DOE Team Leader: Gurpreet Singh Prgm Mgr: …...2004 DEER Conference 2010 Emissions/Efficiency...
Transcript of DOE Team Leader: Gurpreet Singh Prgm Mgr: …...2004 DEER Conference 2010 Emissions/Efficiency...
2004 DEER Conference
Heavy Truck Clean Diesel (HTCD) ProgramHeavy Duty HCCI Development Activities
PI’s: Kevin Duffy, Andrew Kieser, Eric FlugaPrgm Mgr: David Milam
DOE Contract DE-FC05-00OR22806
DOE Team Leader: Gurpreet Singh Prgm Mgr: Roland GravelTech Mgr: Carl Maronde
2004 DEER ConferenceCoronado, CAAug 31, 2004
Caterpillar
2004 DEER Conference
2010 Emissions/Efficiency Challenge
2003
BSFC
NOx (g/hphr)0 0.5 1.0 1.5 2.0 2.5 3.0
20072010 2003
BSFC
NOx (g/hphr)0 0.5 1.0 1.5 2.0 2.5 3.0
20072010
By 2010 NOx levels must be below 0.2 g/hp*hrThese levels are unlikely with traditional diesel combustion andat best incur large BSFC and particulate penalties
How do we meet 2010 NOx levels AND improve engine efficiency?
2004 DEER Conference
Combustion Methods
HCCI (Homogeneous Charge Compression Ignition)
Gasoline(spark ignition)
Diesel (compression ignition)
hot flame region: NOx hot flame region: NOx Low temperature, well-mixed combustion
ultra low NOx and smoke !!rich core: smoke
2004 DEER Conference
HCCI Development at Caterpillar
Simulation
Fuel SystemsIn-cylinder Diagnostics
Air Systems
Single and Multi Cylinder Testing
AftertreatmentAftertreatment
CombustionDevelopment
Injection Timing
Boost Pressure
Back Pressure
VIVA Setting
Compression Ratio
Tman
A/F Ratio
Efficiency
EmissionsCylinder Pressure
Rise Rate
Desired Speed/ Power
Exhaust Temperature
Heat Rejection
Temperature
Injection Timing
Boost Pressure
Turbo Setting
Back Pressure
VIVA Setting
Compression Ratio
A/F Ratio
Efficiency
EmissionsCylinder Pressure
Rise Rate
Desired Speed/ Power
Exhaust Temperature
Heat Rejection Injection Timing
Boost Pressure
Back Pressure
VIVA Setting
Compression Ratio
Tman
A/F Ratio
Efficiency
EmissionsCylinder Pressure
Rise Rate
Desired Speed/ Power
Exhaust Temperature
Heat Rejection
Temperature
Injection Timing
Boost Pressure
Turbo Setting
Back Pressure
VIVA Setting
Compression Ratio
A/F Ratio
Efficiency
EmissionsCylinder Pressure
Rise Rate
Desired Speed/ Power
Exhaust Temperature
Heat Rejection
FEA
HCCI Fuels
Controls
2004 DEER Conference
Flexible Injection System
HCCI Injection‘low emissions’
orlate post injection for A/T
Conventional Injection‘power’
MMI funded under LTCD Program Program Mgr. - J. Fairbanks
Mixed Mode Injectordesigned to address HCCI load range issue
Both Injections Can Occur in Same Cycle to Achieve Low Emissions With High Power
2004 DEER Conference
Mixed Mode Injector
HCCI IdleHCCI Idle
MMI Part Load
HCCI Idle
MMI Part Load
MMI Full Load
2004 DEER Conference
Fuel/Engine Systems Approach
OptimizedOptimizedSystemsSystems
Benefits For:• Consumer• Environment• Industry
CAT ExxonMobil
Hardware Fuel
Engine Testing Advanced Characterization
Systems Integration Refining Process Technology
Combustion Modeling Chemical Kinetics
Fluid Dynamics Systems Modeling CCC• CC•C
C*CC C2C*OC•CCOOH
C*CC• C2•C*OHOOCCCHO + OH•
CCC
“A” “B” “C” “D” “E”
2004 DEER Conference
Joint Program Objectives
HCCI Combustion• Evaluate suitability of a range of fuels to facilitate
HCCI combustion with goal of identifying preferred HCCI fuels in an optimized engine system
Multi-dimensional Diesel Combustion Modeling• Model diesel HCCI combustion using chemical kinetic
mechanisms and multi-dimensional CFD
2004 DEER Conference
Initial Testing Shows No Benefit for Increased Cetane
Initial testing on effect of cetane #, aromatic contentIn general, fuel property changes can impact cylinder pressure rise rates, combustion phasing and HC/CO emissionsIncreasing cetane # produced undesirable advance in combustion phasing Fuels effects dependent on HCCI injection, combustion approachDetails to be presented at IFP Conference in Sept, 2004.
CetaneNumber Aromatics, %
Fuel F1 46.7 28.7Fuel F2 55.4 28.0
-20 -15 -10 -5 0 5 10 15 20 25 30Crank Angle Degree
0
5
10
Pcyl
(MPa
)
0
100
200
Hea
t Rel
ease
Rat
e (k
J/de
g)
Fuel F1CN: 46.7
Fuel F2CN: 55.4
2004 DEER Conference
Climbing the BMEP Ladder
0
500
1000
1500
2000
2500
1000 1200 1400 1600 1800 2000
Engine Speed (rpm)
BM
EP (
kPa)
HD Diesel (C15-550 hp)Nissan MK (1st gen)Nissan MK (2nd gen target)IFP - NADICAT HCCI Data
75% load!75% load!
All Cat data at <5 ppm NOx , ~0.1 AVL smoke
2004 DEER Conference
Top of the BMEP Ladder
0
500
1000
1500
2000
2500
1000 1200 1400 1600 1800 2000
Engine Speed (rpm)
BM
EP (
kPa)
HD Diesel (C15-550 hp)Nissan MK (1st gen)Nissan MK (2nd gen target)IFP - NADICAT HCCI DataRecent CAT SCTE HCCI Data
100% load!614 HP multi-equivalent
2004 DEER Conference
Test Background
3401 single cylinder engineLow CR pistonMulti-hole nozzleConventional #2 Diesel fuelNo catalyst used, CO/HC levels are engine-outVariables: Injection timing, Boost/backpressure (eff. turbo efficiency), manifold temp, etc.
Displacement 2.44L
Bore/Stroke 137.2 / 165.1 mm
Connecting Rod Length 261.6 mm
Valves per cylinder 4
Injection System Intensified Hydraulic
Swirl Ratio ~0.4
Inlet Valve Open, Close 320.3, 568.7 deg
Exhaust Valve Open, Close 119.5, 380.0 deg
2004 DEER Conference
Full Load Diesel HCCI Operation1200 rpm, 2000 kPa BMEP
02468
1012141618
-20 -15 -10 -5 0 5 10 15 20 25 30
CAD
Cyl
inde
r Pre
s (M
Pa)
01002003004005006007008009001000
Hea
t Rel
ease
(kJ/
m3)
NOx = 0.013 g/hphrAVL Smoke = 0.18CO = 3 g/hphrHC = 1.1 g/hphr
2004 DEER Conference
1200 rpm, Load Sweep
0100200300400500600700800
-15 -12 -9 -6 -3 0 3 6 9 12 15 18
CAD
Hea
t Rel
ease
(kJ/
m3)
full load3/4 load1/2 load1/4 load
02468
1012141618
-20 -15 -10 -5 0 5 10 15 20 25 30
CAD
Cyl
inde
r Pre
ssur
e (M
Pa) full load
3/4 load1/2 load1/4 load
2004 DEER Conference
Compression Ratio Effect
0
1
2
3
4
5
6
7
8
-20 -15 -10 -5 0 5 10 15 20
CAD
Cyl
inde
r Pre
ssur
e (M
Pa)
-50050100150
200250300350400
Hea
t Rel
ease
Rat
e (k
J/m
3)
Baseline CRBL+2 CR
2004 DEER Conference
Single Cylinder HCCI Emissions Data
NOx levels meet 2010 standard (0.2 g/hphr) without NOx aftertreatment
Smoke levels low, but still may need PM trap to meet 2010 standard (transient)
00.10.20.30.40.50.60.70.80.9
1
400 600 800 1000 1200 1400 1600 1800 2000 2200
BMEP (kPa)
AVL
Sm
oke
1200 rpm1500 rpm1800 rpm
0
0.050.1
0.150.2
0.25
0.30.35
0.4
400 600 800 1000 1200 1400 1600 1800 2000 2200
BMEP (kPa)
BSN
Ox
(g/h
phr) 1200 rpm
1500 rpm1800 rpm
2004 DEER Conference
HC/CO Emissions Data
0.14 g/hphr HC standard for 2010. Light loads very challenging. Higher loads will still require 80%+ HC conversion (temp is sufficient).
15.5 g/hphr CO standard for on-highway in 2010. Off-road levels for Tier 4 in the 3-4 g/hphr range. Oxidation catalysts at 90% efficiency should achieve these levels with sufficient temperature.
0
1
2
3
4
5
6
400 600 800 1000 1200 1400 1600 1800 2000 2200
BMEP (kPa)
BSH
C (g
/hph
r) 1200 rpm1500 rpm1800 rpm
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10
20
30
40
50
60
400 600 800 1000 1200 1400 1600 1800 2000 2200
BMEP (kPa)
BSC
O (g
/hph
r) 1200 rpm1500 rpm1800 rpm
2004 DEER Conference
Low Temperature Oxidation Catalysts
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
0 50 100 150 200 250 300 350Catalyst Face Temperature (deg C)
HC
Con
vers
ion
%
Supplier ASupplier BSupplier CSupplier C (3x Pt)Supplier D (3x Pt)
Idle 1/4 load
Even with excessive PT loadings, the low temperature
performance is not adequate
2004 DEER Conference
Many Challenges Remain
Multi-cylinder engine implementationControlling combustion phasing (best sensor?), ECM processor capability, transientsLight load HC/CO cleanupStructural reliability with higher PCP and rise ratesNoise/vibrationEtc.
2004 DEER Conference
Summary and ConclusionsFundamental recipe for HCCI operation with diesel fuel now developed Significant progress made on expanding operating range for HD HCCI engineFull load HCCI extremely challengingFlexible fuel systems can enable mixed mode operationFuels effects can have impact on performance/emissionsMuch work still needed to determine production feasibility of HCCI as a 2010 emissions strategyAdvanced technology Diesel engines should continue to have long term viability as a prime power source for on and off-highway markets