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1/12Investing in research, making a differ

THERCCI ENGINEBreakthrough Fuel Efficiency, Low NOx & Soot Emission

Investing in research, making a difference.



TOCOMPETEin the worldsfastest growing markets, engine manufac-turers and fleet operators need to meetincreasingly stringent emissions require-ments while also improving fuel efficiency.

Fleet-wide efficiency goals and the need to reducefuel consumption to meet current and future emissionand efficiency mandates also reinforce the demandfor a new generation of engine technologies.

A portfolio of recently patented engine technolo-gies developed by a team from the University ofWisconsinMadison Engine Research Center led byDirector Rolf Reitz solves a host of environmentaland efficiency challenges by offering dramatic re-ductions in nitrogen oxide and soot emissions while

boosting fuel economy. The technologies are nowavailable for licensing through the Wisconsin Alum-ni Research Foundation, which patents and licensesdiscoveries arising from UWMadison research.

Called reactivity controlled compression igni-tion, or RCCI, the base technology uses multipleinjections of differing fuel types to optimizecombustion phasing, duration and magnitude.Laboratory experiments performed at the EngineResearch Center and at Oak Ridge National

1. Splitter, D.A., Wissink, M., DelVescovo, D., and Reitz, R.D., RCCI Engine Operation Towards 60% Thermal Efficien-cy, SAE Paper 2013-01-0279, 2013.

2. Kokjohn, 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 Is-sue on Fuel Efficiency, Vol. 12, pp. 209-226, doi:10.1177/1468087411401548, 2011.

Laboratory demonstrate that engines utilizing thesetechnologies attain exceptional fuel efficiency. Thetest engine has achieved an unprecedented 60percent gross indicated efficiency1 in the laboratory

(corresponding to a diesel fuel energy equivalentgross indicated specific fuel consumption of 141g/kW-hr) with nitrogen oxide and soot emissionssignificantly below current limits in the U.S., EU andJapan. (Fig. 2)

Additional research published by the InternationaJournal of Engine Research points to a 100-foldreduction in nitrogen oxide and a 10-fold reductionin soot when compared with a conventional diesecombustion engine.2(Fig. 3)

Figure 1: Modified diesel intake manifoldwith port fuel injectors.

Figure 3: Comparison of heavy-duty RCCIand conventional combustion.

Figure 2: Comparison of light-duty RCCIand conventional combustion.



The RCCI technology portfolio (warf.org/RCCI) comprises nine related patents and patent pendingtechnologies that enable the unique in-cylinder fuel blending, stratification and compression combustionprocess. 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 combustionengines. It improves fuel use efficiency and reduces carbon dioxide emission. Compared with a conven-tional 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 andis too dilute (lean) to self-ignite even at the high compression needed for high efficiency. The higherreactivity fuel, e.g., diesel, is injected later but early enough that mixing has time to prevent sootformation in locally rich cool regions and NOx formation in locally stoichiometric hot regions. The ratio ofthe two fuels provides an important control parameter to enable the engine to work optimally over rangesof 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 andstudents 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 competeto provide lowest cost of ownership while meeting minimum greenhouse gas and other emissions. RCCIprovides an opportunity for a substantial advance in the way engines work their magic for the benefit ofthe world community.

John Clarke, B.Sc., CEng, MIMechE, Fellow SAE, Associate ASMECaterpillar Research (Retired)

gure 4
http://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCIhttp://www.warf.org/RCCI



With the ability to meet the worlds most restrictiveregulatory standards while providing dramatic costsavings in fuel and after-treatment systems, the RCCI

engine and its associated technologies promise abroad range of benefits for engine manufacturers; fleetowners; and producers of transportation, utility andauxiliary power equipment.

Benefits for engine manufacturers: Implementation of the RCCI technology portfolio

enables compliance with U.S., EU and Japaneseregulatory frameworks through 2016 whileproviding a basis for continued reductions.The technologies offer substantial savings in

overall engine cost and weight due to significantlyreduced requirements for injection pressureand engine heat rejection while lowering thereliance on NOx and soot after-treatment systemsand maintaining standard frame and enginecompartment metrics.

Benefits for fleet owners: The RCCI engine technologies support increased

fleet efficiency through added fuel flexibility(e.g., RCCI allows the use of natural gas at highsubstitution rates), improved fuel economy andlowered reliance on costly after-treatment systems.The technologies also reduce operator input andfleet maintenance and lower the cost of ownershipby reducing or eliminating the use of diesel exhaustfluid (DEF).

Benefits across multiple engine markets The technologies apply to automobiles; light-

medium- and heavy-duty trucks and buses;off-road vehicles (agricultural, constructionindustrial); locomotives; generator sets and

marine vessels including large oceangoing ships(propulsion and auxiliary power).

Figure 5: Step load transient emissions ofRCCI vs. conventional diesel combustion (CDC).

RCCI TECHNOLOGIESoffer end-to-end benefits for enginemanufacturers, fleet owners and other engine applications

RCCIresults

benefit

(relative %)

by distance(%)

time

(%)

fuel

(%)

UDDS +14 72 55 56

HWFET +15 88 86 44

US06 +8 66 56 66

NYCC +13 69 36 65

Figure 6: Estimated RCCI-enabled engine increases in fuel economy over city and highway drive cycles(Curran et al. SAE 2014-01-1324).

RCCIresults

Fueleconomybenefit

(relative %)

Drive cycleby distance

(%)

Drivecycle by

time

(%)

Totaldieselfuel

(%)

City

Hwy < 60MPH

Aggressive

Low Speed Stop-and-Go

Drive Cycle



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 ManagerSandia National Laboratories Combustion Research Facility

The RCCI engine and associated technologies over-come current diesel limitations by reducing both NOxand soot while also improving fuel economy. This isaccomplished within the cylinder at lower injection

pressure and temperature, thereby reducing the needfor expensive NOx and soot exhaust after-treatmentsystems and high pressure injection systems.

THEADVANTAGESAREDRAMATIC

Fuel savings of up to 20 percent: The unique fuel injection system and highly effi-

cient combustion process improves performancefor all engine uses, with fuel savings of up to 20percent as compared to conventional diesel en-

gines. The multifuel system uses a combinationof two or more fuels with varying reactivities,e.g., diesel with gasoline, natural gas or ethanol.

NOx reductions without after-treatment: The RCCI technologies reduce emissions of

nitrogen oxides through lower and moreuniform combustion temperatures. The resultis an overall reduction in NOx emissions withreduced need for expensive after-treatmentsystems that use nitrogen oxide catalysts

and diesel exhaust fluid. (Fig. 3)

Soot reductions without after-treatment: Rather than injecting a single fuel charge late

in the cycle, the engine employs multiple chargesinjected very early in the cycle to generate lowsoot emissions during the combustion process.(Fig. 3)

Reduced engine costs: The expensive high pressure diesel injector

can be replaced by a relatively inexpensivelow pressure injector. Additionally, the RCC

engine technologies achieve soot and NOxcontrol within the combustion chamber with theaddition of an inexpensive port fuel injectorfor a diesel engine or by replacing the sparkplug with an injector for a spark ignition engine

Reduced reliance on costly after-treat-ment systems and fluids:

Test results confirm that RCCI enables compliancewith todays most stringent EPA emissionsregulations, in-cylinder, with reduced needfor NOx or soot after-treatment systems andchemicals. In addition, the system is compatiblewith existing exhaust gas recirculation andafter-treatment methods that would provide fofurther emission reductions.

End-to-end benefits: From lower engine costs to reduced fue

consumption to savings from fuel flexibility andreduced need for DEF and other operator inputsthe RCCI technologies offer dramatic, measurableadvantages. At the same time, the documented

emission reductions ensure regulatory compli-ance while signaling a commitment to superioenvironmental performance for manufacturersand fleet owners alike.

RCCI TECHNOLOGIESadvance state of the art in engine design



gure 7



Figure 9: Fuel #1 is a lower reactivity fuel such as gasoline, natural gas or ethanol.

RCCI post-DOC emissions 0.014 +- 0.001 g/hp-hr

Engine conditions: 2300 rpm, 4.2 bar BMEP

(Prikhodko et al. SAE 2010-01-2266)

DieselOxidation

Catalysts(DOC) further reduce

particulates.

Engine-out PCCI and

RCCI mass were similar

in magnitude. However,

the DOC further reduced

PM mass by 47% with

RCCI vs. only 30% with

CDC and 9% with PCCI.

DOC was effective for

RCCI despite lower

exhaust temperature CDC: 411C

PCCI: 408C

RCCI: 247C

*Samples shown forUTG-96/ULSD, stock pistons

RCCI shows near zero levels of soot in PM filter samples

Figure 8: Particle mass comparison (Daw 2013 ERC Symposium).



THERCCI ENGINEandassociated technologies provide a broadrange of engine power and torque char-acteristics suitable for automobiles; light-,medium- and heavy-duty trucks and buses;off-road vehicles (agricultural, construction,industrial); locomotives; generator sets andmarine vessels including large oceangoingships (propulsion and auxiliary power).

Engine-size scaling relationships are used to scalefuel injection parameters across engine platforms.Differences in compression ratio, engine speedand operating conditions are accommodated withadjustments to the fuel blend. The technologies alsoare applicable to rotary engines.

Control of fuel reactivity and stratificationcombine for a high-performance systemThe RCCI engine portfolio integrates importantadvances in combustion phasing and durationcontrol to achieve its impressive performance profile.Key innovations include the use of fuels with differingreactivities delivered through multiple injections toachieve optimum fuel reactivity stratification. Thisenhanced combustion process improves performance,even at low loads or while idling.

Multiple injections at varying pressures: The engine cycle starts with a pulse of lower

reactivity fuel (e.g., gasoline, natural gas orethanol) during the early phase of the compressionstroke. This fuel pulse is timed to mix with intakeair so that it is too lean to produce appreciablesoot or nitrogen oxides upon combustion, butnot so lean that it creates significant amounts ofunburned hydrocarbons and carbon monoxide.

Smaller pulses of higher reactivity fuel (e.g.,

diesel, biodiesel or additive) then provide a locallyricher fuel mixture for effective autoignition. Thetiming and volume of these pulses are optimized tocontrol the combustion event to maximize efficiency.

The use of varying injection pressures also aidsignition and cuts emissions by introducing furthercontrol over the combustion process. The firstinjection arrives at a lower pressure followed bysubsequent injections at higher pressures.

Variable valve actuation: In a traditional four-stroke engine, intake and ex-

haust valves open to allow air into the combustionchamber and again to release exhaust gases fol-lowing combustion. A fixed geometry and phasingmechanical camshaft opens and closes the valves

Newer technology called variable valve actuation(VVA) uses independently controlled camshaftprofile and phasing to open and close valvesat optimal times during the combustion cycle

Port injectionof low

reactivity fuel,i.e., gasoline/E85 (orange)

Directinjection of highreactivity fuel,i.e., diesel/B20

(blue)

Figure 10: Schematic of cylinder injection and fueldistribution (Curran et al. SAE 2014-01-1324).

Intake

PFI DI

Exhaust

Figure 11: Schematic of engine injection and fueldistribution (Curran et al. SAE 2013-01-0289).

Port FuelInjectors

DieselInjectors

Exhaust

Intake Air

Turbo

CAC

GasolineFuel

System

DieselFuel

System DI Fuel Rail

PFI Fuel Rail

ERG

Cooler



SINGLEFUELOPERATIONWITHADDITIVERCCI can operate using a single fuel plus a small tank of cetane improving additive. As depicted in figure13, RCCI is able to use port fuel injection of gasoline and direct injection of the same gasoline dopedwith a small quantity of additive, e.g., ethylhexyl nitrate (EHN). Results show that while there is a slightincrease in NOx emissions using the additive, theyare still lower than regulated levels. Additionally,soot emissions are lower and thermal efficiency is

increased by using the additive as compared tooperation with diesel fuel. (Fig. 14)

Such an operating strategy would only requirerefilling the additive at typical oil change intervals.Based on a 50 mpg estimate, a 3 gallon tankof additive would require refilling every 10,000miles, which is less than DEF refilling intervalsand amounts.

The RCCI engine can exploit VVA to introduce airinto the combustion chamber at optimal timesduring the compression and power strokes tocontrol the combustion process.

Improved compression ignition: An initial injection of a lower reactivity fuel is fol-

lowed by injection of a higher reactivity fuel. Thisfuel reactivity stratification allows combustion inthe chamber without use of a spark source.

Low= Prevents Autoignition Fuel Reactivity High= Promotes Autoignition

5.5 bar IMEP 9 bar IMEP5.5 bar IMEP 9 bar IMEP5.5 bar IMEP 9 bar IMEP

40

42

44

46

48

50

52

GIE(%)

0.000

0.002

0.004

0.006

Soot(g/kW-h)

0.0

0.1

0.2

0.3

NOx(g/kW-h)

E10 + E10/EHN

E10 + Diesel Fuel

Figure 14: Emissions and performance comparison of single fuel plus additiveRCCI (E10 + E10/EHN) and dual-fuel RCCI (E10 + Diesel Fuel) (Kaddatz et al. SAE 2012-01-1110).

Figure 12: Combustion mode spectrum (Curran 2013 U.S. DOE Annual Merit Review).

Enhanced performance at low loads:Many advanced engines provide high outputand efficient fuel use, but performance declinesmarkedly at low loads or while idling. The RCCengine overcomes this obstacle through stratifiedfuel reactivity and a throttle upstream from theintake port to maintain the optimal fuel/air mixture

The technology ensures low emissions and enhancedfuel economy across a wide range of engine loads. Itcan be combined with exhaust gas recirculation andexhaust after-treatment strategies.

Fuel TankAdditive

Tank

Figure 13: Single fuel plus additive RCCI setup.



The Wisconsin Alumni Research Foundation is actively seeking industry partners todevelop and incorporate the RCCI engine technologies into commercial products.

Please contact Chris Thomas (608.890.2524, [email protected]) to discuss licensing opportunities.To learn more about the RCCI engine technology portfolio, visit warf.org/RCCI.

Figure 6: Curran, S., Gao, Z., and Wagner, R. Reactivity Controlled Compression Ignition Drive Cycle Emissions and FuelEconomy 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 WisconsinMadisonEngine 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.
http://www.warf.org/RCCIhttp://www.warf.org/RCCI



ABOUTROLFREITZRolf Reitz is a Wisconsin Distinguished Professor inUWMadisons College of Engineering where heserves as director of the Engine Research Centerand director of the Direct-Injection Engine ResearchConsortium. The consortium currently counts 30

industrial members and three national laboratoriesamong its participants.

His research interests include development ofadvanced computer models for predicting engineperformance. With annual sponsored research fundingtotaling some $1 million per year, Reitz operatesa heavy-duty diesel engine laboratory featuring aCaterpillar 3401E single-cylinder test engineequipped with prototype fuel injection systems.He was the first to demonstrate that use of multipleinjections can produce significant emissions

reductions in these engines.

Reitz also runs a high-speed engine laboratoryfeaturing an automotive-size diesel engine withadvanced electronically controlled fuel injectionsystems capable of multiple injections. His experi-mental spray research focuses on fuel drop breakupand atomization phenomena and his research haspioneered the use of computational fluid dynamics tounderstand the basic physical processes involved.

With major support from the U.S. Department ofEnergys Sandia laboratories, Caterpillar, GM andFord, the Reitz research group currently includes twostaff members, three postdoctoral students and about17 students pursuing masters and doctoral degrees

Reitz also supervises international visiting scientists.

Reitz and his group have won numerous industryand academic awards through the years includ-ing multiple presentations of the SAE InternationaHarry L. Horning Memorial Award, the DOE VehicleTechnologies R&D Program Award in 2012 and theASME Internal Combustion Engine Award in 2011For more information, visit reitz.me.wisc.edu.

ABOUTWARFWARF helps steward the cycle of research, discoverycommercialization and investment for the Universityof Wisconsin. Founded in 1925 as an independent,nonprofit foundation, WARF manages commerciaopportunities on more than 1,500 technologies as itfunds university research, obtains patents for discov-eries from campus labs and licenses the inventions toindustry. 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
http://reitz.me.wisc.edu/site/index.phphttp://reitz.me.wisc.edu/site/index.php


12/12I i i h ki diffUW M di C | 614 W l S 13 h fl | M di WI 53726 | 608 263 2500 | f

To find out more about WARFs

Reactivity Controlled Compression Ignition Technology Portfolio

visit warf.org/RCCI
http://www.warf.org/RCCIhttp://www.warf.org/RCCI

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