Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
Called reactivity controlled compression ignition, or RCCI, the base technology uses multiple
injections of differing fuel types to optimize
combustion phasing, duration and magnitude.
Laboratory experiments performed at the Engine
Research Center and at Oak Ridge National
1. S
plitter, D.A., Wissink, M., DelVescovo, D., and Reitz, R.D., RCCI Engine Operation Towards 60% Thermal Efficiency, SAE Paper 2013-01-0279, 2013.
2. K
okjohn, S.L., Hanson, R.M., Splitter, D.A., and Reitz, R.D., Fuel Reactivity Controlled Compression Ignition (RCCI):
A Pathway to Controlled High-Efficiency Clean Combustion, International Journal of Engine Research, Special Issue on Fuel Efficiency, Vol. 12, pp. 209-226, doi:10.1177/1468087411401548, 2011.
Figure 4
The RCCI technology portfolio (warf.org/RCCI) comprises nine related patents and patent pending
technologies that enable the unique in-cylinder fuel blending, stratification and compression combustion
process. WARF seeks partners to license and develop the RCCI technologies.
P100054US01 Reactivity Controlled Compression Ignition Engine;
P100054US02 Fuel Reactivity Method Cuts Diesel Engine Emissions;
P110092US01 Engine Combustion Control at Low Loads with
Reactivity Controlled Compression Ignition Combustion;
P110320US01 Improved Compression Ignition Combustion in Rotary Engines for Higher Efficiency and Lower
Pollutant Emissions;
P07342US
Adaptive Fuel Injection Method Cuts Diesel Engine Emissions;
P06042US
Valve Method Cuts Engine Emissions, Boosts Combustion;
P03152US
Variable Valve Actuation Method to Enhance Combustion and Reduce Engine Emissions;
P01320US
Reducing Emissions and Controlling Combustion Phasing in HCCI Engines; and
P01108US
Use of Multiple Injections of Increasing Pressure to Reduce Diesel Engine Emissions.
Reactivity Controlled Compression Ignition is a new and superior way to burn fuel in internal combustion
engines. It improves fuel use efficiency and reduces carbon dioxide emission. Compared with a conventional diesel it reduces nitric oxides emission 100-fold and soot 10-fold.
Two fuels with differing reactivity are used. The lower reactivity fuel, e.g., gasoline, is injected early and
is too dilute (lean) to self-ignite even at the high compression needed for high efficiency. The higher
reactivity fuel, e.g., diesel, is injected later but early enough that mixing has time to prevent soot
formation in locally rich cool regions and NOx formation in locally stoichiometric hot regions. The ratio of
the two fuels provides an important control parameter to enable the engine to work optimally over ranges
of speed, load and ambient temperature.
The level of understanding that made this RCCI discovery possible is the direct result of decades
of thoughtful interaction between evolving theory and experiment by Professor Rolf Reitz, faculty and
students at the Engine Research Center at the University of WisconsinMadison.
Future engines, especially those required for long haul of freight by road, river, rail or ocean, will compete
to provide lowest cost of ownership while meeting minimum greenhouse gas and other emissions. RCCI
provides an opportunity for a substantial advance in the way engines work their magic for the benefit of
the world community.
John Clarke, B.Sc., CEng, MIMechE, Fellow SAE, Associate ASME
Caterpillar Research (Retired)
RCCI Technologies
Implementation of the RCCI technology portfolio
enables compliance with U.S., EU and Japanese
regulatory frameworks through 2016 while
providing a basis for continued reductions.
The technologies offer substantial savings in
overall engine cost and weight due to significantly
reduced requirements for injection pressure
and engine heat rejection while lowering the
reliance on NOx and soot after-treatment systems
and maintaining standard frame and engine
compartment metrics.
The RCCI engine technologies support increased
fleet efficiency through added fuel flexibility
(e.g., RCCI allows the use of natural gas at high
substitution rates), improved fuel economy and
lowered reliance on costly after-treatment systems.
The technologies also reduce operator input and
fleet maintenance and lower the cost of ownership
by reducing or eliminating the use of diesel exhaust
fluid (DEF).
The technologies apply to automobiles; light-,
medium- and heavy-duty trucks and buses;
off-road vehicles (agricultural, construction,
industrial); locomotives; generator sets and
marine vessels including large oceangoing ships
(propulsion and auxiliary power).
ngine
ngine
conomy
conomy
ghway
ghway
RCCI
results
results
RCCI
Drive
Cycle
UDDSCity
UDDS
HwyHWFET
< 60MPH
HWFET
Aggressive
US06
US06
Low Speed Stop-and-Go
NYCC
NYCC
Fuel
Fuel
economy
economy
benefit
benefit
(relative
(relative %)
%)
+14
+14
+15
+15
+8
+8
+13
+13
Drive
Drive cycle
cycle
by
distance
by distance
(%)
(%)
72
72
88
88
66
66
69
69
Drive
Drive
cycle
cycle by
by
time
time
(%)
(%)
55
55
Total
Total
diesel
diesel
fuel
fuel
(%)
(%)
56
56
Dies
Die
duri
dur
RC
RC
(%
(%
41
4
86
86
56
56
44
44
66
66
37
3
31
3
36
36
65
65
43
4
Figure 6: Estimated RCCI-enabled engine increases in fuel economy over city and highway drive cycles
(Curran et al. SAE 2014-01-1324).
The unique fuel injection system and highly efficient combustion process improves performance
for all engine uses, with fuel savings of up to 20
percent as compared to conventional diesel engines. The multifuel system uses a combination
of two or more fuels with varying reactivities,
e.g., diesel with gasoline, natural gas or ethanol.
The RCCI technologies reduce emissions of
nitrogen oxides through lower and more
uniform combustion temperatures. The result
is an overall reduction in NOx emissions with
reduced need for expensive after-treatment
systems that use nitrogen oxide catalysts
and diesel exhaust fluid. (Fig. 3)
Rather than injecting a single fuel charge late
in the cycle, the engine employs multiple charges
injected very early in the cycle to generate low
soot emissions during the combustion process.
(Fig. 3)
The expensive high pressure diesel injector
can be replaced by a relatively inexpensive
low pressure injector. Additionally, the RCCI
engine technologies achieve soot and NOx
control within the combustion chamber with the
addition of an inexpensive port fuel injector
for a diesel engine or by replacing the spark
plug with an injector for a spark ignition engine.
Test results confirm that RCCI enables compliance
with todays most stringent EPA emissions
regulations, in-cylinder, with reduced need
for NOx or soot after-treatment systems and
chemicals. In addition, the system is compatible
with existing exhaust gas recirculation and
after-treatment methods that would provide for
further emission reductions.
End-to-end benefits:
From lower engine costs to reduced fuel
consumption to savings from fuel flexibility and
reduced need for DEF and other operator inputs,
the RCCI technologies offer dramatic, measurable
advantages. At the same time, the documented
emission reductions ensure regulatory compliance while signaling a commitment to superior
environmental performance for manufacturers
and fleet owners alike.
Diesel engines have long been recognized for their fuel efficiency. However, while substantial progress
has been made in reducing their emission of NOx and particulate matter, the remaining emissions of these
criteria pollutants continue to be a source of environmental concern and are facing ever tighter emission
regulations. The RCCI engine uses advanced, low temperature combustion techniques combined with
multiple injections of a high and a low reactivity fuel at varying pressures to further reduce emissions and
achieve even greater fuel efficiency. RCCI represents an important path forward in the effort to optimize
the performance of diesel combustion systems.
Dennis Siebers, Engine Combustion Research Program Manager
Sandia National Laboratories Combustion Research Facility
Figure 7
Cell 2, 6-7,
6-9, 6-10,
GM
engine
Engine
Condition:
2300
rpm,
4.2 bar BMEP*
0.14
Reduction by DOC
Conventional Diesel: 30 6%
Diesel PCCI: 9 18%
Dual-Fuel RCCI: 47 9%
0.12
0.10
Catalysts
mass by 50% with
0.08
0.06
0.04
0.02
0.00
Engine
Post
Post
2
3
4
Out
DOC
DOC
Conventional Diesel
Diesel PCCI
Engine
1
Out
Engine
5
Out
Post
6
DOC
Dual-Fuel RCCI
Figure 9: Fuel #1 is a lower reactivity fuel such as gasoline, natural gas or ethanol.
The engine cycle starts with a pulse of lower
reactivity fuel (e.g., gasoline, natural gas or
ethanol) during the early phase of the compression
stroke. This fuel pulse is timed to mix with intake
air so that it is too lean to produce appreciable
soot or nitrogen oxides upon combustion, but
not so lean that it creates significant amounts of
unburned hydrocarbons and carbon monoxide.
Exhaust
Port injection
of low
reactivity fuel,
i.e., gasoline/
E85 (orange)
Direct
injection of high
reactivity fuel,
i.e., diesel/B20
(blue)
In a traditional four-stroke engine, intake and exhaust valves open to allow air into the combustion
chamber and again to release exhaust gases following combustion. A fixed geometry and phasing
mechanical camshaft opens and closes the valves.
Newer technology called variable valve actuation
(VVA) uses independently controlled camshaft
profile and phasing to open and close valves
at optimal times during the combustion cycle.
Gasoline
Fuel
System
Diesel
Fuel
System
DI Fuel Rail
Diesel
Injectors
DI
ERG
Cooler
PFI
Intake
Turbo
CAC
Exhaust
Intake Air
Figure 11: Schematic of engine injection and fuel
distribution (Curran et al. SAE 2013-01-0289).
Fuel Reactivity
Figure 12: Combustion mode spectrum (Curran 2013 U.S. DOE Annual Merit Review).
An initial injection of a lower reactivity fuel is followed by injection of a higher reactivity fuel. This
fuel reactivity stratification allows combustion in
the chamber without use of a spark source.
Many advanced engines provide high output
and efficient fuel use, but performance declines
markedly at low loads or while idling. The RCCI
engine overcomes this obstacle through stratified
fuel reactivity and a throttle upstream from the
intake port to maintain the optimal fuel/air mixture.
The technology ensures low emissions and enhanced
fuel economy across a wide range of engine loads. It
can be combined with exhaust gas recirculation and
exhaust after-treatment strategies.
0.1
5.5 bar IMEP
9 bar IMEP
0.004
GIE (%)
0.2
0.0
0.006
Soot (g/kW-h)
NOx (g/kW-h)
0.3
0.002
0.000
9 bar IMEP
52
50
48
46
44
42
40
9 bar IMEP
Figure 14: Emissions and performance comparison of single fuel plus additive
RCCI (E10 + E10/EHN) and dual-fuel RCCI (E10 + Diesel Fuel) (Kaddatz et al. SAE 2012-01-1110).
Figure 6: Curran, S., Gao, Z., and Wagner, R. Reactivity Controlled Compression Ignition Drive Cycle Emissions and Fuel
Economy Estimations Using Vehicle Systems Simulations with E30 and ULSD, SAE Technical Paper 2014-01-1324, 2014.
Figure 8: Daw, S., Modeling Emissions Controls for RCCI Engines, Presentation given at the University of WisconsinMadison
Engine Research Center Symposium, Engine Fuel Efficiency and Advanced Combustion, 2013.
Figure 10: Curran et al. SAE 2014-01-1324.
Figure 11: Curran, S., Hanson, R., Wagner, R., and Reitz, R., Efficiency and Emissions Mapping of RCCI in a Light-Duty Diesel
Engine, SAE Technical Paper 2013-01-0289, 2013.
Figure 12: Curran, S., High Efficiency Clean Combustion in Multi-Cylinder Light-Duty Engines, 2013 US DOE Annual Merit Review.
www4.eere.energy.gov/vehiclesandfuels/resources/merit-review/sites/default/files/ace016_curran_2013_o.pdf
Figure 14:
Kaddatz, J., Andrie, M.J., Reitz, R.D., and Kokjohn, S.L., Light-duty Reactivity Controlled Compression Ignition
Combustion using a Cetane Improver, SAE Paper 2012-01-1110, 2012.
About WARF
WARF helps steward the cycle of research, discovery,
commercialization and investment for the University
of Wisconsin. Founded in 1925 as an independent,
nonprofit foundation, WARF manages commercial
opportunities on more than 1,500 technologies as it
funds university research, obtains patents for discoveries from campus labs and licenses the inventions to
industry. For more information, visit www.warf.org.
Figure 15: UWMadison Inventors Asst. Prof. Sage Kokjohn, Prof. Rolf Reitz, Reed Hanson, Ph.D. (not pictured: Derek Splitter, Ph.D.)
visit warf.org/RCCI
UWMadison Campus | 614 Walnut Street, 13th floor | Madison, WI 53726 | 608.263.2500 | www.warf.org