On-Track Combustion Sensing

Transcription

Professional Motorsport World Expo 2013
Race Engine Technology Workshop
Bosch Engineering North America
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BEG/MSD-NA Ostmann | 10/21/2013 | © 2013 Robert Bosch LLC and affiliates. All rights reserved.
Introduction
What are the challenges?
What are requirements for the HW?
Bosch Motorsport Sensor
Bosch Motorsport ECUs
Status of development
Bosch Motorsport Roadmap
Plans for the future
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Introduction
This workshop will explain how we can use Bosch
Technology to take combustion analysis procedures
from the dyno into a racecar on the track
Speaker’s Background
Name:
Age:
Family:
Nationality:
Degree:
Career:
Uwe Ostmann
36 years
married, 2 boys (3/6)
born in Germany, living in the US since August 2012
Dipl.Ing. (Fh) in Mechanical Engineering
2001-2005 Diesel Spray Analysis and Optimization at Bosch
2005-2008 Diesel Calibration engineer at Bosch for Peugeot
2008-2012 Lead Engineer & PM Audi-LMP1 at Bosch Motorsport
2012 Advanced Developments Bosch Motorsport NA
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Introduction
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Current combustion analysis technology

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Provides all necessary information for combustion analysis
Provides tools and procedures for complex processing
Provides interfaces to engine or dyno controls
Cylinder Pressure
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Engine
Pressure Sensors
Analysis Rack
Data Analysis and
Logging
Data Post
Processing
Amplifier 19”
Analyzer 19”
Crank Encoder

has best in class signal accuracy - with following limitations
 needs special signal amplifier and analysis boxes (usually 19” rack)
 sensitive to vibration & EMV (very limited runtime on race engines)
 is cost intensive (1 sensor usually multiple thousand Euros)
 is limited to analysis, no closed loop control w/o additional HW
EMV - Electromagnetic Vulnerability
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
does not fit into a racecar and thus
 does not provide information about signal drifts over track time
 does not provide combustion information at night or at rain
 does not interface with engine controllers to allow for closed-loop
control of knock or peak pressure
???
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
is available for in-car use for production applications, but
 is big (440 x 212 x 265 mm)
 is heavy (>10 kg)
 draws much power from the electric on-board system (60W)
 needs an operator at the Laptop
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Current on-track solutions
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Lambda-control
 good for variation in air/fuel ratio
 usually limited to whole engine or engine-bank (averaged fueling)
 does not control cylinder pressure levels
Knock Control
 protects engine from damage due to high pressure peaks
 compensates for different fuel, humidity, temperature
 doesn’t keep engine at knock limit, just retards spark timing
 sometimes hard to calibrate (sensor position, noise level etc.)
 additional equipment needed for calibration
 does not work in high shock and vibration environment
(e.g. Rally)
KP
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Current on-track solutions
knock sensor output at different knock sensor locations
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Introduction
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Requirements for the sensor

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small and lightweight to fit into the packed cylinder head of
a modern 4V direct injection race engine
signal should not require additional electronics to be read by an ECU
robust against EMV, vibration, thermal shock etc.
cost effective because one sensor per every cylinder is needed
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Requirements for the analyzer
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ruggedized, small and lightweight to fit into a racecar
enough sampling capabilities (at least 100ks/s)
appropriate filter capabilities
enough calculation power for cylinder individual closed loop control
compatible to available electronics and tools
 calibration
 logging
 telemetry
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Introduction
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Bosch Motorsport CP340

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miniature fiber-optic sensor
up to 340bar pressure range
aluminum enclosure with signal
conditioner and all electric circuitry
Robust against high-temperature,
vibration and EMV
specifically designed for engine control
and combustion monitoring in racecars
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52g
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CP340 in flush Bore
Description:
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Washer sealing method used
Integrated heat shield protects
sensor diaphragm against
thermal shock
Flush mounted with top of
combustion chamber to reduce
resonance
Gap
varies
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CP340 in recessed Bore
Description:
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Face or Washer Sealing
method used
More protection against
thermal shock, higher risk for
resonance
Best compromise between
robustness and accuracy
Gap
varies
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
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signal quality as good as current
standard
better than spark plug solutions
(better knock spike resolution)
no sensitivity for mechanical noise
(valve closing etc.)
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Introduction
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4
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8
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All Bosch Motorsport MS5-family ECUs have
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12bit single channel Fast-ADCs with max. 500 ks/s and 12-bit
multichannel ADCs with max. 200 ks/s
FPGA for best filtering possibilities and fast pre-processing of high
resolution cylinder pressure data
MPC5200 controller with 400 MHz and 128 MB RAM to allow for
complicated model based control algorithms
Simulink based SW development with possibility of SW-Sharing
FADC = Fast Analog Digital Converter
FPGA = Field-Programmable Gate Array
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Introduction
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Status of sensor development

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CP340-G
 sensor for naturally aspirated gasoline engines up to 150bar
 function and signal quality validated, 40h endurance run planned
for end of November
CP340-D
 sensor for boosted high soot Diesel applications up to 340bar
 in test phase, samples available
CP340-F1
 sensor for boosted GDI engines up to 340bar
 in test phase, samples available
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Status of analyzer development

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HW is ready and available
Following Algorithms are developed and tested*
 Knock intensity Ki
 Peak pressure + angle of peak pressure
 IMEP, B_misfire, B_knock
*not available on all ECUs yet
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Status of analyzer development
Example: ECU MS5.1 + CP340-G
 ECU reads raw signals with 200kHz and does detailed analysis in FPGA
 FPGA provides following information for max. 8 cylinders to SW-level
 Knock intensity Ki
 Peak pressure + angle of peak pressure
 B_misfire, B_knock
 IMEP
 ECU uses data for closed loop control and provides them on
CAN, Logger or Telemetry
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Introduction
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Roadmap of CP340 sensor development
CP340-G
 naturally aspirated gasoline engines up to 150 bar peak
 e.g. LMPx, Nascar, TUSCC, GT, DTM etc.
CP340-D
 high-boost high-soot diesel engines up to 340 bar peak
 e.g. LMPx, TUSCC, GT, Rally etc.
CP340-F1
 high boost gasoline engines up to 340 bar peak
 e.g. LMPx, Indycar, F1, F3, TUSCC, GT, WRC etc.
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Introduction
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Integration in world wide race series

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With Bosch standalone ECUs or Bosch-ECUs as CAN-Bypass
device, a closed loop knock / peak pressure control can be realized
for each cylinder individual
Various on-track monitoring options are possible
Innovative options are possible for sanctioning bodies (e.g. IMEP
limits, real time penalties if IMEP on Telemetry)
Here some possible examples for major race series
 Nascar (MS5.1 over CAN-Bypass = 8 x CP340 possible)
 GT (MS5.0 standalone = 4 x CP340 possible)
 ALMS / TUSCC / DTM (MS5.1 standalone = 8 x CP340 possible)
 Indy (MS5.1 over CAN-Bypass = 8 x CP340 possible)
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Modem
On the dyno
- direct access to the
ECU, no logger needed
- SW-development
possible in Simulink
Telemetry
Ethernet
RS232
Pit-PC
Ethernet (in Pit)
Ethernet
CP340
on the engine
DDU 8
with int. 2 GB
Data Logger
Ethernet
MS5.1
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On the track
- real time data acquisition with a
Bosch datalogger
- monitoring of engine and
combustion data on Telemetry
Thanks for your Attention
Uwe Ostmann
Expert Motorsport
Robert Bosch LLC
Bosch Motorsport
Department (BEG/MSD-NA)
38000 Hills Tech Drive
Farmington Hills, MI 48331 USA
www.bosch-motorsport.com
Tel: 248.876.5598
Cell: 248.408.1216
[email protected]
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On-Track Combustion Sensing

Transcription

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