Deer10 Johansson

Path to High Efficiency Gasoline Engine
SI HCCI PPC
Prof. Bengt Johansson

Division of Combustion Engines Department of Energy Sciences
Lund University
Scania diesel engine running on gasoline

60 55 Group 3, 1300 [rpm]
!
FR47333CVX FR47334CVX FR47336CVX
Gross Indicated Efficiency [%]
50 45 40 35 30 25 20 0 2 4 6 8 Gross IMEP [bar] 10 12 14
i=57%
= Isfc =147 g/kWh
(@43 MJ/kg heating value)

2
Outline
HCCI and fuel efficiency
50% thermal efficiency
Partially premixed combustion, PPC

Background Why gasoline is the best diesel engine fuel 56% thermal efficiency in car size engine 57% thermal efficiency in truck size engine Why 55% thermal efficiency is better than 57% How to reach 26 bar IMEP with US10 NOx, PM, HC and CO engine out
3
Outline

4
Efficiencies?
Energy flow in an IC engine

FuelMEP Combustion efficiency QhrMEP Thermodynamic efficiency Gross Indicated efficiency IMEPgross Gas exchange efficiency Net Indicated efficiency lMEPnet Mechanical efficiency Brake efficiency BMEP FMEP PMEP QlossMEP QexhMEP QemisMEP
QhtMEP
Brake
Combustion
Thermodynamic
GasExchange
Mechanical
Thermodynamic efficiency
Saab SVC variable compression ratio, VCR, HCCI, Rc=10:1-30:1; General Motors L850 World engine, HCCI, Rc=18:1, SI, Rc=18:1, SI, Rc=9.5:1 (std) Scania D12 Heavy duty diesel engine, HCCI, Rc=18:1; Fuel: US regular Gasoline
7 SAE2006-01-0205
All four efficiencies
Problem with HCCI: Too fast combustion
Phasing HCCI combustion late helps burn rate but reduce C
Magnus Christensen Ph.D. thesis 2002
10
Outline

11
+ Clean with 3-way Catalyst - Poor low & part load efficiency
Background
Combustion concepts
+ High efficiency - Emissions of NOx and soot
Spark Ignition (SI) engine (Gasoline, Otto)
Compression Ignition (CI) engine (Diesel)
+ High efficiency + Ultra low NOx
Homogeneous Charge Compression Ignition (HCCI)
-Combustion control -Power density
Spark Assisted Compression Ignition (SACI) Gasoline HCCI
Partially premixed combustion (PPC) Diesel HCCI + Injection controlled - Less emissions advantage
Partially Premixed Combustion, PPC

p 6000 y
HCCI
PCCI
CI PPC
1200
5000
1000
4000
HC [ppm]
800
NOx [ppm]
3000
600
2000
400
1000
200
-180
-160
-140
-100 -80 -120 SOI [ATDC]
-60
-40
-20
Def: region between truly homogeneous combustion, HCCI, and diffusion controlled combustion, diesel
13
PPC: Effect of EGR with diesel fuel

Load Abs. Inlet Pressure Engine Speed Swirl Ratio Compression Ratio 8 bar IMEP 2.5 bar 1090 rpm 1.7 12.4:1 (Low)
Scania D12 single cylinder
14
DEER2005
Lund/Delphi/Volvo PPC Project

Volvo D13 Multi-cylinder engine
NOx <0.3 g/kWh PM < 2 FSN using Swedish MK1 diesel fuel
Adapted from SAE paper 2009-01-1127
16
Outline

17
PPC with low cetane diesel
Lic. Thesis by Henrik Nordgren 2005 and presented at DEER2005
18
Outline

19
VOLVO D5 with Gasoline

Injection 1 2 3 SOI [TDC] -64.00 -29.20 0.80 Fuel MEP [bar] 10.88 7.74 7.74 Percentage [%] 41.28 29.36 29.36
150 Cyl Pressure [bar] Inj Signal [a.u.] RoHR [J/CAD] 100
N IMEPg Pin Tin EGR lambda
2000 13.38 2.57 354 39 1.75
[rpm] [bar] [bar] [K] [%] [-]

0 20 -80 50
Load
Noise
Load & CA50
-60
-40
-20 CAD [TDC]
20
40
Efficiencies & Emissions

60 58 56 54 30
D60 project goal

40 35
0.46 %
Efficiency [%]
Emissions
52 50 48 46 44 42 40 Indicated Gross Thermal Combustion/2
25 20 15 10 5 0 NOx*100 [g/kWh] CO [g/kWh]
4598 ppm 13 ppm
91 %
Below Detectable Level HC [g/kWh] Soot [FSN]
dPmax CA5 ID CA50 CA90-10
7.20 3.40 -1.00 11.35 13.00
[bar/CAD] [TDC] [CAD] [TDC] [CAD]
21
Burn rate and T

Optimum Thermodynamic efficiency
150
Low effective expansion ratio
Cyl Pressure [bar] Inj Signal [a.u.] RoHR [J/CAD] 100
High heat losses
50
0 -80
-60
-40
-20 CAD [TDC]
20
40
Premixedness 22
Outline

23
Experimental setup, Scania D12

Bosch Common Rail Prailmax Orifices Orifice Diameter Umbrella Angle Engine / Dyno Spec BMEPmax Vd Swirl ratio 15 1951 2.9 [bar] [cm3] [-] 1600 8 0.18 120 [bar] [-] [mm] [deg]
Fuel: Gasoline or Ethanol
24
Two Test Series: High & Low Compression Ratio
rc: 14.3:1 Low Compression Ratio PPC
rc: 17.1:1 High Compression Ratio PPC
25
Injection Strategy
It consists of two injections. The first one is placed @ -60 TDC to create a homogeneous mixture while the second around TDC. The stratification created by the second injection triggers the combustion. The first injection must not react during the compression stroke, this is achieved by using EGR.
1 0.8
Const.
Load & CA50
[a.u.]
0.6 0.4 0.2 0
It must not react during compression

-60 -50 -40 -20 -30 CAD [TDC] -10 0 10
Fuel amount in the pilot is a function of: 1.rc 2.RON/MON 3.EGR

26
SAE 2009-01-0944
High Compression Ratio PPC
IMEP sweep @ 1300 [rpm] EGR ~ const throughout the sweep, 40-50 [%] ~ const throughout the sweep, 1.5-1.6 [-] Tin = 308 [K]
Standard piston bowl, rc: 17:1
27
SAE 2009-01-2668
Running Conditions
2.5 Inlet Temperature Exhaust Temperature 2.25 350 300 250 Inlet Pressure Exhaust Pressure 200 2 1.9 1.8 1.7 50 45 40 35 30 13 60 55
150 100 50
[C]
1.6 1.5 1.4 1.3 1.2 4 5 6 7 10 9 8 Gross IMEP [bar] 11 12
1.75
1.5
10 8 9 Gross IMEP [bar]
11
12
0 13
28
EGR [%]
[bar]
[-]
Efficiencies
100 95 90 85 80 75 70 65 60 55 50 4 5 6 7 8 9 10 Gross IMEP [bar] 11 12 Combustion Efficiency Thermal Efficiency Gas Exchange Efficiency Mechanical Efficiency
[%]
13
29
Efficiency
57%
60
Too much heat transfer

55 50
Too much rate controlled combustion
[%]
45 40 35 30 Gross Ind. Efficiency Net Ind. Efficiency Brake Efficiency
8 10 Gross IMEP [bar]
12
14
30
Emissions
0.5 0.45 0.4 0.35 Gross Net Brake EU VI US 10 5 4.5 4 3.5
Obsolete injection system Not well tuned EGR- combination
0.3 0.25 0.2 0.15 0.1 0.05 0 2 4 6 8 10 Gross IMEP [bar] 12 14
Smoke [FSN]
NOx [g/kWh]
3 2.5 2 1.5 1 0.5 0 2
12
14
5 4.5 4 3.5 Gross Net Brake EU VI US 10
18 16 14 12 Gross Net Brake EU VI US 10
HC [g/kWh]
CO [g/kWh]
3 2.5 2 1.5 1 0.5 0 2 4 6 8 10 Gross IMEP [bar]
10 8 6 4 2
12
14
31
12
14
Outline

32
Low Compression Ratio PPC
IMEP sweep @ 1300 [rpm] EGR ~ const throughout the sweep, 40-50 [%] ~ const throughout the sweep, 1.5-1.6 [-] Tin = 308 [K]
Custom piston bowl, rc: 14.3:1
33
SAE 2010-01-0871
Efficiencies
100 95 90 85 80 75 70 65 60 55 50 4 6 8 10 12 Gross IMEP [bar] 14 16 18 Combustion Efficiency Thermal Efficiency Gas Exchange Efficiency Mechanical Efficiency [%]
34
Emissions
0.6 0.5 0.4 Gross Net Brake EU VI US 10 2 1.8 1.6 1.4
Better tuned EGR- combination
Smoke [FSN]
NOx [g/kWh]
1.2 1 0.8 0.6 0.4 0.2
0.3 0.2 0.1 0
14
16
18
14
16
18
1.5 Gross Net Brake EU VI US 10
10 9 8 7 Gross Net Brake EU VI US 10
1.2
HC [g/kWh]
CO [g/kWh]
2 4 6 8 10 12 Gross IMEP [bar] 14 16 18
0.9
6 5 4 3
0.6
0.3
2 1
35
14
16
18
Emissions different fuels

0.5 0.45 0.4 0.35
NOx [g/kWh]
0.25 0.2 0.15 0.1 0.05 0 2 4 6 8 10 12 14 Gross IMEP [bar] 16 18 20
Soot [FSN]
0.3
Ethanol FR47330CVX FR47331CVX FR47333CVX FR47334CVX FR47335CVX FR47336CVX FR47338CVX
2.5 Ethanol FR47330CVX FR47331CVX FR47333CVX FR47334CVX FR47335CVX FR47336CVX FR47338CVX
1.5
0.5
16
18
20
12 10 8 Ethanol FR47330CVX FR47331CVX FR47333CVX FR47334CVX FR47335CVX FR47336CVX FR47338CVX
10 9 8 7 Ethanol FR47330CVX FR47331CVX FR47333CVX FR47334CVX FR47335CVX FR47336CVX FR47338CVX
CO [g/kWh]
HC [g/kWh]
6 5 4 3 2
6 4 2 0
16
18
20
36
1 0 2 4 6 8 10 12 14 Gross IMEP [bar] 16 18 20
Outline

37
Experimental Apparatus, Scania D13

XPI Common Rail Orifices Orifice Diameter Umbrella Angle Engine / Dyno Spec BMEPmax Vd Swirl ratio 25 2124 2.095 [bar] [cm3] [-] 8 0.19 148 [-] [mm] [deg]
38
Standard piston bowl, rc: 17.3:1
Efficiency
50% brake efficiency seems viable!!!
60 55 50 45 brake net gross
[%]
40 35 30 25 20 5 10 20 15 Gross IMEP [bar]
25
30
39
Efficiency
50% brake efficiency maximization of all intermediate efficiencies
Brake
Combustion
Thermodynamic
GasExchange
Mechanical
100 90 80 combustion gas exchange thermal mechanical
[%]
70 60 50 40
10
25
30
RoHR, Cylinder Pressure & Injection Signal

IMEPg: 26 [bar] 250 200 150 100 50 0 -60 lambda: 1.32 [-] EGR: 47.98 [%] CA50: 13.9 [TDC] COV: 0.56 [%] eta comb: 99.89 [%] NOx: 0.264 [g/kWh] HC: 0.091 [g/kW] CO: 0.31 [g/kW] Soot: 0.26 [FSN] Abs Pin: 3.64 [bar] Abs Pex: 4.01 [bar] Tin: 293 [K] Tex: 673 [K] 250 200 150 RoHR/3 [J/CAD] Cylinder Pressure [bar] Injection Current [a.u.] 100 50 0 -40 -20 0 CAD [TDC] 20 40 60 -60 -40 -20 0 CAD [TDC] 20 40 60 lambda: 1.37 [-] EGR: 53.22 [%] CA50: 9.27 [TDC] COV: 0.7 [%] eta comb: 99.89 [%] NOx: 0.201 [g/kWh] HC: 0.082 [g/kW] CO: 0.31 [g/kW] Soot: 0.21 [FSN] IMEPg: 20 [bar] Abs Pin: 3.21 [bar] Abs Pex: 3.48 [bar] Tin: 293 [K] Tex: 606 [K] 250 200 150 RoHR/3 [J/CAD] Cylinder Pressure [bar] Injection Current [a.u.] 100 50 0 -60 -40 -20 0 CAD [TDC] 20 40 60 lambda: 1.36 [-] EGR: 46.69 [%] CA50: 7.6 [TDC] COV: 0.58 [%] eta comb: 99.82 [%] NOx: 0.281 [g/kWh] HC: 0.1 [g/kW] CO: 0.63 [g/kW] Soot: 0.31 [FSN] IMEPg: 16 [bar] Abs Pin: 2.35 [bar] Abs Pex: 2.88 [bar] Tin: 292 [K] Tex: 623 [K]
RoHR/3 [J/CAD] Cylinder Pressure [bar] Injection Current [a.u.]
IMEPg: 11 [bar] 250 200 150 100 50 0 -60 lambda: 1.48 [-] EGR: 46.41 [%] CA50: 6.82 [TDC] COV: 1.2 [%] eta comb: 99.4 [%] NOx: 0.317 [g/kWh] HC: 0.22 [g/kW] CO: 2.6 [g/kW] Soot: 0.05 [FSN] Abs Pin: 1.76 [bar] Abs Pex: 2.73 [bar] Tin: 291 [K] Tex: 612 [K] RoHR/3 [J/CAD] Cylinder Pressure [bar] Injection Current [a.u.] 250 200 150 100 50 0 -60 lambda: 1.57 [-] EGR: 42.66 [%] CA50: 9.71 [TDC] COV: 2.2 [%] eta comb: 94.16 [%] NOx: 0.108 [g/kWh] HC: 2.7 [g/kW] CO: 23 [g/kW] Soot: 0.0033 [FSN]
IMEPg: 5 [bar] Abs Pin: 1.07 [bar] Abs Pex: 1.15 [bar] Tin: 308 [K] Tex: 521 [K] RoHR/3 [J/CAD] Cylinder Pressure [bar] Injection Current [a.u.]
-40
-20
0 CAD [TDC]
20
40
60
-40
-20
0 CAD [TDC]
20
40
60

IMEPg: 5 [bar] 250 200 150 100 50 0 -60 lambda: 1.57 [-] EGR: 42.66 [%] CA50: 9.71 [TDC] COV: 2.2 [%] eta comb: 94.16 [%] NOx: 0.108 [g/kWh] HC: 2.7 [g/kW] CO: 23 [g/kW] Soot: 0.0033 [FSN] Abs Pin: 1.07 [bar] Abs Pex: 1.15 [bar] Tin: 308 [K] Tex: 521 [K] RoHR/3 [J/CAD] Cylinder Pressure [bar] Injection Current [a.u.]
-40
-20
0 CAD [TDC]
20
40
60

IMEPg: 11 [bar] 250 200 150 100 50 0 -60 lambda: 1.48 [-] EGR: 46.41 [%] CA50: 6.82 [TDC] COV: 1.2 [%] eta comb: 99.4 [%] NOx: 0.317 [g/kWh] HC: 0.22 [g/kW] CO: 2.6 [g/kW] Soot: 0.05 [FSN] Abs Pin: 1.76 [bar] Abs Pex: 2.73 [bar] Tin: 291 [K] Tex: 612 [K] RoHR/3 [J/CAD] Cylinder Pressure [bar] Injection Current [a.u.]
-40
-20
0 CAD [TDC]
20
40
60

IMEPg: 16 [bar] 250 200 150 100 50 0 -60 lambda: 1.36 [-] EGR: 46.69 [%] CA50: 7.6 [TDC] COV: 0.58 [%] eta comb: 99.82 [%] NOx: 0.281 [g/kWh] HC: 0.1 [g/kW] CO: 0.63 [g/kW] Soot: 0.31 [FSN] Abs Pin: 2.35 [bar] Abs Pex: 2.88 [bar] Tin: 292 [K] Tex: 623 [K]
-40
-20
0 CAD [TDC]
20
40
60

-40
-20
0 CAD [TDC]
20
40
60

-40
-20
0 CAD [TDC]
20
40
60
Combustion Noise & Stability

Relative Maximum Pressure Rise Rate [bar/CAD]
10 9 8 HD Engine Treshold 5 4.5 4
COV of IMEP [%]
7 6 5 4 3 2 1 0 0 5 10 20 15 Gross IMEP [bar] 25 30
3.5 3 2.5 2 1.5 1 0.5 0 0 5
HD Engine Treshold
10
25
30
47
Emissions
0.6 0.5 Brake NOx US10 EU VI 0.5 0.45 0.4 0.35
Brake NOx [g/kWh]
0.4 0.3 0.2 0.1 0
Soot [FSN]
0 5 10 15 20 Gross IMEP [bar] 25 30
0.3 0.25 0.2 0.15 0.1 0.05 0 5 10 15 20 Gross IMEP [bar] 25 30
2 1.8 1.6 Brake HC US 10 EU VI
25 Brake CO US 10 EU VI
20
Brake HC [g/kWh]
1.2 1 0.8 0.6 0.4 0.2 0 0 5 10 15 20 Gross IMEP [bar] 25 30
Brake CO [g/kWh]
1.4
15
10
48
10
25
30
Summary
49
Brake Efficiency
58 56 54 D12 High rc, G. 80/75 D12 Low rc, G. 69/66 D13 Standard, G. 69/66
Brake Efficiency [%]
52 50 48 46 44 42 40 38 36 0 5 10 15 20 Gross IMEP [bar] 25 30
Brake efficiency in the range of 48-50% seems to be viable between 12.5 and 26 bar gross IMEP.
50
D13 Running on Diesel & Gasoline

52 50 48 D13 Gasoline D13 Diesel
Brake Efficiency [%]
46 44 42 40 38 36 34 5 10 15 20 Gross IMEP [bar] 25 30
D13 Diesel was calibrated by Scania and the calibration was done to meet EU V legislation. Average improvement of 16.6% points @ high load!!!
51
Brake Emissions
0.6 0.55 0.5 D12 High rc D12 Low rc D13 Standard EU VI US 10 4.5 4 3.5 3 D12 High rc D12 Low rc D13 Standard
Brake Specific NOx [g/kWh]
0.45 0.4 0.35 0.3 0.25 0.2 0.15 0.1 0.05 0 0 5 10 15 20 Gross IMEP [bar]
Soot [FSN]
2.5 2 1.5 1 0.5
25
30
10
25
30
4 3.5 D12 High rc D12 Low rc D13 Standard EU VI US 10
35 30 D12 High rc D12 Low rc D13 Standard EU VI US 10
Brake Specific HC [g/kWh]
Brake Specific CO [g/kWh]
3 2.5 2 1.5 1 0.5 0 0 5 10 15 20 Gross IMEP [bar]
25 20 15 10 5
25
30
52
10
25
30
Engine combustion - direction

+ Clean with 3-way Catalyst - Poor low & part load efficiency + High efficiency - Emissions of NOx and soot Compression Ignition (CI) engine (Diesel) Homogeneous Charge Compression Ignition (HCCI) + High Efficiency + Ultralow NOx & soot - Combustion control - Power density Diesel PPC + High Efficiency + Low NOx & soot + Injection controlled - Efficiency at high load
1900-1995
Spark Ignition (SI) engine (Gasoline, Otto)
1995-2005
2005-2010
2010-
Gasoline PPC
53
The End
Thank you
54
Path to High Efficiency Gasoline Engine

SI HCCI PPC
Prof. Bengt Johansson

Division of Combustion Engines Department of Energy Sciences
Lund University
55
Outline
Summary of
56% thermal efficiency in car size engine 57% thermal efficiency in truck size engine Why 55% thermal efficiency is better than 57%
Fuel effects in Scania D12 engine How to reach 26 bar IMEP with US10 NOx, PM, HC and CO engine out, Scania D13 Fuel effects in Scania D13 engine
56
Fuel Matrix
RON Group 1 FR47335CVX FR47332CVX FR47337CVX Group 2 FR47338CVX FR47330CVX FR47331CVX Group 3 FR47336CVX FR47334CVX FR47333CVX Group 4 PRF20 MK1 99.0 97.7 96.5 88.6 87.1 92.9 70.3 69.4 80.0 20 n.a. MON 96.9 87.5 86.1 79.5 80.5 84.7 65.9 66.1 75.0 20 20 C 7.04 6.61 7.53 7.21 7.20 6.90 7.10 7.11 7.16 7.2 16 H/C 2.28 2.06 1.53 1.88 1.92 1.99 2.08 1.98 1.97 2.28 1.87 O/C 0.00 0.07 0.00 0.00 0.00 0.03 0.00 0.00 0.00 0 0 LHV [MJ/kg] 44.30 39.70 42.10 43.50 43.50 41.60 43.80 43.80 43.70 44.51 43.15 A/F stoich 15.10 13.44 14.03 14.53 14.60 14.02 14.83 14.68 14.65 15.07 14.9
57
Results
58
Tested Load Area

Stable operational load vs. fuel type
25
20
IMEP gross [bar]
15
10
0 20
30
40
50
60 RON [-]
70
80
90
100
59
NOx - comb Trade Off Solution

100 99
F/A EQUIVALENCE RATIO
Combustion Efficiency [%]
98 97 96 95 94 93 92 91
G. ON 99/97 G. ON 98/88 G. ON 97/86 G. ON 93/85 G. ON 89/80 G. ON 87/81 G. ON 80/75 G. ON 70/66 G. ON 69/66 PRF20
HC/CO
90
0.2
Adiabatic Flame Temperature
TEMPERATURE
2400 2200
0.4 0.6 NOx [g/kWh]

=1 =1.1 =1.2 =1.3 =1.4 =1.5 =1.6 =1.7 =1.8 =2 =2.5 =3 =3.5 =4
0.8
2000
It is possible to achieve low NOx and still keep high combustion efficiency in the whole load range!
Temperature [K]
1800
1600
1400
1200
60
35 40 45 50 EGR Ratio [%] 55 60 65 70
1000 30
Efficiency & Emissions

60 59
Gross Indicated Efficiency [%]
58 57 56 55 54 53 52 51 50 0 0.2 0.4 0.6 NOx [g/kWh]
Soot [g/kWh]
G. ON 99/97 G. ON 98/88 G. ON 97/86 G. ON 93/85 G. ON 89/80 G. ON 87/81 G. ON 80/75 G. ON 70/66 G. ON 69/66 PRF20
0.05 0.045 0.04 0.035 0.03 0.025 0.02 0.015 0.01 0.005 0 G. ON 99/97 G. ON 98/88 G. ON 97/86 G. ON 93/85 G. ON 89/80 G. ON 87/81 G. ON 80/75 G. ON 70/66 G. ON 69/66 D. CN 52 PRF20 EU VI US10
0.8
0.1
0.2
0.3 0.4 0.5 0.6 0.7 Indicated NOx [g/kWh]
0.8
0.9
In certain operating range, some fuels are capable to comply EU VI & US10 legislations and still keep high efficiency without compromising the efficiency!
61
Soot Emissions
3 2.5 2 G. ON 99/97 G. ON 98/88 G. ON 97/86 G. ON 93/85 G. ON 89/80 G. ON 87/81 G. ON 80/75 G. ON 70/66 G. ON 69/66 D. CN 52 PRF20
Soot [FSN]
1.5 1 0.5 0
Diesel vs. Gasoline
10
25
30
62
Higher Power Density

3 2.5 2 G. ON 99/97 G. ON 98/88 G. ON 97/86 G. ON 93/85 G. ON 89/80 G. ON 87/81 G. ON 80/75 G. ON 70/66 G. ON 69/66 D. CN 52 PRF20 1 1.1 1.2 1.3 1.4 1.5 IMEPg: 20 & 25 [bar]
Soot [FSN]
1.5 1 0.5 0
[-]
Low soot even @ 1.3 higher power density without producing smoke!
63
Acoustic Noise
15
Relative Max Pressure Rise Rate [bar/CAD]
Max Pressure Rise Rate [bar/CAD]
13 11 9 7 5 3 1
G. ON 99/97 G. ON 98/88 G. ON 97/86 G. ON 93/85 G. ON 89/80 G. ON 87/81 G. ON 80/75 G. ON 70/66 G. ON 69/66 D. CN 52 PRF20 Treshold
5 4.5 4 3.5 3 2.5 2 1.5 1 1 1.5
Motored Engine Measured Normalized
10
25
30
64
2 2.5 3 abs Inlet Pressure [bar]
3.5
Idle
65
Efficiencies & Emissions

50 48 46 44 42 G. ON 69/66 Gross Indicated Efficiency [%] Thermal Efficiency [%] Combustion Efficiency 100 99 98 0.4 0.35 0.3 G. ON 69/66 NOx Soot CO HC 50 45 40
NOx / Soot [g/kWh]
96 95 94 93 92 91 3 4 5 6 7 8 Combustion Phasing [TDC] 9 90 10
0.25 0.2 0.15 0.1 0.05 0 3 4 5 6 7 8 Combustion Phasing [TDC] 9
30 25 20 15 10 5 0 10
40 38 36 34 32 30
66
CO / HC [g/kWh]
97
35
[%]
[%]
Viability of Low ON Gasolines for PPC?
67
Oil Refineries Production Layout
50%
50 < ON < 75 90 < ON < 99
20%
Octane Number of the gasoline streams span from 99 to 50 RON 68 Gasolines with 70 RON are already produced!!!
30%
Oil Refineries Perspectives
Oil refineries are a very stiff system and their kerosene, diesel and gasoline production can not be easily varied without major investments we need to build highly efficient vehicles with the 69 available fuels
High ON Gasolines in Scania D13

25
What to do with these fuels?! Still to be used in SI engines?!
20
IMEP gross [bar]
15
10
0 20
30
40
50
60 RON [-]
70
80
90
100
70 Page 70
Minimum Turbo Efficiency
71
Ideal burn rate?

Conditions: 1. CA50: 8 [ATDC]. 2. CA90-10: 15 [CAD]. 3. Engine geometry: custom Scania D13. 4. Inlet temperature: 303 [K]. 5. Reference temperature: 298 [K]. 6. Engine speed: 1250 [rpm]. 7. Differential pressure exhaust minus inlet: 0.25 [bar]. 8. Cylinder wall temperature: 450 [K]. 9. Heat transferred modeled with the Woschni equation and tuned to match the experimental results 10. The rate of heat release has been approximated with a Wiebe function. 11. EGR is added in order to have 1.35 as . If the inlet pressure was not enough to have without EGR higher than 1.35, EGR was set to zero. 12. The combustion efficiency was assumed to be 100%. 13. Lower heating value 43.8 MJ/kg, stoichiometric air fuel ratio 14.68.
72
Exhaust Loss
73
Heat transfer loss
74
The rest (useful work)
75
Boosting reduce heat losses
76
A-B-C of Fuel Consumption

A. Car size B. Engine size C. Engine efficiency in right operating conditions
77
Porsche 911 performance with 100+ mpg?

Two persons 100 liter of storage capacity
78
Porsche 911 data

M=1550 kg Cr=0.012 Av=1.96 m2 Cd=0.33 Vd=3.8 liter P=355 PS (hp) T=400 Nm Performance 0-60: 4.6 s V,max=300 km/h ( 186.5 mph) Fuel consump.= 12.0 l/100 km (19.6 mpg)
79
Power needed @300 km/h (186.5 mph)

P = C R mg + 0.5 a C D Av v 2 v =
2 300 300 0.012 x1550 x9.81 + 0.5 x1.2 x0.33 x1.96 x x 3.6 3.6 = 239.8kW = 326.1hp
80
The Cigar
Two person capacity is often enough

UK National Office of Statistics: The average car occupancy is 1.6 people per car and for commuting it's 1.2
A carpool in California is a car with ONE person if the car is fuel efficient
82
The Cigar
Existing large model use large BMW 1200 cc MC engine. With turbo a top speed of 315 km/h and fuel consumption of 3.5 l/100 km (67 mpg)
http://www.peraves.ch/
Power needed @300 km/h (186.5 mph)

Cigar design specifications Cd=0.1 Av=0.5-1 m2 m= 250 kg Cr=0.012 (two wheels)
P = C R mg + 0.5 a C D Av v 2 v =
2 300 300 0.012 x 250 x9.81 + 0.5 x1.2 x0.10 x1.0 x x 3.6 3.6 = 37.2kW = 49.7 hp
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Power needed at 50 and 100 km/h (31- 62 mph)

Porsche 911 vs. cigar
Speed (km/h) 50 100 300 50 100 300 911 3.57 13.4 239.8 4.86 18.2 326.1 Cigar 0.57 2.1 37.2 0.77 2.9 49.7 Unit kW kW kW hp hp hp Ratio 6.28 6.36 6.45 6.28 6.36 6.45
Acceleration proportional to power/mass ratio: Cigar: 250/49.7=5.03 kg/hp 911: 1550/355=4.37 kg/hp
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A. Car size
With more correct car size the engine size can be reduced a factor of 6 i.e. single cylinder version of 911 engine with 633 cc displacement is enough Porsche 911 has a fuel consumption of 12 l/100 km (19.6 mpg) Cigar would have 12/6=2 l/100 km (117.6 mpg) without any need of new engine technology.
(Scaling both engine and car size)
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B. Engine size
A Porsche 911 does not operate at optimum load points in normal driving. At 50 km/h the estimated load is only 2 bar BMEP or less Bsfc=400 g/kWh (b=21 %)
20
40 87
60
80
100
120
140
160
180
200
220 Bilhast. [km/h]
Engine downsizing
Three options 1. Turbo or supercharge a small engine 2. Cylinder deactivation of large engine 3. Variable displacement i.e. variable engine size
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B.1. Mercedes CDI 250, 2.1 liter
Vd=2143 cc Torque= 500 Nm (369 lb-ft)

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Two stage turbo
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Engine downsizing- MB 250 CDI

Displacement of 2.1 liter giving 224 hp and 500 Nm of torque : 30 bar BMEP is now full load NOT 10 or 20 bar Fuel consumption; C-class 5.1 l/100 km (46.1 mpg), E-class 5.3 l/100 km (44.4 mpg), S-class 5.9 l/100 km (39.9 mpg) CO2: C-class 139 g/km E-class 143 g/km S-class 155 g/km
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B2: Dual engine concept

Use one small and one large engine As an example:
One 2 cylinder 1 liter engine One 4 cylinder 2 liter engine
This gives us 1, 2 or 3 liter to choose from
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Layout 4 +2 cyl
Fiat 2-cylinder production engine
FAS
Transm.
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Operation
2-cyl at low loads 4-cyl operation at higher load operation (Autobahn) 6-cyl operation at highest loads 6-cyl + FAS at transients (with FAS start of 4-cyl) FAS for regenerative braking FAS for lowest speed operation ( < 5 km/h) Manual selection should be possible
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B3: Variable displacement engine

If we can change displacement, Vd, engine load, P, can be controlled without reducing BMEP!
N P = bmep Vd nt
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Atkinson Cycle
Displacement from 0.15 to 0.85 l per cylinder gives 0.6 to 3.4 l four cylinder engine at full load (@max BMEP)
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Atkinson engine with variable displacement
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Atkinson engine efficiency
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Atkinson engine thermal efficiency
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A-B-C of Fuel Consumption

A. Car size B. Engine size C. Engine efficiency in right operating conditions (Maximum engine efficiency)
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Summary /ABC of fuel consumption

A. Correct car size gives factor of 6 in fuel consumption B. Correct load point gives factor 2 in fuel consumption (21%-42% or 400-200 g/kWh) C. Partially Premixed Combustion have the potential to extend brake efficiency to 50% with US10/Euro emissions. With further optimization 55% could be reached D. With waste heat recovery 60% should be possible giving a factor of 3 from today. A total reduction potential of factor 18!
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Cars and traffic situation
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Deer10 Johansson

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Path to High Efficiency Gasoline Engine

Prof. Bengt Johansson

Scania diesel engine running on gasoline

Gross Indicated Efficiency [%]

50 45 40 35 30 25 20 0 2 4 6 8 Gross IMEP [bar] 10 12 14

= Isfc =147 g/kWh

(@43 MJ/kg heating value)

Partially premixed combustion, PPC

Partially premixed combustion, PPC

Energy flow in an IC engine

All four efficiencies

Problem with HCCI: Too fast combustion

Phasing HCCI combustion late helps burn rate but reduce C

Magnus Christensen Ph.D. thesis 2002

Partially premixed combustion, PPC

+ High efficiency - Emissions of NOx and soot

Spark Ignition (SI) engine (Gasoline, Otto)

Compression Ignition (CI) engine (Diesel)

+ High efficiency + Ultra low NOx

Homogeneous Charge Compression Ignition (HCCI)

-Combustion control -Power density

Spark Assisted Compression Ignition (SACI) Gasoline HCCI

Partially Premixed Combustion, PPC

-100 -80 -120 SOI [ATDC]

PPC: Effect of EGR with diesel fuel

Scania D12 single cylinder

Lund/Delphi/Volvo PPC Project

Adapted from SAE paper 2009-01-1127

Partially premixed combustion, PPC

PPC with low cetane diesel

Lic. Thesis by Henrik Nordgren 2005 and presented at DEER2005

Partially premixed combustion, PPC

VOLVO D5 with Gasoline

N IMEPg Pin Tin EGR lambda

2000 13.38 2.57 354 39 1.75

[rpm] [bar] [bar] [K] [%] [-]

Load & CA50

-20 CAD [TDC]

Efficiencies & Emissions

D60 project goal

52 50 48 46 44 42 40 Indicated Gross Thermal Combustion/2

25 20 15 10 5 0 NOx*100 [g/kWh] CO [g/kWh]

4598 ppm 13 ppm

Below Detectable Level HC [g/kWh] Soot [FSN]

dPmax CA5 ID CA50 CA90-10

7.20 3.40 -1.00 11.35 13.00

[bar/CAD] [TDC] [CAD] [TDC] [CAD]

Burn rate and T

Low effective expansion ratio

Cyl Pressure [bar] Inj Signal [a.u.] RoHR [J/CAD] 100

High heat losses

-20 CAD [TDC]

Partially premixed combustion, PPC

Experimental setup, Scania D12

Fuel: Gasoline or Ethanol

Two Test Series: High & Low Compression Ratio

rc: 14.3:1 Low Compression Ratio PPC

rc: 17.1:1 High Compression Ratio PPC

Load & CA50

0.6 0.4 0.2 0

It must not react during compression

Fuel amount in the pilot is a function of: 1.rc 2.RON/MON 3.EGR