Emission calibration

Drivability calibration

• Optimum calibration for high drivability index fuel
• Logic development for high drivability index fuel
• Drivability calibration over -30 ˜ 50。... ambient temperature

OBD-II calibration

• OBD-II, EOBD and KOBD regulation

Vehicle benchmarking

• Emission related hardware, logic and calibration
• Fuel economy related hardware, logic and calibration
• Drivability related logic and calibration

Fuel economy analysis

• Energy Flow-Down Method

Development of advanced fuel economy system and logic

Catalyst bench aging and vehicle durability cycle development corelated with in-use DF

Fast light-off control

• H / W side
  • Place the catalyst as close as possible to exhaust manifold
  • Increase catalyst cell density
• Calibration side to increase heat flux
  • Increase Idle engine speed
  • Spark timing calibration
  • Waste-gate position open control

Reduce engine-out raw emissions
: optimum catalyst heating point and cold start

• Intake / exhaust VVT control
• Injection strategy calibration
  : SOI, EOI, fuel pressure, split injection calibration

NOx conversion efficiency increase

• Fuel cut off condition calibration
• Catalyst purge calibration to increase NOx conversion efficiency
• Lambda control calibration with downstream O2 sensor feedback

GPF model calibration

• DP soot mass with clean filter model
• Engine out soot model
• Soot burning rate model
• GPF temperature model

GPF control

• Passive / active regeneration control
  (Lambda, temperature control)
• Fuel cut off conditon calibration during regeneration
• Soot mass validation (model vs actual mass)
• Soot burning efficiency test
• Service regeneration strategy
• GPF regeneration strategy (duration, coordinator)
• GPF OBD (efficiency) strategy

GPF validation test

• GPF failure check through uncontrolled burning test (DTI, DTO)
  : CT scanning confirmed
• Environment test (cold, hot, altitude)
• Ash calibration with fleet test

SCR model calibration

• Raw NOx, NO / NO2 ratio modeling
• NOx conversion efficiency modeling
• NH3 loading / slip modeling
• SCR temperature model
• SCR efficiency model

SCR Control

• Heat-up
• NH3 loading target
• Urea dosing schedule
• SCR defrost calibration in cold condition
• Strategy for improvement of emission(RDE, WLTC, NEDC, etc.)
• SCR OBD strategy(efficiency, incorrect urea, consumption, etc.)

SCR validation test

• Environment test(cold, hot, altitude)
• Validation of model accuracy
• Robustness of NOx conversion efficiency in real driving

DPF model calibration

• DP soot mass with clean filter model
• Engine out soot model
• Soot burning rate model
• DPF temperature model

DPF control

• Heat-up / active regeneration control (air control, post injection control)
• Open & closed loop temperature control
• Transient conditon check and calibration
• Soot mass validation (model vs actual mass)
• Soot burning efficiency test
• Service regeneration strategy
• DPF regeneration strategy (duration, coordinator)
• DPF OBD (PM sensor, efficiency) strategy

DPF validation test

• DPF failure check through uncontrolled burning test (DTI, DTO)
  : CT scanning confirmed
• Environment test (cold, hot, altitude)
• Oil dilution & ash check with fleet test

Additional challenge for better fuel consumption

• Thermal management
  • Integrated thermal management 3-way valve control(block, radiator, heater)
  • Split cooling circuit
  • Optimized temperature of each part
• Weight reduction
  • Aluminum cylinder block
• Friction reduction
  • Piston & ring design optimization
  • Crankshaft balance weight optimization
  • Variable oil pump integrated with vacuum pump
  • Timing belt instead of chain system
  • Camcarrier-camshaft module
  • Crank offset
  • Roller rocker arm
  • Switchable water pump or electrically controlled thermostat

After treatment system

• SCR system will be in multiple locations and the total size will be larger
• Urea injection will be multi-point injection.
• DPF would not need active regeneration any more, only passive type would be enough.
• Electrically heated catalyst could be used for cold start emission.

Combustion system

• With enhanced SCR system, engine developmint could be focused only on better thermal efficiency and on reducing PM, no longer on reducing NOx emission as before.
• Compression ratio would be raised to around 18 from current 15~16.
• EGR would be used limitedly or the system even may be deleted.
• High swirl would be required less than before, therefore port could be optimized for more flow.

Electrification

• 48V mild hybrid system will used.(P0~P2)
• EHC could be effective by 48V system

Principle of Energy Flow-Down Method

To improve fuel economy of your car, understanding of engine + T / M + vehicle interaction and control strategy (ECU, TCU) are very Important

Benets of Energy Flow-Down Method

• Energy Flow-Down Method can analyze the fuel consumption and contribution of each component and ECU / TCU control data through systematic approach.
• Client can have the whole view for the quantitative fuel consumption and contribution of each component.
• Client can recognize the weak and strong points against target vehicle.
• Client can understand how top maker optimizes every component and control data to improve fuel economy.
• Client can make catch-up plan of short, mid, long term in the most efcient cost.