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Systems on the
DEUTZ BF6M 2013C Diesel Engine‘‘
Dr. F. Schmitt
1
Contents
Introduction
- injection system
- egr concept
Summary
2) I will start my talk about some basics about the engine 2013, I have
to model in GTPower. Further technologies to consider are the injection
systems and the egr concepts of this engine. For each of new the
technologies I will also give some information about the modelling in
Gtpower. Further I will compare testing and simulation. Finally I will give
a summary.
2
Engine family DEUTZ 2013
Engine specification
compactness
low fuel consumption
4 -v a l v e, 4- a n d 6- c y l i n d e r
3) The engine family DEUTZ 2013 is very compact, has low fuel
c o n s u m p t i o n a n d i s a v a i l a b l e a s a 4 v a l v e, 4- a n d 6 - c y l i n d e r e n g i n e.
F u r t h e r E n g i n e D a t a i s g i v e n i n t h e t a b l e. T h e s e r i e s e n g i n e , that fulfills
t h e E U R O 3 E m i s s i o n s t a n d a r d , has a U n i t P u m p I n j e c t i o n s y s t e m
( U P S ) w i t h a 6- h o l e n o z z l e. T h e C o m b u s t i o n s y s t e m i s a DI s y s t e m
w i t h o u t e g r . A t u r b o c h a r g e r o f 3 K w i t h w a s t e g a t e i s u s e d. Bore of 98
m m and Stroke of 1 2 6 m m l e a d s t o a d i s p l a c e m e n t o f 5 , 7 liter. W i t h a
compression ratio of 18.5 a maximum power of 190 kW @ 2500 U/min
and a mean effective pressure of 21 bar in the range of 1200 to 1600
r o u n d p e r m i n u t e c a n b e r e a c h e d.
F o r t h e r e s e a r c h e n g i n e a C o m m o n R a i l I n j e c t i o n S y s t e m with egr is
u s e d. A t u r b o c h a r g e r w i t h v a r i a b l e t u r b i n e g e o m e t r y i s u s e d i n s t e a d o f
w a s t e- gate atl. T h e a i m o f t h e i n v e s t i g a t i o n s w a s t o r e a c h o r t o get
close t o E U R O 4 emission standard without exhaust aftertreatment like
particle filter or S C R s y s t e m
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30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
4) T h i s p i c t u r e s h o w s t h e e n g i n e 2 0 1 3 . C h a r g e a i r m a n i f o l d a n d e x h a u s t
p i p e s a r e o n t h e s a m e s i d e. B e t w e e n c y l i n d e r 1 a n d 2 a n d c y l i n d e r 5
a n d 6, y o u c a n s e e t w o f l a n g e s f o r e g r v a l v e s .
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GTPower Simulation Modell of Engine 2013
intake and exhaust manifold
C h a r g e air
manifold
Valve
cover
R o c k e r arm
housing
Sealing
Cylinder
head
Cylinderhead Exhaust
gasket pipe
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
5) A d e t a i l e d d e s c r i p t i o n o t t h e i n t a k e a n d e x h a u s t m a n i f o l d i s g i v en
h e r e. F o r t h e G T P o w e r M o d e l w e h a v e t o c o n s i d e r t h e s p e c i a l c h a r g e
a i r m a n i f o l d. Air l e a v e s t h e c h a r g e a i r p i p e a n d e n t e r s t h e r o c k e r a r m
housing. Then the airflow is separated into a main swirl pipe and a main
filling pipe. T h e s e p i p e s a r e s e p a r a t e d a g a i n i n t o t h e t w o n e i g h b o u r i n g
cylinders.
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EGR Concept:High-Pressure E G R
p u l s e- E G R
T c h a r g e air
P charge air
Reed
valves
Charge
air c o o l e r
E G R -cooler
E G R -control
valve
ECU
electr. governor
m air VTG
6) N e x t p i c t u r e s h o w s a s c h e m a t i c d e s c r i p t i o n o f t h e e n g i n e 2 0 1 3 w i t h
c o m p r e s s o r , c h a r g e a i r c o o l e r , c y l i n d e r s a n d t u r b i n e. T h e h i g h p r e s s u r e
e g r s y s t e m c o n s o s t s o f t h e e g r- c o n t r o l v a l v e s , t h e e g r -c o o l e r a n d t h e
reed valves.
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GTPower Simulation Modell of Engine 2013
high pressure E G R
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
7) T h e G T P o w e r M o d e l l o o k s l i k e t h i s . Air e n t e r s t h r o u g h t h e
compressor and the charge air cooler into the cylinders. The intake
m a n i f o l d i s m o d e l e d a c c o r d i n g t o t h e e x p l a n a t i o n a l r e a d y g i v e n. F u r t h e r
you can see the exhaust gas system till the outlet after turbine. The egr
s y s t e m c o n s i s t s o f t h e e g r-c o n t r o l v a l v e s , t h e e g r p i p e s , t h e e g r-c o o l e r
and the reed valves. The Modeling of the reed valves and the common
rail injection system is given in a more detailed way.
7
EGR concept: reed valves
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
8) T h e r e e d v a l v e s l o o k l i k e i n t h e f o l l o w i n g e x a m p l e s . I n o u r
i n v e s t i g a t i o n s w e u s e d t h e o n e o n t h e r i g h t s i d e, m a d e b y P i e r b u r g.
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EGR: charge air pressure und boost
pressure before Turbine
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
9) H e r e y o u c a n s e e t h e c h a r g e a i r p r e s s u r e a n d t h e b o o s t p r e s s u r e
b e f o r e t u r b i n e a s a f u n c t i o n o f c r a n k angle. E a c h t i m e p r e s s u r e b e f o r e
t u r b i n e i s h i g h e r t h a n c h a r g e a i r p r e s s u r e, e x h a u s t g a s f l o w s t h r o u g h
t h e o p e n r e e d v a l v e s i n t o t h e c h a r g e a i r p i p e. I n t h e o t h e r c a s e, t h e
reed valves are closed.
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GTPower Simulation Modell of Engine 2013
reed valves
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
10) I n G T P o w e r t h e V a l v e R e e d R e f e r e n c e i s u s e d. W i t h t h e E x c e l
M a c r o C h k v a l 5 0 . xls the input w a s d e f i n e d . T o d e f i n e t h e p a r a m e t e r s f o r
t h e E x c e l -f i l e s o m e t e s t i n g s f o r t h e u s e d r e e d v a l v e h a v e b e e n d o n e t o
e s t i m a t e p r e s s u r e n e e d e d f o r o p e n i n g t h e v a l v e a n d t h e p r e s s u r e for
t h e c a s e, t h a t v a l v e i s f u l l o p e n .
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Injection system of the engine family 2013
11) F o r o u r s e r i e s e n g i n e a U P S i s u s e d. T h i s i n j e c t i o n s y s t e m h a s b e e n
r e p l a c e d b y a C R s y s t e m i n t h e r e s e a r c h e n g i n e. U s i n g a C R s y s t e m ,
we have the possibility for multiple injections. In our case the influence
of pre- a n d p o s t -i n j e c t i o n w a s i n v e s t i g a t e d . T h e p i c t u r e s s h o w s t h e t w o
system.
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GTPower Simulation Modell of Engine 2013
Injection system
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
12) I n t h e G T P o w e r M o d e l o f t h e e n g i n e 2 0 1 3 , f o r m o d e l l i n g a c o m m o n
r a i l s y s t e m , the injection profile of the needle lift is given as a f u n c t i o n o f
c r a n k angle. F o r U n i t p u m p s y s t e m, w e u s e d t h e i n j e c t i o n p r e s s u r e.
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GTPower Simulation Modell of Engine 2013
unit p u m p injection system ( U P S )
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
13) T h e p r o f i l e s o f i n j e c t i o n p r e s s u r e, n e e d l e l i f t a n d c y l i n d e r p r e s s u r e
a r e g i v e n f o r a n e x a m p l e i n t h i s p i c t u r e.
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GTPower Simulation Modell of Engine 2013
common rail injection system (CR)
Influence of P o s t Injection on Emissions and S F C: E S C -t e s t p o i n t 3 :
1 8 4 5 r p m, 9 . 7 b a r
cylinder pressure
C R S with
needle lift
post injection heat release rate
b e: 218.4 g/kWh
NOx: 263 p p m
BSZ: 0.11
CRS w/o
post injection
b e: 216.7 g/kWh
NOx: 278 p p m
BSZ: 0.25
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
14) C o n s i d e r i n g c o m m o n r a i l i n j e c t i o n w e h a v e t h e f o l l o w i n g p r o f i l e s of
c y l i n d e r p r e s s u r e, n e e d l e l i f t a n d h e a t r e l e a s e r a t e . I n t h i s c a s e E S C
T e s t (E u r o p e a n S t a t i o n a r y C y c l e T e s t ) point 3 w i t h 1 8 4 5 r p m a n d 9.7
b a r i s i n v e s t i g a t e d. T h e i n f l u e n c e o f p o s t i n j e c t i o n i s a l s o s h o w n .
Particle concentration decreases very much while fuel consumption and
N o x c o n c e n t r a t i o n s t a y a p p r o x i m a t e l y t h e s a m e. C a l c u l a t i o n i s s h o w n
for E S C T e s t (E u r o p e a n S t a t i o n a r y C y c l e ).
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C o m p r e s s o r m a p E S C-T e s t w / o E G R
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
15) T h e E S C p o i n t s w i t h o u t e g r a r e s h o w n i n t h i s c o m p r e s s o r m a p . T h e
speeds of 1480, 1845 and 2200 with full load and several part load
cases are in this map.
15
C o m p r e s s o r m a p E S C-T e s t with E G R
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
16) E g r l e a d s t o s m a l l e r m a s s f l o w r a t e s f o r t u r b i n e a n d c o m p r e s s o r s .
The E S C point lead according to a sum formula t o the ESC Test values.
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testing / calculation: Results for E S C- Test
high pressure / pulse egr
0.10
UPS-injection system,
EURO3 CR-injectionsystem w/o
0.08
Particles [g/kWh]
preinjection,
ATL with WG
0.06
NOx [g/kWh]
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
17) I n t h i s m a p i n c l u d i n g t h e E U R O 3 a n d E U R O 4 e m i i s i o n s t a n d a r d s ,
t h e t r a d e - o f f s f o r p a r t i c l e s a n d N o x a r e s h o w n. T h e s e r i e s e n g i n e w i t h
U P S a n d w a s t e- g a t e t u r b o c h a r g e r, we fulfill the E U R O 3 e m i s s i o n
standard. The C R system without pre injection leads t o similar results.
The results with pre injection are show by the second trade off. Turbine
w i t h variable turbine geometry leads t o the third trade off. For this case
testing ( black) and simulation (red) are shown. With rather small egr
rates of about 1 0 p e r cent , a r e d u c t i o n o f N o x f r o m 6 t o 4 . 5 g / k W h c a n
b e r e a c h e d. A g r e e m e n t b e t w e e n t e s t i n g a n d s i m u l a t i o n i s v e r y g o o d .
Fuel consumption stays constant . For higher erg rates the results are
rather poor regarding reduction potentials and agreement .
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testing / calculation: E S C-T e s t
220
200 gem. Motorleistung
180
160
ber. Motorleistung ohne AGR
Good Agreement between
engine power [KW]
measurement and calculation for:
140
120
100
80
60
engine power
40
20
0
180
max. cylinder pressure [bar]
160
140
charge air pressure
120
100
80
exp.erm. Zünddruck
60
mit GTPower ber. Zünddruck ohne AGR
40
5.0
4.0
3.5
3.0
2.5
2.0
1.5
1.0
0 2 4 6 8 10 12 14
Nr. [-]
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18) T h e r e s u l t s f o r e a c h t e s t p o i n t o f E S C t e s t w i t h o u t e g r a r e g i v e n
h e r e. T h e r e i s g o o d a g r e e m e n t b e t w e e n t e s t i n g a n d c a l c u l a t i o n f o r
e n g i n e p o w e r, c y l i n d e r p r e s s u r e a n d c h a r g e a i r p r e s s u r e f o r e x a m p l e.
18
testing / calculation: E S C-T e s t with egr
220
gem. Motorleistung
200
E G R : R e g u l a t i o n of c h a r g e a i r
ber. Motorleistung ohne AGR
180 ber. Motorleistung mitAGR
160
Motorleistung [KW]
pressure by V G T controler
140
120
100
80
60
40
i n n e r a i r-f u l e r a t i o λ V c a l c u l a t e d f r o m
20
0
200
160
Zünddruck [bar]
boost:
140
120
100
80
gem. Zünddruck
60 ber. Zünddruck ohne AGR
ber. Zünddruck mit AGR
40
5.0 5
"inneres" Verbrennungsluft-
ber. Ladedruck ohne AGR 4
Kraftstoff-Verhältnis λV [ - ]
4.0 ber. Ladedruck mit AGR
Ladedruck [bar]
3.5 3
3.0
2
2.5
2.0
1
1.5
1.0 0
0 2 4 6 8 10 12 14 0 2 4 6 8 10 12 14
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
19) W i t h e g r t h e r e s u l t s a r e still v e r y g o o d. F o r e g r c a l c u l a t i o n a n d
t e s t i n g, t h e c h a r g e a i r p r e s s u r e i s c o n t r o l e d b y V G T c o n t r o l l e r . T o h a v e
s a m e e m i s s i o n l e v e l s , t h e i n n e r a i r -f u e l r a t i o, c a l c u l a e d f r o m f r e s h a i r
and oxygen i n boost, is similarly constant .
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E G R C o n c e p t : L o w -P r e s s u r e E G R
T charge air
C h a r g e air
Charge
air c o o l e r
mair
ECU
E l e c t r.
governor
VGT
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
20) T h e s e c o n d s y s t e m , t h a t h a s b e e n i n v e s t i g a t e d i s t h e l o w p r e s s u r e e g r. A part of
t h e e x h a u s t g a s h a s t o b e c l e a n e d i n a particle filter, a n d f l o w s t h e n t h r o u g h a n e g r-
c o o l e r a n d a n e g r -c o n t r o l v a l v e.
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GTPower Simulation Modell of Engine 2013
low pressure EGR
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
21) T h e G T P o w e r m o d e l l o o k s l i k e f o l l o w s. T h e m o d e l i s s i m i l a r t o t h e h i g h p r e s s u r e
egr model.
21
testing / calculation: Results for E S C- Test
low pressure egr
0.10
UPS-injection system,
EURO3 CR-injectionsystem w/o
0.08
Particles [g/kWh]
preinjection,
ATL with WG
0.06
NOx [g/kWh]
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
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Summary
I n v e s t i g a t i o n o f different e g r s y s t e m s
Detailed Modelling of
- E G R -s y s t e m
- C R injection system
- implementation of V T G
Fulfilling of E U R O 4 : f u r t h e r o p t i m i z a t i o n s (i n j e c t i o n p r e s s u r e,
c h a r g e a i r p r e s s u r e, E G R )
E T C : a f t e r t r e a t m e n t D i e s e l particle filter or S C R
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
23) L e t m e s u m m a r i z e t h e r e s u l t s. W e i n v e s t i g a t e d H I G H P R E S S U R E a n d L O W
P R E S S U R E egr systems for the D E U T Z diesel engine 2013. The detailed modeling of
egr and injection system has been discussed. The results shows good agreement
b e t w e e n t e s t i n g a n d s i m u l a t i o n. For fulfilling E U R 4 e m i s s i o n s t a n d a r d i n s t a t i o n a r y t e s t ,
further optimizations have t o be investigated. For transient test E T C exhaust gas
aftertreatment like particle filter or S C R are needed.
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... k n o w i n g i t ‘ s D E U T Z
30.10.00 2 0 0 0 G T -S u i t e U s e r C o n f e r e n c e / D e u t z A G
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