HCCI collaborative taskMONDAY, 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 ofU1ro Science and Technology (KAIST), Korea

09:50i—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, National Research Council Canada, Craig Fa irb ridge, Natural ResourcesfU&-o

Canada, and Ken Mitchell, Shell Canada Limited, Canada

10:10-Om Utilization of HCCI concept - behavior of autoignition of end gas without knock in an engine, Eiji Tomita and

*5 Nobuyuki Kawahara, Okayama University, Japan

10:30-10:50L>t/tQ>

LL

Break

10:50 Active fuel design and management for homogeneous charge compression ignition (HCCI), Huang Zhen,

u Shanghai Jiao Tong University, China

11:10ui 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 ongasoline

—FR47333CVX -©- FR47334CVX —K— FR47336CVX

Gross IMEP [bar]

Path to high efficiency gasoline engineSI HCCI RFC

Prof. Bengt JohanssonDivision 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 engineFuelMEP

Combustion efficiency)-----► QemisMEP

QhrMEPQhtMEP

QlossMEPThermodynamic efficiency,

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:l3. SI, Rc=18:l4. SI, Rc=9.5:l (std)

• Scania D12 Heavy duty diesel engine,5. HCCI, Rc=18:l;

Ther

mod

ynam

ic E

ffici

ency

[-]

0.55

0.50

0.45

0.40

0.35

0.30

0.25-

Thermodynamic efficiencySaab 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

SAE2006-01-0205

2 4BMEP [bar]

Gas

Exc

hang

e Ef

ficie

ncy [

-] C

ombu

stio

n Effi

cien

cy [-

]

-2

All four efficiencies

2 4BMEP [bar]

0.6

= 0.5

| 0.4 bHI•§ 0.3COf 0.2i0)jE 0.1

0.0-2

L850 HCCI VCR HCCI L850 high CR SI L850 SI standard ScaniaD12 HCCI

2 4BMEP [bar]

-2 0 2 4 6 8BMEP [bar]

11

S'c0)obLU

sc03-50)

1.0

0.9

0.8

0.7

0.6

0.5

0.4-2 0 2 4 6 8

BMEP [bar]

Partially P remixed Combustion

-180 -160 -140 -120 -100 -80 -60 -40 -20SOI [ATDC]

Def: region between truly homogeneous combustion, HCCI and diffusion controlled combustion, dieselTrade-off between NOx and HC, soot typicalCombustion process not well known Soot a key feature

12

Effect of EGR with diesel fuelLoad 8 bar IMEP

Abs. Inlet Pressure 2.5 bar

Engine Speed 1090 rpm

Swirl Ratio 1.7

Compression Ratio 12.4:1 (Low)

DEER2005

RoH

r [J/

CAD

], C

yl pr

ess

[bar

] Nee

dle L

ift [A

U] RoH

r [J/

CAD

], C

yl pr

ess [

bar].

Nee

dle

Lift

[AU

] 1350

300

250

200

150

100

50

soot = 0.13FSN HC = 66ppm NOx = 142npm CO = 0.00% CombEff = 99.8% IMEPn = 8,6bar EGR = 40% lambda = 2.5 pin I - 2.5bar Tinl = 2S4X speed = 1090rpm CR = 12.4 CA50 = 7.7<ATDC

0--40

Cyl pres [bar] RoHr [J/CAD] Needle Lift [AU]

-20

350

300

250

200

150

100

50

-40 -20 0CAD

20 40 RoH

r [J/

CAD

], C

yl pr

ess [

bar] N

eedl

e Li

ft [A

U] RoH

r [J/

CAD

], C

yl pr

ess [

bar] N

eedl

e Li

ft [A

U] 2

350

300

250

200

150

100

50

0-40 -20 0 20 40

CAD

soot = 3 2FSN HC = 220ppm NOx = 5.6ppm CO = 0.30% CombEff = 98.2% IMEPn = 3,2bar EGR = 68% lambda = 1.35 pinl - 2.5bar Tinl = 36,0*C speed = 1090rpm CR = 12.4 CA50 = T.O'ATDC

Cyl pres [bar]----- RoHr [J/CAD]----- Needle Lift [AU]

350 soot = 0.12FSN 4 - Cyl pres [bar]HC =1472ppm -—- RoHr [J/CAD]

300 NOx = 1,1ppmCO = 2.4%

---- Needle Lift [AU]

250CombEff = 88.2%IMEPn = 7.6bar -

200EGR = 75%lambda = 1.07 Apinl = 2.5bar / \Tinl = 34.3X '

150 speed = 1090rpm /CR = 12.4 /

100 CA50 = 7.5°ATDC /—

50

0-40 -20 20 400

CAD

PPC with low cetane diesel„ Nozzle 8x0.18x120, SOI -33 ATDC, 1200 rpm, CR-pres 1500 bar | 280

_0~o00

Q<O

!QonXo

CH

co.Q

(/)0

>O

260240220200180160140120100

80604020

0

EGR = 52 %

IMERn = 15.6 bar

CA50 = 6.9 CAD

COV = 2.0

CombEffEm = 97:1 %

NOx = 8 ppm

247 ppm

0.7 %

I I I I ICyl pres [bar]

...... RoHR/5 [J/CAD]NeedleLift [AU]

....i Pinl = 2.42 bari*ii Pexh = 2.46 i bar

...... ii■i Tinl = 22 °C

= 1.05iii Texh = 377 °C

vVsAA/ViaAayV K yy:yfy wV*/vy-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60

CADLie. Thesis by Henrik Nordgren 2005 and presented at DEER2005 YtLXliUi

N 2000 [rpm]

IMEPg 13.38 [bar]

Pin 2.57 [bar]

Tin 354 [K]

EGR 39 [%]

lambda 1.75 [-]

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

-40 -20CAD [TOO]

Efficiencies & EmissionsI

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 D12Bosch Common RailPrailmax 1600 [bar]

Orifices 8 [-]

Orifice Diameter [mm]

Umbrella Angle ( 120 Fe9]X ---------- - /

Engine / Dyno SpecBMEPmax 15 [bar]

Vd 1951 [cm3]

Swirl ratio 2.9 [-]

Two test series, high and low compression ratio

Low Compression Ratio PRC

19

Injection StrategyIt consists of two injections. The first 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.The first injection must not react during the compression stroke, this is achieved by using EGR.

Const. Load & CA50

It must not react during compression

CAD [TDC]

Fuel amount in the pilot is a function of:1. Rc2. RON/MON3. EGR

20

Running Conditions

Gross IMEP [bar]

Inlet Temperature Exhaust Temperature

2.25

O Inlet Pressure □ Exhaust Pressure

Gross IMEP [bar]

Efficiencies

\xBMEP

100

95

90

85

80

75

70

65

60

55

50

O Combustion Efficiency □ Thermal Efficiency

4 5 6 7 8 9 10 11 12 1vGross IMEP [bar]

22

Efficiencies

Emission MEPQhr MEP

Heat Transfer MEP

Exhaust MEP

O Gross Ind. Efficiency □ Net Ind. Efficiency

—|— Brake EfficiencyPump MEP

Friction MEP

Gross IMEP [bar]BMEP

23

Emissions

O Gross-B-Net—X— Brake

2 0.2

z 0.15

Gross IMER [bar]

O Gross-B-Net—X— Brake

Gross IMEP [bar]

HC

[g/k

Wh]

Sm

oke

[FS

N]

Gross IMEP [bar]

O Gross-B- Net—X— Brake

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

NO

x [g

/kW

h]Emissions

—X— Gross -©- Net —X— Brake

Gross IMFP Fbarl

04 10

Gross IMEP12[bar]

6 8 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

29