Diesel Stoichiometric Combustion

SANGSUK LEE & Rolf D. REITZ

Motivation
Diesel engines face difficulties in satisfying emission regulations, especially reducing NOx emissions. Three-way catalyst is an well-established technology with gasoline engines. Can the three-way catalyst be used with diesel engines? Fuel Economy is top priority! Emissions

Operating Conditions
Parameter Engine Speed Boost Pressure Injection Pressure Intake Air Temp. Fuel Mass Start of Injection Swirl Ratio EGR Baseline 2000 rpm 130kPa 150 MPa 90 C 16.0 mg/cyc - 35, -15ATDC 1.85 50% 110 ~ 140 kPa 90 ~ 150 MPa 40 ~ 90C 15 ~ 20 mg/cyc -35 ~ -5 ATDC 1.85 ~ 3.3 35 ~ 60%
Spray Included Angle

Effects of Op. Parameters on Fuel Consumption under stoichiometric Operation

Range
300
Base PCCI (Boost Pressure) Std. Diesel Comb. PCCI (Intake Air Temp.) Standard Diesel

Linear Regression* (R2 = 80%) ISFC (g/kW-hr) = 307 0.38xBoost P. 0.21x Inj. P. + 5.82xSwirl 0.11xSOI + 0.11xFuel Mass 0.06xIntake Temp. Boost Pressure ~ Injection Pressure > Swirl > Fuel Mass ~ SOI ~ Intake Temp. ~

Injector Nozzles
ISFC (g/kW-hr)

290 280 270 260 250 240 230 0.4 0.5 0.6 0.7 0.8

130

(8-hole)

400 cm3 / 30 min under 100bar

Objectives
To explore characteristics of rich diesel combustion To achieve Diesel Stoichiometric Combustion with acceptable fuel economy impact To identify achievable level of fuel consumption under stoichiometric operation with current strategies To evaluate the effects of operating parameters on diesel stoichiometric characteristics

0.9

1.0

1.1

1.2

Equivalence Ratio

Boost P. Unit Range Effect * Minitab kPa 110~140 11.4

Inj. P. MPa 90~150 12.4

Swirl

SOI BTDC

Fuel Mass mg/cyc 15~21 0.7

Intake Temp. C 40~90 3.0

Combustion regimes dont have significant effect on fuel consumption as becomes richer. 7% fuel consumption disadvantage at = 1.0

1.8~3.3 8.7

5~35 3.3

Combustion Phasing on Fuel Consumption

Operating Parameters
Peak HRR (ATDC) Burn Duration (CA) Heat Rejection Efficiency (%) ISFC (g/kW-hr)

Emissions under phi = 1.0

Boost P. Unit Range NOx Soot CO HC Red Blue Black
kPa 110~140

Split Injection under phi = 1.0

ISFC Engine Load
mg/cyc 15~21

Conclusions
1. Fuel consumption and emissions characteristics are determined mostly by the equivalence ratio under rich diesel combustion. PCCI combustion showed a low level (0.2 g/kW-hr) of soot emission even at stoichiometric operation. Stoichiometric operation yielded ISFC levels of about 245 g/kW-hr which is around 7% higher than that of the best fuel economy case under leaner standard diesel operation. High boost pressure and injection pressure improved fuel consumption under stoichiometric operation while high swirl ratio sacrificed fuel consumption. Phasing of the heat release rate had only a minor influence on the fuel consumption since better phasing was accompanied by longer burn durations which canceled the gain. PCCI based split injections under stoichiometric operation did not have significant fuel economy advantage while split injections with late injection impacted fuel economy due to improper air entrainment of 2nd spray.

BASE -4.50 5.00 64 248

Boost Press (140kPa).

SOI (-15ATDC) 0.75 13.75 64 246

Tair (40C) 1.00 7.00 65 243

Inj. P.
MPa 90~150

Swirl

SOI
BTDC

Intake Temp.
ISFC (g/kW-hr)

290 280 270 260 250 240

Split Injections (SOI_1=-35'ATDC, 50%+50%) Single Injection (SOI Sweep)

SOI = -35 & 15 ATDC

-4.50 4.75 64 244

C 40~90

2. 3.
SOI = -35 & -15 ATDC
-40 -30 -20 -10 0 10 20 30 SOI (deg ATDC)

1.8~3.3

5~35

0.26 0.45 3.70 0.28

0.01 0.24 17.3 3.4

0.07 0.61 0.23 0.03

0.12 1.13 37.5 4.9 >2 > <

0.40 0.82 24.9 14.1

0.19 0.75 13.4 5.3

230

Same Levels of ISFC and Heat rejection efficiency Shifted combustion phasing doesnt improve work conversion efficiency and fuel consumption.
Accumulated Heat Release relative to Fuel Energy
250 0.8 Boost P. 0.6 BASE 0.4 SOI Intake Temp.

4.

% Fuel Energy Wasted with CO and HC Emissions

20
CO _ Split HC _ Split CO + HC _ Split CO + HC _ Single

5.

200

Heat Release Rate (J/CA)

% Fuel Energy

: Significant Effect : Moderate Effect : negligible Effect

16

150

Boost P.

SOI

12

4.7%

6.

100

BASE

Intake Temp.

0.2

50

0 -20 -10 0 10 20 30 Crank Angle (degree ATDC)

0.0 -20 0 20 Crank Angle (degree ATDC) 40 60

0 -30 -20 -10 0 10 20 Start of Injection (degrees ATDC)

University of Wisconsin Engine Research Center