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Robert Bosch GmbH, Diesel Systems, DS-NF/SBN, Postfach 30 02 20, D-70469 Stuttgart, Germany.
E-mail: Bernd.Mahr@de.bosch.com Telephone: +(49) 711 811 311 27 Fax: +(49) 711 811 453 34
Abstract. Heavy duty diesel engines are in conflict between the goals of emission reduction and optimization of fuel consumption.To fulfill future more stringent exhaust gas limits further developments on diesel engine technology are necessary. The diesel injection system assists this development and becomes the decisive factor to reach the emission targets. In the last 30 years a trend to high pressure fuel injection systems with an increase of maximum injection pressure from 800 up to 2000 bar is visible. In future very flexible high pressure fuel injection systems are necessary with multiple injection and rate shaping capabilities and a maximum injection pressure beyond 2000 bar. Very important is a high efficiency of the fuel injection system itself to reach low fuel consumption. New product engineering like new nozzle design (k-factor, vario nozzle,..) or new developed actuators are key factors for the fuel injection development. With a flexible diesel injection system in each point of the engine map the optimum rate shaping, injection timing and multiple injection is possible to get the best compromise between emission trade off and fuel consumption. For example with exhaust gas recirculation (EGR) a rectangular type main injection with high injection pressures at full load is recommended. On the other hand without EGR in this point of the engine map a boot or ramp shape injection leads to the best emission results at constant or improved fuel consumption. With a coupled post injection the soot emission could be reduced. The late post injection is assisting the exhaust gas aftertreatment systems. The regeneration of the diesel particulate filter is for example because of too low exhaust gas temperature without the support of the injection system not under all circumstances possible. The exhaust gas temperature management by late post injection is a measure to improve the efficiency of catalyst systems at low exhaust gas temperatures. Very important in future is the capability of the electronic control unit (ECU) of the diesel injection system to control air management, exhaust gas emission management, tolerance reduction, diagnosis, vehicle functions and combustion process by the fuel injection system.
1. Introduction
Diesel engines are in a conflict between emission reduction and optimized fuel consumption. Especially the fuel consumption of heavy duty diesel engines has a big impact on the overall costs of the haulage business. Since end of the 80s we have a dramatic reduction of HC, CO, NOx and particulate mass emissions to fulfill the exhaust gas legislation, fig.1. NOx-emission was reduced about 72 percent from 1985 up to now. In the same period of time the CO-emission was reduced about 85 percent and the HC-emission about 81 percent. Additionally the diesel engine manufacturers reached a 86 percent reduction in the particulate mass emission since 1990. This was only possible with consequent optimization of the diesel engine technology. Examples of improvements are turbocharging, intercooling, four valve technology, EGR, combustion chamber design and high injection pressures. In future furthermore exhaust gas aftertreatment systems, low sulphur diesel fuel and further improvements on diesel engine technology are necessary to fulfill future stringent exhaust gas legislation. The change in the onhighway market from inline pump systems to high pressure fuel injection systems (VP44, UIS, UPS, CRS) is in figure 2 presented. This market is mainly driven by emissions. In the off-highway diesel engine market this injection system is also gradually replaced by the high pressure fuel injection systems.
B. Mahr
HC
14 ECE R49/00 11,2 4,5
81%
0,66 0,46
87%
85%
4 1,5
89%
CO
18 ECE R49/00
2,1
Euro 0
14,4
Euro I
8
72%
Euro II
7 5
89%
NOX
0, 7
86%
0, 36
97%
50 0 1985
Particulate
1990 1995
0,15
0,10
0,02
2000
2005
On-highway
RP
driven by emissions
VP44
UIS UPS
CRS
Off-highway
RP VE
PF
1990
2000
2010
Fig. 2. Change to high pressure fuel injection systems (Krieger and Maier 2001)
The inline pump system is in production at BOSCH since 1927. Figure 3 demonstrates one of the first applications of the inline pump. This fuel injection system was continuous updated and optimized and is since 75 years still in production. The development of the maximum injection pressure of heavy duty engines over the last 30 years is presented in figure 4. In average the pressure was increased from 800 (inline pump) to 2000 bar (high pressure fuel injection systems) in only three decades (Projahn 2002).
3000
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0 1970
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2000 Year
2005
2010
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Noise
EGT
Time
Fig. 6. Optimum pressure and needle lift curve for future heavy duty diesel engine FIE
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Operating point: 1400 rpm, 100% load, w/o EGR g/kWh Boot Rectangular Rectangular pmax = 1440 bar pmax = 1000 bar pmax = 1400 bar 6 Soot 0.10 2 10 Dol = 24.5 KW Dol = 24.5 KW Dol = 20.0 KW g/kWh
0.15
260
240
220
200
Fig. 7. Comparison of boot shape injection with rectangular shape (CR) injection at a single cylinder engine with a displacement of approximately 1 l/cylinder
Without EGR at part load a common rail type pressure curve under moderate pressure or a ramp type injection is possible. At full-load without EGR the boot type injection curve demonstrates the best results. With EGR the common rail type pressure curve with a high injection pressure leads in a wide area of the engine map to the best emission results. Rate shaping of the pressure curve in this case is less important than the pressure level. At full-load and low speed the torque normally is limited by the maximum allowed cylinder peak pressure, therefore with boot shape injection higher mean effective pressures are feasible without EGR. With a flexible fuel injection system its possible to optimize the rate shaping of the pressure curve in each point of the engine map with and without EGR to get the best compromise between emissions and fuel consumption. To fulfill future exhaust gas limits exhaust gas aftertreatment systems are necessary. Euro 5 exhaust gas limits are for example possible with a SCR catalyst system with urea as reductant. This system allows NOx-reductionrates up to 90 percent. Applying a boot shape main injection in figure 8 lower NOx-emission in the European steady state cycle than with square or ramp shape injector are feasible. Alternative a lower urea consumption at equal NOx-emission is possible. With a SCR catalyst system using low sulphur fuel and an oxidation catalyst upstream the SCR system an additional soot reduction up to 40 percent is measured (Mahr, Polach and Ripper, 2000). 4.2 Coupled post injection The coupled post injection under high injection pressure is a measure to reduce the soot emissions (Mahr et al 2000). This is shown in left diagram of figure 9 at 1710 rpm and half-load at an single cylinder engine with two liter displacement with EGR. The influence of the coupled post injection on the soot emission is presented at a maximum injection pressure of 1800 bar and 2000 bar with a rectangular shape main injection. With the higher maximum injection pressure of 2000 bar the NOx-emission could be decreased. In the right diagram of figure 9 the specific fuel consumption for the different rail pressures with and without post injection are shown. No significant change in fuel consumption was found with changes in the EGR-rate. The fuel consumption with the higher injection pressure of 2000 bar is slightly higher than with 1800 bar. With the coupled post injection the fuel consumption was slightly reduced.
bsfc
260 250
10
NOx / g/kWh
6 4 2 0
SCR 90 %
NOx limit EURO 4 NOx limit EURO 5
boot
ramp rectangle
boot
ramp rectangle
Fig. 8. Influence of rate shaping of main injection on NOx-emissions and fuel consumption with SCR catalyst application
Fig. 9. Engine results with rectangular shape injection with and without coupled post for a single cylinder diesel engine with a displacement of approximately 2 l/cylinder
sfc / g/kWh
240
12
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Beside the injection system the EGR-rate, the shape of the combustion chamber, the compression ratio, the air motion and the air-fuel-ratio are important measures to improve the combustion to reach low raw emissions of exhaust gas to meet the stringent exhaust gas limits of the future. The impact of a higher boost pressure together with a higher possible EGR-rate on the soot emission is visible in the left graph in figure 9 at 1800 bar without post injection. With higher boost pressure soot emission can be reduced significantly. Suitable changes on the engine are higher maximum combustion peak pressure, possibility of a higher EGR-rate and higher charge air pressures by VTG or even better with a two stage turbocharger systems. This requires a flexible high pressure fuel injection system with a high average fuel injection pressure combined with an efficient electronic control strategy. 4.3 Late post injection The regeneration of a diesel particulate filter (DPF) is not under all engine conditions possible because of too low exhaust gas temperatures. High exhaust gas temperatures for the regeneration of a DPF or the desulphurization of lean NOx catalysts are feasible with a late post injection, fig. 10. The exhaust gas temperature management at low exhaust gas temperatures is an important feature to increase the temperature to get higher efficieny of the exhaust gas aftertreatment system. Furthermore the generation of hydrocarbons for the regeneration of a adsorber catalyst system is assisted by the late post injection of a fuel injection system if nessesary. To avoid oil dilution a moderate injection pressure for the late post injection is recommended.
High exhaust gas temperatures for the regeneration of a DPF or desulphurization of lean NOx catalysts
4.4 Nozzle design The spray hole, as the precision geometry feature of the nozzle body, defines the spray characteristics and thus the emissions of the engine. The Spray characteristics of the nozzle are particulary influenced by the microgeometry of the spray holes. The parameters of the spray-hole (diameter, length, inlet edge, geometry, form and micro surface) work together for an optimal flow profile so that the injection spray requirements of the engine are met (Potz et al. 2000). With improved nozzle geometry the fuel injection system is adapted to the combustion chamber design to improve the combustion and to reduce emissions, fig. 11. The spray hole geometry has an impact on soot and NOx-emissions and the seat geometry on engine noise. With a reduced sac hole volume the hydrocarbon emission is decreased. The spray hole diameter is defined by number of spray holes, injection duration and injected fuel quantity at full load. Therefore the diameter of the spray hole is at part load to large for an optimum combustion with low soot formation. Vario nozzles or two phase nozzles are using the benefit of a reduced spay hole orrifice at part load to reduce particulate emission. With ks-nozzles and k-factor nozzles with conical spray hole, its possible to reduce cavitation effects in the spray hole and to increase the efficiency of fuel and air mixture. Addiditionally a reduced distribution of hydraulic flow at maximum needle lift is achieved, fig. 12. The influence of conic spray holes in comparison to cylindric spray holes on engine emissions are demonstrated in figure 13. With the conical spray holes a benefit in soot-NOx-trade-off and in the specific fuel consumption was found at part load and at full load at this four cylinder diesel engine with approx. 4 l displacement.
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Influence on emissions
Potential for the reduction of the particulate emissions ks-Nozzle
Euro 3 limits VCO nozzle with cylindric sprayholes 7 * 0,194 * 1,0 mm VCO nozzle with conic sprayholes 7 * 0,175 / 0,160 * 1,0 mm 300
bsfc
25 % load
100 % load
14
10 [g/kWh]
12
14
0.00
Fig. 13. Influence of conic sprayholes on engine emissions. (4 cylinder engine, 4 l displacement, Qhydr 600 cm3 at 100 bar)
[g/kWh]
bsfc
[g/kWh]
25 % load
100 % load
280
4.5 New and improved control strategies Since more than 25 years the diesel engine is equipped with an electronic engine control unit. New sensors and new developments at the engine itself (VTG, EGR, engine braking systems...) enable further improvement of the complete system with new engine control strategies in the ECU especially during transient engine conditions. In figure 14 the NOx-emission and opacity results in hot test heavy duty transient cycle (HDTC) are compared with and without the function transient rail pressure increase. During acceleration of the engine the maximum injected fuel quantity is reduced depending on the fuel-air-ratio to avoid soot formation. With a transient rail pressure increase of a common rail system during acceleration the soot emission (opacity) was reduced with a neclectable disadvantage on NOx-emissions (Becher et al. 2002). Another example for new control strategies is the transient, closed loop EGR correction. In figure 15 the hot test HDTC emission results are compared with and without this new control strategy. Without the transient closed loop correction high peaks in opacity (soot formation) are found because of a too high EGR rate at low fuel-air-ratios during acceleration. The control strategy is based on lambda sensor signal or on difference pressure measured with a venturi nozzle in the exhaust gas pipe. With the ECU tolerance reduction is achieved to reduce emissions. New control functions are for example zero fuel quantity calibration, fuel quality balancing control and single cylinder control for each cylinder. The potential for future diesel optimization is in the complete system control of the combustion process in the diesel engine, figure 16. Beside the control of the fuel injection system itself its more and more important to control additionally air management and exhaust emission management with the engine ECU to get the best compromise in soot-NOx-trade-off and fuel consumption in each point of the engine map and during transient conditions.
140 100 60 20 16
12 8 4 0 1200 900 600 300 0 0 50 100 150 Time [s] 200 250 300
Fig. 14. Influence of transient rail pressure increase on emission results in hot test HDTC (approx.. 1 l/cyl.)
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Opacity [%]
420
440
460
Fig. 15. Influence of transient, closed loop EGR correction on emissions results in hot test HDTC (approx. 1 l/cyl.)
Combustion process
Tolerance reduction
zero fuel quantity calibr. fuel quantity balancing control single cyl. control
Conclusions
Beside the injection system the EGR-rate, the shape of the combustion chamber, the compression ratio, the air motion and the air-fuel-ratio are important measures to improve the combustion to reach low exhaust gas raw emissions to achieve future stringent exhaust gas limits for heavy duty engines. With higher boost pressure a significant reduction of soot emission is feasible. Suitable changes on the engine are higher maximum combustion peak pressure, higher EGR-rate and higher charge air pressures by VTG or even better with two stage turbocharger systems. In addition to engine internal measures for emission reduction exhaust gas aftertreatment systems are necessary to fulfill future exhaust gas limits. The exhaust gas aftertreatment system are assisted by the injection system by temperature management. This requires a very flexible fuel injection system with a high average injection pressure, rate shaping and multiple injection. Further development targets are reduced tolerances and optimized nozzle design. Beside the control of the fuel injection system itself with new control strategies its more and more important to control additionally air management and exhaust emission management with the engine ECU to get the best compromise in soot-NOx-trade-off and fuel consumption in each point of the engine map and during transient conditions.
References
Becher S, Forthmann S and Tichy B (2002) Abgasrckfhrregelung beim Nkw-Dieselmotor im dynamischen Betrieb, Tagung:Emission Control, Dresden Jacob E, Gotre W, Rothe D, Rammer F and Richter K.(2001) The influence of lubricating oil on the emissions of diesel engines with exhaust gas aftertreatment. 22. Internationales Wiener Motorensymposium, VDI Reihe 12 Nr. 455, pp 286-301 Krieger K and Maier R (2002) Challenges of global market requirements on diesel FIE, AVL International Commercial Powertrain Conference, Budapest. Mahr B, Polach W and, Ripper W(2000) Dosing system for reducing agent of SCR catalysts, VDA Technical Congress 2000 Mahr B, Drnholz M, Polach W and Grieshaber H (2000) Heavy Duty Diesel Engines - The potential of injection rate shaping for optimization of emissions and fuel consumption, 20. Internationales Motorensymposium, VDI Reihe 12 Nr. 376 Potz D, Christ W and Dittus B (2000) Diesel system The determining interface between injection system and combustion chamber, Thermo- and Fluid-dynamic Processes in Diesel engines, Springer, pp 133-143 Projahn U (2002) Requirements on diesel fuel injection equipment and fuel cleanliness under consideration of global market aspects, 5th International Filtration Conference