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


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?


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


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


Rise Rate


Exhaust Temperature

Heat Rejection Injection Timing

Boost Pressure

Back Pressure

VIVA Setting

Compression Ratio

Tman

A/F Ratio

Efficiency


Rise Rate


Exhaust Temperature

Heat Rejection

Temperature

Injection Timing

Boost Pressure

Turbo Setting

Back Pressure

VIVA Setting

Compression Ratio

A/F Ratio

Efficiency


Rise Rate


Exhaust Temperature

Heat Rejection

FEA

HCCI Fuels

Controls


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


Mixed Mode Injector

HCCI IdleHCCI Idle

MMI Part Load

HCCI Idle

MMI Part Load

MMI Full Load


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”


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


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


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


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


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


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


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


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


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


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

0

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


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


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.


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

doe team leader: gurpreet singh prgm mgr: …...2004 deer conference 2010 emissions/efficiency...

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