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; Thermodynamic efficiency Saab SVC variable compression ratio, VCR, HCCI, Rc=10:1-30:1; General Motors L850 "World engine", HCCI, Rc=18:l, SI, Rc=18:l, SI, Rc=9.5:l (std) Scania D12 Heavy duty diesel engine, HCCI, Rc=18:l; Fuel: US regular Gasoline 0.55 0.50 [-] 0.45 Efficiency 0.40 0.35 0.30 Thermodynamic 0.25- 2 4 BMEP [bar] SAE2006-0 1-0205 All four efficiencies 0.6 = 0.5 [-] | 0.4 b HI Efficiency •§ 0.3 CO f 0.2 L850 HCCI i VCR HCCI 0) L850 high CR SI Combustion jE 0.1 L850 SI standard ScaniaD12 HCCI 0.0 -2 2 4 -2 2 4 BMEP [bar] BMEP [bar] 1.0 0.9 [-] S' c 0) 0.8 o Efficiency b LU 0.7 s c 03 0.6 Exchange -5 0) Gas 0.5 0.4 11 -2 0 2 4 6 8 -2 0 2 4 6 8 BMEP [bar] BMEP [bar] 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 1 2 [AU] [AU] 350 soot = 0.13FSN 350 soot = 3 2FSN Cyl pres [bar] Lift HC = 66ppm Cyl Lift HC = 220ppm ----- RoHr [J/CAD] pres [bar] 300 NOx = 142npm RoHr [J/CAD] 300 NOx = 5.6ppm ----- Needle Lift [AU] CO = 0.00% Needle Lift [AU] CO = 0.30% CombEff = 99.8% CombEff = 98.2% Needle 250 Needle 250 IMEPn = 8,6bar IMEPn = 3,2bar EGR = 40% EGR = 68% lambda = 2.5 lambda = 1.35 [bar]. 200 [bar] 200 pin I - 2.5bar pinl - 2.5bar Tinl = 2S4X Tinl = 36 ,0*C 150 150 press speed = 1090rpm press speed = 1090rpm CR = 12.4 CR = 12.4 Cyl CA50 = 7.7<ATDC Cyl CA50 = T.O'ATDC 100 100 50 50 [J/CAD], [J/CAD], 0- 0 -40 -20 -40 -20 0 20 40 RoHr RoHr CAD [AU] [AU] 350 350 soot = 0.12FSN 4 - Cyl pres [bar] Lift Lift HC =1472ppm -—- RoHr [J/CAD] 300 300 NOx = 1,1ppm ---- Needle Lift [AU] CO = 2.4% CombEff = 88.2% Needle 250 Needle 250 IMEPn = 7.6bar - EGR = 75% lambda = 1.07 A [bar] [bar] 200 200 pinl = 2.5bar / \ Tinl = 34.3X ' 150 150 press press speed = 1090rpm / CR = 12.4 / Cyl Cyl CA50 = 7.5°ATDC / 100 100 — 50 50 [J/CAD], [J/CAD], 0 -40 -20 0 20 40 -40 -20 0 20 40 RoHr RoHr CAD CAD 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 95 90 85 80 O Combustion Efficiency 75 □ Thermal Efficiency 70 65 60 55 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] HC 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 —X— Gross -©- Net —X— Brake [g/kWh] NOx Gross IMFP Fbarl Gross IMFP Fharl 0 4 6 8 10 12 14 16 18 Gross IMEP [bar] 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 29.