Low Emissions Combustion – One

Path Forward?

Tom Ryan

Department of Engine and Emissions Research

Southwest Research Institute

1
Progression Of Heavy-Duty Legislation
And Technology In USA

Possible 2014 Standards

0.05 gm/hp-hr NOx
0.001 gm/hp-hr PM
Areas of Greatest Potential
 Fuel Management

High Pressure Injection Essential

Injection Rate Control Essential

Air Utilization Essential

Liquid Fuel Wall Interactions must be Avoided
 Gas Management

High Density Essential

High EGR Levels Essential
— Outcome is High Boost Pressure

Uniform EGR Distribution Essential

Intake Cooling is Desirable

High Efficiency Turbocharger Systems Essential

In-Cylinder Flow Management Essential
 Combustion Chambers

Matched to Nozzle Spray Capabilities

Design for Maximum Mixing Rates

Premixed Combustion Considerations
— Surface-to-Volume Ratio Minimized
— Quench Volume Minimized
 Premise

 Lowest Possible Emissions and

Highest Efficiency in Diesel Engines
Achieved Using:

Ultra High Injection Pressure and Small
Holes

Massive EGR

Ultra High Boost

Well Designed Pistons and Intake
High Injection Pressure and Small
Holes

Department of Engine and Emissions Research

Southwest Research Institute

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 Fuel Injection - High Pressure
SwRI Results SAE 2002-01-0494
High Pressure Electronic
Single Hole Nozzles 0.086
Unit Injector Operating on to 0.18 mm Dia
a Fixed Cam at Constant Speeds
Peak Injection Pressures
from 254 to 283 MPa

Higher Mixing Rates and
Smaller Drops
 Fuel Injection - High Pressure
1. Mixing Rates Quantified in Terms
Mixing Parameter and
of SwRI Defined Mixing Parameter Drop Size both
2. Mixing Parameter Defines the Mass Decrease with Smaller
of Fuel at Phi Greater Than 1.0 for Holes
than 0.6 ms
Pinj Increases with
3. Rich Regions Mean More Soot Smaller Holes
Fuel Injection - High Pressure

0.144 mm

0.128 mm

0.086 mm

Small Holes Produce High Pressure,

Small SMD, High Mixing Rates and
Low Soot Formation Rates
 Fuel Injection - High Pressure

High Pressure does SwRI

not Affect the Jet
Penetration Rate in
either Evaporating on
Non-Evaporating
Sprays

Small Holes do Affect

both the Penetration
Rate and the Liquid
Length in Evaporating
Sprays
 Fuel Injection - High Pressure
Constant Injection Duration  Variable Area Nozzle (0.17
Requires Higher Pressure to 0.131 mm) Gives a
when using Small Holes Significant Improvement

0131 Used for Light Loads

0.17 Used for High Loads
 Duration, Liquid Length,
and Mixing Rate are
Important

 12% Cam and 0.17 mm

Nozzle Give same
Duration as Baseline
 12% Cam and 0.131 mm
Nozzle Give Higher Rates
 Fuel Injection - Future Requirements
 Requirements

High Injection Pressure

Multiple Injections

Rate Shaping for NOx
and PM Control

Low Parasitic Loss
 Unit Injectors Provide
High Pressure, Rate
Shaping, Multiple
Injections, and Low
Parasitic Loss
 Unit Injector Event Timing
Limited by Cam Design
 Common Rail Provides
Multiple Injections, but
Lower Pressure ,Typically
Square Rates, and Higher
Parasitic Loss
Fuel Injection - Advanced Concepts
Common Rail
 Dual Rail CRS

High and Low
Pressure CR for
Rate Shaping

 Intensifier CRS

Rate Shape
Accomplished
using the
Combination of
A and B
Solenoids
Fuel Injection - Advanced Concepts
Common Rail
Piezoelectric Stack Provides:  Multiple Injections for
1. Fast Response Conventional Diesel
2. Precise Injections Combustion System
3. Repeatable Injections
Pre and Post Injections
4. Short Dwell
Rate Shaping
5. Rate Shape
 Provides Several
Opportunities for
Advanced Combustion
Systems

PCCI, HCCI, LTC
 Fuel Injection - EUI
 EUI Provide
Highest Injection
Pressure and
Lowest Parasitic
Loss
 Dual Valve EUI
Combined with
Cam Design
Provide almost All
of the CRS
Opportunities

Rate Shape

Multiple Injection

High Pressure
 High Boost

Department of Engine and Emissions Research

Southwest Research Institute

15
Fuel Injection - High Density

 Liquid Length
Affected most
Strongly by
Hole Size and
the Ambient
Density

Smaller Holes

Higher Density
 Gas Jet Always
Interacts with
Combustion
Chamber

Wall Jet Mixing
Important
—Air Motion
 Boost Systems
VNT E-Boost
 Advantages of High
Boost

Maintain Power
Density with Massive
EGR

Better Mixing Rates

Exhaust Energy
Recovery
Series
Two Wheel Series
 Options

High Efficiency, High
PR single Stage

e-Boost

VGT

Series
—Intercooled and
Aftercooled
 Boost System
 VGT

Advantages
— Flexible EGR Control

Disadvantages
— Efficiency Low
— Cost
 E-Boost

Advantages
— Low Load Boost
— Energy Recov ery
— Response

Disadvantages
— Cost
— Reliability
 Series

Advantages
— Simple
— Reliable
— Flexible Control

Disadvantages
— Cost
— Packaging
 Two-Wheel Turbo

Advantages
— Simple
— Reliable
— Packaging
Combustion Chamber Design

Department of Engine and Emissions Research

Southwest Research Institute

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Fuel Injection - Jet-Wall Interaction
Combustion Chamber Design
Man D20  Spray Wall
Interactions are
Cat C9 Unavoidable

Avoid Liquid
Impingement
Cat C15

Take Advantage of Jet
Break-up and Wall Jet
Opportunities
Volvo D12
 Pilot and Post
Injections Change the
ISX Bowl Shape and
Spray Angle
Requirements

Cat uses Pilot at
DDC S60 Almost all Conditions
—Spray Angle Narrower
 Fuel Injection
Wall-Wetting Issues

Department of Engine and Emissions Research

Southwest Research Institute

22
 Background
Is Liquid Impingement and Oil Dilution a
Concern?
 Concerned with both Early Pre- Injection for
Emissions and Noise Control and Late Post -
Injection Strategies for DPF and LNT
Regeneration

Fuel Jet Penetration Increases during Late
Injection Due to the Lower Density
—Decreasing Pressure and High Temperature

Liquid Fuel can Impinge on the Wall and Some
can Adhere and Enter the Lubricant
 Approach
—Developed an empirical based model for estimation of
the relative quantity of injected fuel that becomes
associated with, or adheres, to the combustion chamber
walls
 DDC Series 60, 1600 rpm, Pilot
 Liquid Mass  Adhering Mass
Fractions at Bore Fraction on Bore is 71%

90oC = 31% Liquid
90oC = 22%

65oC = 37% Liquid
65oC = 26% Liquid

40oC = 43% Liquid
40oC = 31%
DDC Pre-Injection Conditions
90 40oC Tcoolant

65oC Tcoolant
80 1600 RPM, 100 kPa, 90oC T coolant

70
40oC Tcoolant
Bore Radius = 65mm
60
65oC Tcoolant

50 1600 rpm,220 kPa, 90oC Tcoolant

40
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4
Time (msec)
 OM 611, 1500 rpm, Pilot
 Liquid Mass Fractions at Bore  Adhering Mass Fraction 71%

High Load
High Load
—65oC = 22% Liquid —65oC = 16%
Liquid
—40oC = 34% Liquid —40oC = 24%

Low Load
Low Load
—90oC = 50% Liquid —90oC = 36%
—65oC = 64% Liquid —65oC = 45% Liquid
—40oC = 76% Liquid —40oC = 54%
OM 611 Pre-Injection
1500 rpm
100
Low Load, 40oC Tcoolant

80 Low Load, 65oC Tcoolant

Low Load, 90oC Tcoolant

60 High Load, 40oC Tcoolant
High Load, 65oC Tcoolant
High Load, 90oC Tcoolant Bore Radius = 44 mm
40

20

0
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4
Time (msec)
 Fuel Injection - Pilot and Post

First Pilot, 0.17 ms First Post, 0.17 ms

Main, 0.45 ms Second Post, 0.17 ms

Second Pilot, 0.17 ms

Split Injection Offers

Opportunity to Reduce
Liquid Length and
Liquid Impingement

Benefits for both Pre
and Post Injection
 Massive EGR

Department of Engine and Emissions Research

Southwest Research Institute

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 Massive EGR
Background EPA-Ford Data

EPA/Ford M IT Workshop 11/02

 Massive EGR
Background - Diffusion Burn Engine
(Alternative to NOx After treatment)
 SwRI Has Extensive Data Base of 8-Mode
Data for Cat 3176 2.5 g/hp-hr NOx + HC
Engine
 Use Cycle Simulation to Model Different
Levels of EGR
 Assumed LP Loop EGR After DPF
 Conditions Examined

Baseline - Good Prediction of Existing Data

Baseline A/F and Timing + EGR + Boost

Baseline Timing + A/F=25:1 + EGR + Boost

A/F=15:1 + EGR + Boost + Timing Advance
 Massive EGR
NOx BSFC
2.0 220
1.8
200
1.6
1.4 180
1.2
1.0 160
0.8
140
0.6
0.4 120
0.2
0.0 100
Base Variable 25to1 15to1 Base Variable 25to1 15to1
Test Name Test Name

Baseline Engine Around 2 g/hp-hr

BSFC Penalty with Variable Due to Back Pressure
Increases

25:1 A/F Produced Lots of Turbine Energy

15:1 A/F Lowered the Air Flow and Boost Requirements
 Massive EGR Issue

Department of Engine and Emissions Research

Southwest Research Institute

31
 Cooled EGR

Concentation of H2SO4 in Exhaust Exhaust Dew Point

Pexh = 1 atm, Texh = 40oC
 S in the Fuel Raises
Phi = 0.5, 0.011 kg/kg Humidity
5
Phi = 0.5, 0.011 kg/kg Humidity
400
4 5000 ppm S Hthe
2SOExhaust Dewpoint
4 Concentration in Exhaust
380
3
PhiConcentration
= 0.5, 0.011 kg/kg Humidity
4

2.0 360
Determines the
2

2 1.8

1
2000 ppm S 1.6 Concentration of 340

1000 ppm S 1.4 H2SO4 in the 320

4
0 1.2
Exhaust

2
300
4

1.0
260 280 300 320 340 360 380 400 420 440 460  NO in the Exhaust
0.8 280
2

0.00 0.05 0.10 0.15 0.20 0.25

Exhaust T (K) 0.6
0.4
Raises the Exhaust Fuel Sulfur Concentration (% mass)

0.2Dewpoint
0.0 Exhaust Dewpoint
Concentration of HNO3 in Exhaust
Phi=0.5, P=1 atm, 0.011 kg/kg Humidity

Concentration Pexh = 1 atm, Texh = 40oC
Phi = 0.5, 0.011 kg/kg Humidity
800 0.00Determine
0.05 0.10 the0.15 0.20 0.25
340
1500 ppm NO
600
Concentration
Fuel Sulfur Concentrationof
(% mass)
320
HNO3 in the Exhaust
1000 ppm NO
400 300
 H2SO4 in the Exhaust
3

200 500 ppm NO is Directly Related to 3

280

0 Fuel S Concentration 260

240
260 280 300 320 340 0 400 800 1200 1600 2000
Exhaust Temperature (K) Concentration of NO in Exhaust (ppm)
 Thank You

Department of Engine and Emissions Research

Southwest Research Institute

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