Advanced Diesel Common Rail Injection System for Future
Transcript of Advanced Diesel Common Rail Injection System for Future
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Advanced Diesel Common Rail Injection System for Future Emission Legislation
Roger Busch
Common Rail System Engineering for PCDiesel SystemsRobert Bosch GmbH
10th Diesel Emission Reduction Conference
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• Drivers and Challenges for PC and LDT - Diesel
• Overall System Requirements for Advanced Common Rail
• BOSCH 4th Gen Common Rail Injection Systems
• Potential Evaluation of 4th Gen Common Rail Systems
Outlook
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Diesel System Innovations
Diesel Progress - PC
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13,0 kW/l
51 Nm/l
33 kW
9,5 l/100km
130 kW
6,5 l/100km
spec
. Tor
que
[Nm
/l]
spec. Power [kW/l]
Con
sum
ptio
n[l/
100
km]
eff. Power [kW]
1936
149 Nm/l
48,4 kW/l
2003
Diesel System Innovations
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Approval Data for PC - Diesel at least Euro 3
source: KBA Germany
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Diesel System Innovations
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• Drivers and Challenges for PC and Truck - Diesel
• Overall System Requirements for Advanced Common Rail
• BOSCH 4th Gen Common Rail Injection Systems
• Potential Evaluation of 4th Gen Common Rail Systems
DEER 20044th Gen Diesel Common Rail Injection System
Outlook
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PC Common Rail System 4th Generation
FIE Requirements EvaluationSensitivity analysis of important injection parameters for the engineperformance
Feature:1 Pilot injection (number, time gap, quantity, tolerance)2 Opening pressure, influence of pressure ramp, gradient3 Max. injection pressure, influence of small nozzle holes4 Pressure gradient during closing5 Post injection (near, late, influence of pressure level) 6 Opening and closing speed of the needle
1 2a
3
4
Pressure at the needle max. injection pressure
Time
2b
5
Needle lift
6a 6b
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FIE Requirement Evaluation - Summary
Potential Analysis for PC an LD-Combustion Process and FIE
„vario“ nozzlerate shaping
fast needle opening velocity but: injection rate during ignition delayinjection rate after start of combustion
Euro3
n = 2000/min, BMEP = 6,5 bar
Euro4
Euro4/ 3 1400 kg inertia weight0
1234567
Concept A
Concept B
Concept C
Concept D
Concept E
Concept F
Concept G
Concept H
Concept I
Concept K
Concept L
Concept M
NO
X[g
/kg]
Parti
cles
/ NO
x=
1/10
series applications
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"Euro 5" - Einspritzsystem4th Gen Diesel Common Rail Injection System
“Optimal” Shape for PC Engines
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full flexible timing of multiple injection events
full flexible choise of injection pressure in the engine map
small precise and stable injection quantities
DEER 20044th Gen Diesel Common Rail Injection System
still valid and well - known from series Common Rail
technology, gaining goals onnoise, power, Euro4 - emission and
maintaining EGT
CRS System Requirements for PC - Summary
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DEER 20044th Gen Diesel Common Rail Injection System
very fast needle opening @ start of injection
limited quantity during ignition delay, but
max. allowed injection rate to increase local air ratio
strong increase of injection rate after start of combustion
high maximum of main injection rate
strong rate decrease and fast needle @ end of injection
good spray formation
low Noise and NOx - formation
high spray momentum
increase EGR -acceptance
seperate injection and
burning phase
CRS System Requirements for PC - Summary
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• Drivers and Challenges for PC and Truck - Diesel
• Overall System Requirements for Advanced Common Rail
• BOSCH 4th Gen Common Rail Injection Systems
• Potential Evaluation of 4th Gen Common Rail Systems
DEER 20044th Gen Diesel Common Rail Injection System
Outlook
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PC Common Rail System 4th Generation
Injector -CharakteristicsBasis: CRI3Systempressure 1600/1800 barSpace requirement as CRI3One row for part loadBoth rows for full load
Piezo-Injector with Coaxial-Vario-Nozzle CRI4-PV
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4th Generation Common Rail System for PC
hydraulic flow / cyl. displacement[cm³/30s@100bar/dm³]
200 400 600 800 1000 1200 1400
101
98
95
92
898683
w/o PI
with PI
Com
bust
ion
Noi
se[d
B(A
)]
Avoidance of PI
(except for cold engine and idle)
Emission reduction
Reduction of QHYD
Noise reduction
Indepentantly switchable 2nd row
of spray holes
appropriate power outputCurrent Configuration Potential Vario Nozzle
NO
x[g
/kg]
*
12108
6420
w/o PI
with PI
n=2000rpm, BMEP=6,5bar
Vario Nozzle Strategies
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CRS 4 - Hydraulically Amplified Diesel Injection System
• Functions
Rail Pressure up to 1350 bar HAD - Injector with hydraulic pressure amplificationsophisticated closed loop fuel metering controlinnovative, delivery controlled high pressure pump platform
• Advantages
small Qhyd and passive rate shaping to pull down raw emissions and noise @ part loadmax pressure > 2200 bar @ spray hole to reach high power and reduce raw emissions @ full load (US 06, e.g. LD in EU)
DEER 20044th Gen Diesel Common Rail Injection System
Advanced Common Rail Systems for PC
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Injector-CharacteristicsSystem pressure up to 1.350bar Pressure amplification ≈1:2Pressure at the nozzle up to 2.200barPressure/lift controlled needleRamp rate shapeSpace requirements as CRI2Conventional nozzle
PC Common Rail System 4th Generation
Hydraulically Amplified Diesel Injector (HADI)
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CRS - Roadmap Pkw und Light Duty < 6t
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Advanced Control Functions
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Advanced Control Functions
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• Drivers and Challenges for PC and Truck - Diesel
• Overall System Requirements for Advanced Common Rail
• BOSCH 4th Gen Common Rail Injection Systems
• Potential Evaluation of 4th Gen Common Rail Systems
DEER 20044th Gen Diesel Common Rail Injection System
Outlook
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Common Rail System 4th Generation
Diesel System Optimization
€
EGT €FIE
Vehiclemass kW/l
EGT=exhaust gas treatment FIE= fuel injection equipment
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Europe
• next step in legislation: Euro 5• NEFZ - cycle *
** UBA - Requirement 06.2003
Diesel System Innovations
* no high load test under discussion
Scenario 1:
• PM = 0,01 g/km
• NOx = 0,2 g/km
• CO/HC = 1,0/0,05 g/km
Scenario 2:
• PM = 0,0025 g/km**
• NOx = 0,08 g/km**
• CO/HC = 1,0/0,05 g/km
Diesel Challenges - Emission Legislation PC
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0,10
0,20
0,15
NOx
g/km
0,05
0,140,12
Euro 5
CRS 3.01600 bar
CRS 3.21800 bar
Euro 5 - Estimation for PC
Scenario 2:
Scenario 1:
0,08
Eng. Goal
Eng. Goal
CRS 4 CRS 4
0,10
25 %
35 %
55 %47 %
36 %
withDPFNSC
„Euro 4 - engines“ „Euro 5 - engines“ &low ε , TC2, pHCCI ...
Euro 5 Estimation, Vehicle Inertia Mass: 1400 kg, out of best single cylinder results with series and prototype FIE
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0,10
0,20
0,15
NOx
g/km
0,05
Euro 5
CRS 3.01600 bar
CRS 3.21800 bar
Euro 5 - Estimation for PC
Scenario 2:
Scenario 1:
0,08
Eng. Goal
Eng. Goal
CRS 4 CRS 4
25 %
35 %
„Euro 4 - engines“ „Euro 5 - engines“ &low ε, TC2,pHCCI ...
0,19
0,22
0,15
withDPFNSC
58 %
71 %
66 %
36 %
Euro 5 Estimation, Vehicle Inertia Mass: 1800 kg, out of best single cylinder results with series and prototype FIE
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• Facing a weak Euro 5 - scenario (NOx = 0,2 g/km) it‘s most likely to fulfill the limits w/o DeNOx - measures, also with „Euro 4 - engines“
DEER 2004Common Rail Potential Evaluation for PC
• Facing a severe Euro 5 - scenario (NOx = 0,08 g/km) and „Euro 4 -engines“ a DeNOx - measure seems to be mandatory. The DeNOx -effort can significantly be reduced using high tech CR - systems
• First results out of advanced „Euro 5 - engine“ - technology combinedwith engine measures (e.g. pHCCI, TC2 ) and CRS4 - FIE shows tremendeous improvement in NOx - reduction
• Additonal EGT - effort scales with CRS - performance, vehicle weightand desired power output
Summary PC
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• The biggest challenge for future Diesel technology are thecontiniously strengthenend emission targets
DEER 20044th Gen Diesel Common Rail Injection System
• 4th Gen Common Rail Injection Systems combinded with modern Diesel engines provide lowest raw emissions and fuel consumption values.
• Key factors like power output, vehicle weight and the engine itself scaling the effort on exhaust gas treatment side
Conclusion
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10th Diesel Emission Reduction Conference
Thank you for your attention.
BOSCH