Spark Assisted Compression Ignition (SACI)

HCCI collaborative task MONDAY, September 21, 2009

07:00-08:40 Breakfast

08:40 Opening remarks

08: 50 RPC for high fuel efficiency engine operation, Bengt Johansson, Lund University, Sweden

09:10 Research into the fuel properties for HCCI, Hongming Xu, University of Birmingham, UK

09:30 Dual fueled HCCI operation with DM E/LPG/gasoline/hydrogen, Choongsik Bae, Korea Advanced Institute of U1 ro Science and Technology (KAIST), Korea i— 09:50 o Effect of cetane number on HCCI combustion efficiency and emissions, Vahid Hosseini, W Stuart Neill, e> -M Hongsheng Guo, Wallace L. Chip pi or, NationalResearch Council Canada, Craig Fa irb ridge, Natural Resources fU &- Canada, and Ken Mitchell, Shell Canada Limited, Canada o -O 10:10 m Utilization of HCCI concept - behavior of autoignition of end gas without knock in an engine, Eiji Tomita and *5 Nobuyuki Kawahara, Okayama University, Japan L> 10:30-10:50 t/t Break Q> 10:50 LL Active fuel design and management for homogeneous charge compression ignition (HCCI), Huang Zhen, Shanghai Jiao Tong University, China u u 11:10 i Preliminary results on HCCI implementation with high cetane number fuel, Martti Larmi, Helsinki University of Technology, Finland

11:30 Study of advanced combustion mechanisms for clean engines at Istituto Motori, Felice E. Corcione, Istituto Motori CNR, Italy Partially Premixed Combustion, PPC, for high fuel efficiency engine operation

Prof. Bengt Johansson

Division of Combustion Engines Department of Energy Sciences Lund University Scania diesel engine running on gasoline

—FR47333CVX -©- FR47334CVX —K— FR47336CVX

Gross IMEP [bar] Path to high efficiency gasoline engine

SI HCCI RFC

Prof. Bengt Johansson

Division of Combustion Engines Department of Energy Sciences Lund University Path to high efficiency gasoline engine

• Lean HCCI in three engines, 0.3-2 l/cyl - 50-54% thermal efficiency • PRC in Volvo Cars diesel engine, 0.51/cyl - 56% thermal efficiency, 51% indicated • PRC in Scania, 2 l/cyl, 17:1 - 57% indicated efficiency • PPC in Scania 2 l/cyl, 14.3:1 - 55% indicated efficiency with high

5 Efficiencies? Energy flow in an IC engine

FuelMEP

Combustion efficiency)----- ► QemisMEP

QhrMEP QhtMEP

Thermodynamic efficiency, QlossMEP

QexhMEP ^Gross Indicated efficienc^) IMEPgross

(^Gas exchange efficiency PMEP Pump MEP

Net Indicated efficiency^ IMEPnet

Mechanical efficiency^ FMEP

Brake efficiency BMEP

Brake Combustion Thermodynamic GasExchange Mechanical HCCI benchmark tests Three test engines; five cases:

5 cyl of 0.32 I 4 cyl of 0.5 I 6 cyl of 1.95 I • Saab SVC variable compression ratio, VCR, 1. HCCI, Rc= 10:1-30:1; • General Motors L850 "World engine" 2. HCCI, Rc=18:l 3. SI, Rc=18:l 4. SI, Rc=9.5:l (std) • Scania D12 Heavy duty diesel engine, 5. HCCI, Rc=18:l; SAE2006-0 Scania General Saab

Thermodynamic Efficiency [-] Fuel: 0.40 0.45 0.50 0.55 0.25- 0.30 0.35

SVC US

D12 1-0205

Motors Thermodynamic regular

variable

Heavy

L850

Gasoline

duty compression

"World diesel

engine",

engine,

ratio, 2 BMEP

VCR, HCCI, HCCI,

[bar] HCCI,

Rc=18:l, Rc=18:l; 4

Rc=10:1-30:1;

SI,

Rc=18:l,

efficiency

SI,

Rc=9.5:l

(std) Gas Exchange Efficiency [-] Combustion Efficiency [-] -2 -2

2 2 BMEP BMEP

All

[bar] [bar] 4 4

four 6

8 efficiencies 11 -5 LU b s 0) 03 c o 0) c S' jE •§ HI b = f i CO | 0)

0.5 0.6 0.7 0.8 0.9 0.4 1.0 0.6 0.0 0.1 0.2 0.3 0.4 0.5

-2 -2

2 BMEP 2 BMEP

[bar] [bar] 4 4 VCR ScaniaD12 L850 L850 L850

HCCI SI high HCCI

standard

HCCI

8 Partially P remixed Combustion

-180 -160 -140 -120 -100 -80 -60 -40 -20 SOI [ATDC] Def: region between truly homogeneous combustion, HCCI and diffusion controlled combustion, diesel Trade-off between NOx and HC, soot typical Combustion process not well known 12 Soot a key feature Effect of EGR with diesel fuel

Load 8 bar IMEP Abs. Inlet Pressure 2.5 bar Engine Speed 1090 rpm Swirl Ratio 1.7 Compression Ratio 12.4:1 (Low)

DEER2005 RoHr [J/CAD], Cyl press [bar] Needle Lift [AU] RoHr [J/CAD], Cyl press [bar]. Needle Lift [AU] 300 350 200 250 200 250 300 350 100 150 100 150 50 50 -40 -40 0- pin CA50 CR speed Tinl lambda CombEff CO soot EGR IMEPn NOx HC

= = = -

= =

= 66ppm 12.4 2.5bar 0.00%

= 2S4X

= 0.13FSN 1 = 40%

7.7

-20 1090rpm -20

8,6bar

2.5

99.8%

CAD 1 0 Needle Cyl RoHr 20

pres

[J/CAD]

Lift

[bar]

[AU]

RoHr [J/CAD], Cyl press [bar] Needle Lift [AU] RoHr [J/CAD], Cyl press [bar] Needle Lift [AU] 300 350 200 250 200 250 300 350 100 150 100 150 50 50 -40 -40 0 0

CO soot CA50 CR speed Tinl pinl EGR CombEff CA50 CR speed Tinl pinl lambda EGR CombEff CO soot NOx IMEPn NOx HC lambda IMEPn HC

======-

= = =

= =

220ppm 2.4% 0.30% 12.4 2.5bar 1472ppm 12.4 2.5bar

= 36 = 34.3X

3 = 0.12FSN = 5.6ppm 1 = = 68% 75%

7.5°ATDC = T.O'ATDC = ,1ppm

2FSN -20 -20 1090rpm ,0*C 1090rpm

7.6bar 3,2bar

= =

1.07 1.35

88.2% 98.2%

CAD CAD / 4 / 0 0 / / 2 A

\ ' — ------—

- -

Needle RoHr Cyl 20 20 Cyl Needle RoHr

pres

[J/CAD]

[J/CAD] Lift

Lift [bar]

[bar]

[AU]

[AU] 40 40 - PPC with low cetane diesel

„ Nozzle 8x0.18x120, SOI -33 ATDC, 1200 rpm, CR-pres 1500 bar | 280 I I I I I Pinl = 2.42 bar 260 Cyl pres [bar] ....i ii* ...... RoHR/5 [J/CAD] i Pexh = 2.46 i bar 240 ...... i _0 NeedleLift [AU] i ~o i■ Tinl = 22 °C i 0 220 i 0 = 1.05 i Texh = 377 °C 200 EGR = 52 % Q 180 < IMERn = 15.6 bar O 160 CA50 = 6.9 CAD 140 !Q COV = 2.0 on 120 X CombEffEm = 97:1 % o 100 NOx = 8 ppm CH 80 247 ppm co 60 .Q 0.7 % (/) 40 0 20 vVsAA/ViaAa > 0 yV K yy:yfy wV*/vy O -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

Lie. Thesis by Henrik Nordgren 2005 and CAD presented at DEER2005 YtLXliUi Injection SOI [TDC] Fuel MEP [bar] Percentage [%] 1 -64.00 10.88 41.28 2 -29.20 7.74 29.36 3 0.80 7.74 29.36

N 2000 [rpm] IMEPg 13.38 [bar] Pin 2.57 [bar] Tin 354 [K] EGR 39 [%] lambda 1.75 [-] -40 -20 CAD [TOO] Efficiencies & Emissions I

dPmax 7.20 [bar/CAD] CAS 3.40 [TDC] ID -1.00 [CAD] CA50 11.35 [TDC] CA90-10 13.00 [CAD] Experimental setup, Scania D12

Bosch Common Rail Prailmax 1600 [bar] Orifices 8 [-] Orifice Diameter [mm] Umbrella Angle ( 120 Fe9] X ------/ Engine / Dyno Spec BMEPmax 15 [bar] Vd 1951 [cm3] Swirl ratio 2.9 [-] Two test series, high and low compression ratio

Low Compression Ratio PRC

19 Injection Strategy

It consists of two injections. The first Const. Load & CA50 one is placed @ -60 TDC to create a homogeneous mixture while the second around TDC. The stratification created by the second injection triggers the combustion. It must not The first injection must not react react during during the compression stroke, this is compression achieved by using EGR. CAD [TDC]

Fuel amount in the pilot is a function of: 1. Rc 2. RON/MON 3. EGR 20 Running Conditions

Inlet Temperature Exhaust Temperature

2.25

O Inlet Pressure □ Exhaust Pressure

Gross IMEP [bar] Gross IMEP [bar] Efficiencies

100

80 O Combustion Efficiency 75 □ Thermal Efficiency 70

50 \x 4 5 6 7 8 9 10 11 12 1v Gross IMEP [bar] BMEP

22 Efficiencies

Qhr MEP Emission MEP

Heat Transfer MEP

Exhaust MEP O Gross Ind. Efficiency □ Net Ind. Efficiency Pump MEP —|— Brake Efficiency

Friction MEP

Gross IMEP [bar] BMEP

23 Emissions

O Gross -B-Net —X— Brake [FSN] 2 0.2

z 0.15 Smoke

Gross IMER [bar] Gross IMEP [bar]

O Gross O Gross -B-Net -B- Net —X— Brake —X— Brake

[g/kWh]

Gross IMEP [bar] Gross IMEP [bar] Low Compression Ratio PRC

MEP Sweep @ 1300 [rpm] Efficiencies

# Combustion Efficiency Thermal Efficiency X Gas Exchange Efficiency _____ Mechanical Efficiency

Pump MEP

Gross IMEP [bar] Efficiencies

Emission AM

Heat Transfer Mi

Exhaust MEP

27 Emissions

Gross Brake Net

8 Gross Gross 10

IMFP IMEP

12 Fbarl [bar] 14 16 18 Gross

IMFP

Fharl Summary: Path to high efficiency gasoline engine

• Lean HCCI in three engines, 0.3-2 l/cyl - 50-54% thermal efficiency • PRC in Volvo Cars diesel engine, 0.51/cyl - 56% thermal efficiency, 51% indicated • PRC in Scania, 2 l/cyl, 17:1 - 57% indicated efficiency • PRC in Scania 2 l/cyl, 14.3:1 - 55% indicated efficiency with high