High Efficiency Engines through Dilution Opportunities and Challenges
Transcript of High Efficiency Engines through Dilution Opportunities and Challenges
High Efficiency Engines through Dilution
Opportunities and Challenges
Dr. Terry Alger
Southwest Research Institute
� Oil price volatility � CO2 and CAFE regulations
Efficiency Drivers from the Marketplace
and Regulators
6/10/20112
� Emissions Standards
mg/km NMOG CO Nox PM
T2B5 56 2610 43 6
T2B2 6 1305 12 6
T2B1 0 0 0 0
E5-petrol 68 1000 60 5
E5-diesel 50 500 180 5
E6-diesel 90 500 80 5
What Limits the Efficiency of an SI
Engine?
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280300
240
230
260
12
14
16
18
20
22BSFC [g/kW h]
BM
EP
[ba
r]
KnockCombustion Phasing Losses
Behavior in this region sets the CR of the engine
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350
300280
260
260240
1500 2000 2500 3000 3500 4000 4500 5000
2
4
6
8
10
12
Engine Speed [rpm]
BM
EP
[ba
r]
Pumping WorkFriction
Utility of EGR – Cooled and/or
Uncooled
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Improved Cycle Efficiencies Through
Knock Reduction
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40
60
80
Cylin
der
Pre
ssu
re [
bar]
-30 -15 0 15 30 45 60
0
10
20
30
40
50
60
70
80
Cyli
nd
er
Pre
ssu
re [
bar]
Crank Angle [deg aTDCf]
Modern GDI engine1500 rpm / 60% load
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0.04 0.06 0.08 0.1 0.2 0.4 0.6
1
2
4
6
8
10
Cylin
der
Pre
ssu
re [
bar]
Cylinder Volume [L]
0% EGR
10% EGR
15% EGR
20% EGR
25% EGR
Improved Cycle Efficiencies Through
Charge Properties and Pumping Work
• Cooler combustion improves the ratio of specific heats and reduces HT losses• Lean burn results in a slightly larger improvement
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1.302
[-]
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0 5 10 15 201.290
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1.300
Cyc
le-A
ve
rag
ed
γγ γγ [
-]
EGR [%]
~ +1 % BTE
• Use of either internal EGR (through cam phaser) or cooled EGR decreases throttling losses• Also not quite as good as lean operation
Emissions Reduction With EGR
� Cool combustion reduces PM, PN, CO and NOx
� Lower post-flame temperatures
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20
25
BSCO BSHC
BSNOx BSPM
BSPN
BS
CO
, B
SH
C, B
SN
Ox
[g
/kW
h]
BS
PM
[m
g/k
Wh
x 1
0]
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BS
FC
[g
/kW
h]
EGR [%]
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8
10
BS
PN
[#
/kW
h/1
e1
2]
temperatures lead to small HC increase
� Stoichiometric exhaust composition yields low-cost, low-emissions solution
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0
5
10
15
BS
CO
, B
SH
C, B
SN
Ox
[g
/kW
h]
BS
PM
[m
g/k
Wh
x 1
0]
EGR [%]
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4
6
BS
PN
[#
/kW
h/1
e1
2]
Data from modern GDI application @ 3000 rpm / 75% load
Exhaust Temperature Reduction With
EGR
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0.97
1 1.11
1.17 1.18P
re-T
urb
ine
Te
mp
era
ture
[oC
] 4000 RPM
0% EGR (Engine φφφφ shown as label)
15% EGR (Engine φφφφ = 1 at all conditions)
� EGR cools exhaust via:
� Higher thermal mass
� Slower reaction rates
� More advanced combustion phasing at high load
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720
740
760
0.94
0.94
Pre
-Tu
rbin
e T
em
pera
ture
BMEP [bar]
EGR Challenges
$6/10/20119
$
� Dilution reduces laminar burning velocities� Decreases volumetric HR� Slows reaction rates� Reduces flame temperatures
� In an engine, slower burn rates can lead to: � Unstable operation
Misfire and Stability Issues
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30
35
0-2% MFB duration [deg]
50-90% MFB duration [deg]
2-50% MFB duration [deg]
Cra
nk
An
gle
De
gre
es
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� Unstable operation� Full Misfire
� Primary affect felt on 0-2% MFB
� Solutions come in two categories� Igniter and igniter hardware� Fuel and charge enhancement
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10
15
20
Cra
nk
An
gle
De
gre
es
EGR [%]
Ignition System Solutions for Dilute
Engines� Alternative system approach
� Long duration, continuous dischargeOR
� Volumetric ignition
� Continuous discharge� Overcomes HT losses to plug and gasses
� Couples with the flow field
� Forces flame kernel growth
0
2
4
6
8
70
80
900-50% MFB [deg]
Stock System Multi-strike system DCO System
CoV IMEP [%]
� Forces flame kernel growth
� Volumetric ignition� Large initial flame area
� Very fast burn rates
� High EGR tolerance potential 0 5 10 15 20 2540
50
60
70
EGR [%]
Increasing EGR tolerance of volumetric igniters
Fuel or Charge Enhancement Solutions
� Fuel-based solutions
� Pilot ignition using diesel or diesel-like fuel
� Charge Enhancement
� Chemical supplementation
� H2 enhancement 210
220
� H2 enhancement
� Engine Design Based
� High turbulence
� High CR operation
� High S/B ratio180
190
200
210
15 25 35 45 55
% EGR
gIS
FC
(g/k
Wh)
Pilot ignition
Electrical ignition
Boosting Challenges for Dilute Engines
High EGR ratesHigh MAP and low pre-turbine temperatures
High expansion ratio required for turbine power
High pre-turbine pressure
01
01
P
Tmm
corr
&& =H = U + PV
power
Low corrected flow rate
Low U/C (blade speed ratio)
Low Turbine EfficiencyTurbine is small relative to the compressor
Shaft speed will be too low for best efficiency
Low Dilution
High Dilution
From SAE Paper 2011-01-0358
Boosting Solutions
� Two stage boost systems can achieve very good torque curves� More expensive than non-EGR systems
� Cheaper than a light-duty diesel with aftertreatment
To
rqu
e
1.6 L Engine Torque Curves
< 235 g/kWh BSFC
diesel with aftertreatment
� Other options� Pursue diesel torque curve with high EGR gasoline application� Similar efficiency / Lower cost
� Limit EGR flow at certain portions of the engine map
1000 2000 3000 4000 5000 6000
2-stage boost (20% EGR)
2-stage boost (25% EGR)
Production Gasoline
Production Diesel (with overboost)
To
rqu
e
Engine Speed [rpm]
EGR Control Challenges
� Transient control of EGR is vital
� At high loads and during tip-ins� Too little EGR can lead to knock and high pre-turbine
temperatures
� Too much EGR can lead to misfire
� At low loads and during tip-outs� EGR required to improve BSFC
� Too much EGR can lead to misfire
� Hardware design and advanced air handling control are vital to EGR control successto EGR control success
Materials and Design Requirements
� Peak Pressure� Peak pressure is the key limiting parameter for torque above 2500 rpm in 2-stage TC applications� Spark retard to limit PCP leads to instability
� At least 130 bar will be 40
50
60
70
80
Cy
lin
de
r P
ress
ure
[b
ar]
Increasing EGR
0% → 25%
� At least 130 bar will be required in the future
� Powertrain Architecture� EGR system design will be key to control and packaging
� Heat rejection requirements in LPL EGR mode will need to be accounted for
� Downspeeding potential offers increased S/B ratio
0
10
20
30
40
-60 -30 0 30 60
Cy
lin
de
r P
ress
ure
[b
ar]
Crank Angle [CAD]
After addressing the challenges, the result is a
high-efficiency, ultra-low emissions engine
Single-stage boost systemBSFC [g/kWh]
240
230 220
8
10
12
14
16
18
20
22
BM
EP
[b
ar]
BSFC [g/kWh] 2-stage boost system
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260
1500 2000 2500 3000 3500 4000 4500 5000
2
4
6
8
Engine Speed [rpm]
Both engines operate at ~25% EGR
High EGR engines have become a realistic
option for Tier 4 (Final) applications
• Similar torque as an off-road diesel engine of similar displacement• Low-cost, high-power, low-CO2 engine for Tier IV
Single-stage boost systemBSFC [g/kWh]
20
Main Fuel: HEEE Gasoline, Ignition: Diesel and/or SI
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240230
220
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6
8
10
12
14
16
18
Engine Speed (rpm)
BM
EP
(b
ar)
• Diesel short-block converted to run as pilot-ignited gasoline engine• TWC compliant for ultra-low emissions
The future of high EGR engines
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BS FC (g/kWh )
BM
EP
- B
rake M
ea
n E
ffective P
ressure
(bar)
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300
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300
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2 25
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300
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2 4523 5
2 25
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300
2 70
2 4523 5
2 25
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300
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2 25
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300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
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20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
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20 5
300
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2 70
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2 25
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1200 1300 1400 1500 1600 1700 1800 19002
4
6
8
10
BM
EP
- B
rake M
ea
n E
ffective P
ressure
(bar)
E ng ine S pe ed (RP M)
Dual-fuel 13 L on-highway engine(predicted BSFC)
Summary
� High EGR engines allow operation at high CR with low emissions� Significant FE improvement potential
� Challenges remain� Ignition
� Boosting� Boosting
� Control
� Addressing these challenges, and others, will determine the ultimate application potential of the high EGR engine
� Latest results indicate that the high EGR engine can challenge the LD diesel at much lower cost and tailpipe emissions levels
What is next in High Efficiency?
� The industry needs to continue to address key issues:
� PM emissions and their effect on operating strategy for high efficiency
� Lean burn – is it or isn’t it a realistic option?
� Limits of downsizing
� LSPI as a limiting factor� LSPI as a limiting factor
� New drive cycles
� Friction improvements
� Increased requirement for cylinder pressure
� Knock reduction in SI engines will be a key item for the future
Reducing Knock in SI Engines through
Oil Properties
� Altering the lubricant’s chemical or physical properties can make it less reactive
� Lower CN lubricants allow more spark advance or higher boost levels
� Potentially significant enabler for downsizing / downspeeding
236
238
240
242
244
ISF
C [
g/k
Wh
]
15W40 OilFully-FormulatedIQT CN: 62, 91, 78
High CN OilPAO base-stockIQT CN: 74, 108, 89
Mid CN OilAN base-stockIQT CN: 49, 77, 64
Low CN OilEster base-stock
78
89
64
38
30
40
50
60
70
80
90
100
15W40 fully-formulatedPAO base-stock
R&D formulationPAO base-stock
R&D formulationAN base-stock
R&D formulationEster base-stock
IQT
de
riv
ed
Ce
tan
e N
um
be
r
15W40 High CN Mid CN Low CN
228
230
232
234
236
1416182022
ISF
C [
g/k
Wh
]
Spark Timing [deg bTDC]
Ester base-stockIQT CN: 26, 45, 38
~ 3.0%