and individual temperatures and
volumes of TWC catalyst and Advanced LNT catalyst system.

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 Collaboration

 Task 8.0 – Combustion Research (MTU)

 Advanced Ignition & Flame Kernel Development
 Custom ignition hardware & software shipped &
installed on combustion vessel at MTU.
 Graduate students trained in operation of ignition
hardware & software.
 Gaseous fuel mixture selected as surrogate for
gasoline fuel.
 GDI Air / Fuel Mixing via PLIF for Fuel Injection

Stability
Advanced
Optimization Ignition

 Characterization of combustion vessel flowfield

initiated for subsequent air / fuel mixing studies.
 Advanced Ignition - Impact on Combustion EGR

 V6 EcoBoost engine installed and running break-in on dynamometer at MTU; cooled EGR
hardware shipped to MTU for installation on engine.
 Graduate students trained in operation of engine control module calibration parameters.

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 Future Work

 Budget Period 1 – Concept Analysis and Design 10/01/2010 – 12/31/2011

 Engine architecture agreed
 Analytical results support ability to meet fuel economy
 Multi-cylinder development engines designed and parts ordered
 Single-cylinder development shows capability to meet intermediate combustion metrics
supporting fuel economy and emissions objectives

 Budget Period 2 – Engine Development 01/01/2012 – 12/31/2012

 Multi-cylinder development engines completed and dynamometer development started
 Demonstration vehicle and components available to start build and instrument

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 Summary

 The project will demonstrate a 25% fuel economy improvement in a mid-sized

sedan using a downsized, advanced gasoline turbocharged direct injection
(GTDI) engine with no or limited degradation in vehicle level metrics, while
meeting Tier 2 Bin 2 emissions on FTP-75 cycle.

 Ford Motor Company has engineered a comprehensive suite of gasoline engine

systems technologies to achieve the project objectives, assembled a cross-
functional team of subject matter experts, and progressed the project through the
concept analysis and design tasks with material accomplishments to date.

 Ford Motor Company is in collaboration with Michigan Technological University

on a critical facet of the project, specifically advanced ignition concepts.

 With the project recently initiated on 10/01/2010, there are no key issues beyond
the original scope of work. The outlook for 2011 is stable, with accomplishments
anticipated to track the original scope of work and planned tasks.

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Technical Back-Up

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 EcoBoost I

EcoBoost Physics – Baseline

24 24
BSFC vs. BMEP @ 2,000 rpm BMEP vs. RPM
20 20
Naturally Aspirated
16 16

BMEP [bar]
BMEP [bar]
12 12 A

53 kW/L
C
8 8 B

4 4

0 0
360 340 320 300 280 260 240 220 200 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000
BSFC [g/kWhr] rpm [1/min]

• Baseline: Naturally-aspirated, port fuel injected engine

– Torque / liter modest A

– Good BSFC over small region of map B CAT

– Fuel consumption favorable only at high load C

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 EcoBoost I

EcoBoost Physics – 1 / 3 – Boost & Direct Inject

24 24
BSFC vs. BMEP @ 2,000 rpm E
BMEP vs. RPM

Naturally Aspirated 20 20
F
Ecoboost I
16 16 80 kW/L

BMEP [bar]
BMEP [bar]
G G
12 12
53 kW/L
8 8

4 4

0 0
360 340 320 300 280 260 240 220 200 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000
BSFC [g/kWhr] rpm [1/min]

• Step 1: Boosted, direct fuel injected engine D

– Torque / liter nearly 2X E Power / liter nearly 1.3 – 1.5X F

– Good BSFC over larger region of engine map G D CAT

– Direct fuel injection needed to minimize compression ratio loss (i.e. charge cooling)

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 EcoBoost I

EcoBoost Physics – 2 / 3 – Downsize

200200
BSFC vs. Torque @ 2,000 rpm Torque vs. RPM 80 kW
J
Naturally Aspirated
160160
Ecoboost I

Torque [Nm]
BMEP [bar]
120120
I

80 80
K

40 40
I

0 0
360 340 320 300 280 260 240 220 200 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000
BSFC [g/kWhr] rpm [1/min]
H

• Step 2: Downsize engine to equal power H

– Nearly 1/3 lower displacement (i.e. V8  V6, V6  I4, I4  I3)

– Good BSFC region of engine map shifted to area of higher utilization I
CAT
– Excess torque  J Potential to downspeed engine K

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 EcoBoost I

EcoBoost Physics – 3 / 3 – Downspeed

2.02.0
BSFC vs. Tractive Force @ 2,000 rpm Tractive Force vs. Vehicle Speed M
L
Naturally Aspirated
1.61.6

Tractive Force [kN]

Tractive Force [kN]
Ecoboost I

1.21.2
N
Road
0.80.8 Load

0.40.4
N
Torque req Ecoboost PP 20090624.xls
0.00.0
360 340 320 300 280 260 240 220 200 0 20 40 60 80 100 120 140 160 180 200 220
BSFC [g/kWhr] Vehicle Speed [km/h]
L

• Step 3: Downspeed engine to equal vehicle top speed L

– Tractive force equals naturally aspirated baseline M

– Application considerations needed (e.g. gradability, towing)

CAT
– Good BSFC region of engine map shifted to area of higher utilization N

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