Download - San antonio cleanfuels2007

Tom Ryan, Institute EngineerTom Ryan, Institute EngineerEngine, Emissions and Vehicle Research DivisionEngine, Emissions and Vehicle Research DivisionSouthwest Research InstituteSouthwest Research Institute®®

San Antonio, TexasSan Antonio, Texas

Clean Fuels 2007: Clean Fuels 2007: June 25June 25--26, 200726, 2007::

Fuels for Future EnginesFuels for Future Engines

2

Presentation OutlinePresentation Outline

Current status of HD Legislation

Diesel fuel properties and their effect on emissions

Bio-diesel and its effect on emissions.

HCCI Status

Light-duty Diesel

High Efficiency Gasoline

3


Current status of HD Legislation



HCCI Status

Light-duty Diesel


4

US Heavy Duty Emissions US Heavy Duty Emissions

5

Progression Of HeavyProgression Of Heavy--Duty Legislation Duty Legislation And Technology In EECAnd Technology In EEC

Commission HD Euro 6 validation report issued end 2006Euro 6 has been proposed as 0.5 g/Kw.h NOx and 0.002 g/kW.h particulates

0

2

4

6

8

10

12

14

16

Euro 0, 1990

Euro 1, 1992

Euro 2, 1995

Euro 3, 1999

Euro 4, 2005

Euro 5, 2008

Euro 6, 2010

NO

x (g

/kW

.h)

0

0.05

0.1

0.15

0.2

0.25

0.3

0.35

0.4

Part

icul

ates

(g/k

W.h

NOx (g/kW.h)PM (g/kW.h)

6

InIn--Cylinder Emissions Control Use In Cylinder Emissions Control Use In Production EnginesProduction Engines

IntercoolingCombustion retardInjection rate shapingExhaust gas recirculation (EGR)

TurbochargingHigher injection pressureSmaller nozzle holes

To date NOx has been controlled by reducing combustion temperature bythese methods.

To date particulates have been controlled by increasing the oxidation rate of the fuel bythese methods.

At US 2007 and Euro 4 these methods are reaching the limit of their practical effectiveness and other methods my be necessary..

7

Charge Air CoolingCharge Air Cooling

The effect of intake manifold temperature on NOx is predictable.

Intake Manifold Temperature Co

-5 0 5 10 15 20 25 30 35 40 45 50 55

NO

x / [

NO

x @

50

o C]

0.75

0.80

0.85

0.90

0.95

1.00

1.05

25% Load

100% Load

75% Load

50% Load

8

Exhaust Gas Recirculation (EGR)Exhaust Gas Recirculation (EGR)>50% NOx reduction is possible over transient cycle.A particulate countermeasure for EGR is required.

EGR [%]0 10 20 30 40 50 60

NO

x / [

NO

x ba

selin

e

0.00.10.20.30.40.50.60.70.80.91.0

75% Load25% Load

7% Load

1800 rpm

EGR [%]0 10 20 30 40 50 60

NO

x / [

NO

x ba

selin

e]

0.00.10.20.30.40.50.60.70.80.91.0

75% Load25% Load

7% Load

1800 rpm

9


Current status of EEC HD Legislation



HCCI Status

Light-duty Diesel


10

Weighted NOWeighted NOXX vs. Total Aromaticsvs. Total AromaticsModern EGR Equipped EngineModern EGR Equipped Engine

NOx depends on fuel composition through the impact on the adiabatic flame temperatureAromatics increase the adiabatic flame temperature, and thus the NOx emissions

2.3

2.4

2.5

2.6

2.7

10 15 20 25 30 35 40

TOTAL AROMATICS [ % ]

WE

IGH

TED

NO

X [

g/(h

p-hr

)

11

Alternative Renewable FuelsAlternative Renewable Fuels

Biodiesel in the US may soon be made by petroleum refiners

rather than by using the fatty acid methyl-ester approach.

Bio-mass may also be refined using Bio-mass to liquid (BTL);

Fischer-Tropsch process.

A process has been developed Sweden to make Di-Methyl Ether

(DME) from wood chips.

UOP has a process for treating vegetable oil in the refinery

12

Stoichiometric AdiabaticStoichiometric AdiabaticFlame TemperatureFlame Temperature

•• NONOXX emissions show a strong relationship to hydrogen content.emissions show a strong relationship to hydrogen content.

2.30

2.35

2.40

2.45

2.50

2.55

2.60

2.65

2.70

12.6 12.8 13.0 13.2 13.4 13.6 13.8 14.0

FUEL HYDROGEN [%]

WEI

GH

TED

NO

x [g

/(hp-

hr)]

13

Fuel Effects on NOx (modeling results)Fuel Effects on NOx (modeling results)

The flame temperature

effects NOx.

Diesel H/C=1.8

Methane H/C = 4.0

2600

2650

2700

2750

2800

2850

2900

2950

1.5 2 2.5 3 3.5 4 4.5

Hydrocarbon/Carbon Ratio

Adi

abat

ic F

lam

e Te

mpe

ratu

re (K

)

0

2

4

6

8

10

NO

x (g

/hp/

h)

14

Relationship Between PM andRelationship Between PM andFuel CompositionFuel Composition

Combustion Reactor

Experiments Show Clear

Relationship Between Soot

and Composition

Basic Fuel Parameter is the

Fuel H/C Ratio

Fuel H/C Ratio1.3 1.4 1.5 1.6 1.7 1.8 1.9

Soot

(mg/

m3)

4

6

8

10

12

14

16

18

20

22

1531983 29300

034.74

2.60.227 @ 20°C

0.7710.661

300

263-24

217

0 0

000 0

90+ 55

FT DieselFT DieselDMEDME

4242437120

011

2.66.0

0.850.88

317352

263343

217331

340

11418

333< 15

4455

22--D DieselD DieselU.S.U.S.BiodieselBiodiesel

Alternative Fuel PropertiesAlternative Fuel Properties

kJ/kgkJ/kg

% mass% mass

cStcSt

°°CC

°°CC

°°CC

% mass% mass

ppmppm

UnitsUnits

Heating ValueHeating Value

OxygenOxygen

ViscosityViscosity

Specific GravitySpecific Gravity

T90T90

T50T50

T10T10

DistillationDistillation

AromaticsAromatics

NitrogenNitrogen

SulfurSulfur

Cetane NumberCetane Number

PropertyProperty

16





HCCI Status

Light-duty Diesel


17

Biodiesel Tests at SwRI- Hydrocarbon EmissionsBiodiesel Tests at SwRI- Hydrocarbon Emissions

0.00

0.05

0.10

0.15

0.20

0.25

0.30

0.35

HC

(G/H

P-H

R)

Cummins N14 DDC Series 50 Cummins B5.9TEST ENGINE

B100 B20 Diesel

B100 = 100% biodieselB20 = 20% biodiesel, 80% dieselOxygen in biodiesel reduces hydrocarbons

18

0.0

0.5

1.0

1.5

2.0

2.5

CO

(G/H

P-H

R)


B100 B20 2D

Biodiesel Tests at SwRI- CO EmissionsBiodiesel Tests at SwRI- CO Emissions

B100 = 100% biodieselB20 = 20% biodiesel, 80% dieselOxygen in biodiesel reduces hydrocarbons

19

0.0

1.0

2.0

3.0

4.0

5.0

6.0

NO

x (G

/HP-

HR

)


B100 B20 2D

Biodiesel Tests at SwRI- NOx EmissionsBiodiesel Tests at SwRI- NOx Emissions

20

Effect of biodiesel fuels on particulatesEffect of biodiesel fuels on particulates

PM versus Oxygen Concentration

Oxygen Concentration (%m/m)0 2 4 6 8 10 12 14 16 18

PM (g

/hp-

hr)

0.00

0.02

0.04

0.06

0.08

0.10

0.12 2003 Detroit Diesel Series 60 tested on US heavy-duty transient test.Biodiesel fuels show significant particulate reductions because of higher oxygen content.SwRI SAE Paper 2005-01-3671

Biodiesel

Diesel fuel

21

Effect of Biodiesel on LubricityEffect of Biodiesel on Lubricity

0

100

200

300

400

500

600

700

800

0.01 0.1 1 10 100Biodiesel (%)

Hig

h Fr

eque

ncy

Rec

ipro

catin

g R

ig (H

FRR

)(µ

m)

DF2DF1

Biodiesel can significantly improve lubricity of diesel fuel, 2% specified in some parts of US.

2% Biodiesel

22





HCCI Status

Light-duty Diesel


23

Start of Injection Controls Timing of IgnitionHigh Temp. Diffusion Flame Creates NOx

Incomplete Combustion in Fuel Rich Zones Causes Soot Formation

Diesel CombustionDiesel Combustion

24

Ignition Controlled by Spark TimingHigh Temperature Flame Front Moves ThroughAir and Fuel Mixture Creating NOx

Pre-ignition (knock) limits torque and efficiency.

Spark Ignition CombustionSpark Ignition Combustion

25

Fuel & Air Charge Undergoes CompressionSpontaneous Reaction Throughout CylinderLow Temperature Reaction Creates Low NOx

Neither diesel nor gasoline are ideal fuels

HCCIHCCI

26

Only certain fuels are suitable for HCCIOnly certain fuels are suitable for HCCI

EPAIT is Elevated Pressure Auto-Ignition Temperature; neither diesel or regular gasoline have suitable EPAIT for HCCI

27

The Fuels Dimension The Fuels Dimension Full time HCCI on a ~1.1 liter/cylinder engine.Full time HCCI on a ~1.1 liter/cylinder engine.Engine driven superchargerEngine driven superchargerPower limited by supercharger speedPower limited by supercharger speedGasoline ~80 Gasoline ~80 (R+M)/2(R+M)/2

1000 1250 1500 1750 20002

4

6

8

10

12

RPM

BM

EP

(bar

)

210215220230240260280300345

BSFC (g/kW-hr)

A barrel of oil can yield more low-octane gasoline than high-octane.

0.000

0.010

0.020

0.030

0.040

0.050

0 200 400 600 800 1000 1200BMEP (kPa)

NO

x (g

/kW

.h)

H-D Euro 6 proposed at 0.50 g/kW.h NOx

28





HCCI Status

Light-duty Diesel


29

6

SAE 970873 ; Dec

A

B

CD

NONO0

1

2

3

4

5

1400 1800 2200 2600 3000

Local Temperature K

Loca

l Eq

uiva

lenc

e R

atio

φ

SootSootSoot

SAE 2001-0-0655 ; Toyota & ExxonMobil

Zones in RichZones in Rich--Low Temperature Combustion.Low Temperature Combustion.

A

B

C

D

•• LTC (Low Temperature Combustion)LTC (Low Temperature Combustion)•• HCCI (Homogeneous Charge Compression Ignition)HCCI (Homogeneous Charge Compression Ignition)•• PCCI (Premixed Controlled Compression Ignition)PCCI (Premixed Controlled Compression Ignition)

6

30

Diesel Tier II Bin 5/2 Diesel Tier II Bin 5/2 3 liter, 4 cylinder engine, 1958 kg SUV 4 speed AT3 liter, 4 cylinder engine, 1958 kg SUV 4 speed AT

ccycle emissions simulated from steady state measurements using RAycle emissions simulated from steady state measurements using RAPTORPTOR™™vehicle model.vehicle model.

Engine Speed (rpm)500 1000 1500 2000 2500 3000

BM

EP (b

ar)

0

2

4

6

8

10

12RAPTOR SimulationSwRI representation

FTP-75 Cycle1

2

3

4

5

6

7

LTC (HPL EGR)LTC (HPL EGR)

LTC (LPL EGR)LTC (LPL EGR)

Standard/PCCIStandard/PCCI

Engine Speed (rpm)500 1000 1500 2000 2500 3000 3500 4000 4500

BM

EP (b

ar) f

or

NG

D3.

0E E

ngin

e

0

2

4

6

8

10

12

14

16

18

RAPTOR SimulationSwRI Representation

Steady-state full loadcurve

1

2

3

4

5

67

8

LTC (HPL EGR)LTC (HPL EGR)LTC (LPL EGR)LTC (LPL EGR)


Engine Speed (rpm)500 1000 1500 2000 2500 3000 3500 4000 4500

BM

EP (b

ar) f

or

NG

D3.

0E E

ngin

e

0

2

4

6

8

10

12

14

16

18



1

2

3

4

5

67

8



FTP75 composite US06 composite

31

Diesel Tier II Bin 5/2 without NOx aftertreatment?Diesel Tier II Bin 5/2 without NOx aftertreatment?3 liter, 4 cylinder engine, 1958 kg SUV 4 speed AT3 liter, 4 cylinder engine, 1958 kg SUV 4 speed AT

ccycle emissions simulated from steady state measurements using RAycle emissions simulated from steady state measurements using RAPTORPTOR™™vehicle model.vehicle model.

Engine Speed (rpm)500 1000 1500 2000 2500 3000

BM

EP (b

ar)

0

2

4

6

8

10

12RAPTOR SimulationSwRI representation

FTP-75 Cycle1

2

3

4

5

6

7

LTC (HPL EGR)LTC (HPL EGR)

LTC (LPL EGR)LTC (LPL EGR)


Engine Speed (rpm)500 1000 1500 2000 2500 3000 3500 4000 4500

BM

EP (b

ar) f

or

NG

D3.

0E E

ngin

e

0

2

4

6

8

10

12

14

16

18



1

2

3

4

5

67

8



Engine Speed (rpm)500 1000 1500 2000 2500 3000 3500 4000 4500

BM

EP (b

ar) f

or

NG

D3.

0E E

ngin

e

0

2

4

6

8

10

12

14

16

18



1

2

3

4

5

67

8



19.90.1210.1400.140US06

26.00.0220.0200.070FTP75

Bin 5120,000 milesNOx limit

Bin 2120,000 milesNOx limit

Miles/Gallon

Engine out NOx (g/mile)

FTP75composite US06

composite

32





HCCI Status

Light-duty Diesel


33

220214209210207

0

200

400

600

800

1000

1200

1400

1600

1800

1000 1400 1900 2400 2900Engine Speed (rev/min)

BM

EP (k

Pa),

BSF

C (g

/kW

-hr)

-0.02

-0.01

0

0.01

0.02

0.03

0.04

0.05

0.06

0.07

Engi

ne-O

ut B

SNO

x (g

/kW

-hr)

Progress on High Efficiency Gasoline Progress on High Efficiency Gasoline –– 4.5L 4.5L EngineEngine

Excellent Load Range

Key technologies:1. EGR2. Boost3. High Compression4. Advanced Ignition5. Controls

Peak loads demonstrated to 18 bar, with good engine speed range. Fuel consumption diesel-competitive. Engine-out NOxwell-below any production system. 3-way catalyst-capable for full engine operating range.

Emissions potential very good. Ultra-low NOx with HC and CO typical of SI ranges

BMEP

NOx

bsfc

34

High Efficiency Gasoline Technology High Efficiency Gasoline Technology DevelopmentDevelopment

ISFC Sensitivity to EGR at 8 bar BMEP, 45'C

175

180

185

190

195

200

205

25 30 35 40 45 50 55% EGR

ISFC

(g/

kW h

r)

Extensive Igniter Studies to identify/develop new, high-performance, reliable, and durable ignition systems.

Improved fuel economy at high EGR Levels

Engine stability maintained.COV < 5%Igniter #1

Igniter #3

Igniter #2

Plasma

Traditional

35

Diesel vs. Gasoline Engine CostsDiesel vs. Gasoline Engine Costs6 liter Medium6 liter Medium--Duty EngineDuty Engine

+$4750Net Gasoline saving

+$250Add 3-way Catalyst

+$150Add EGR Distribution

+$150Add High Energy Ignition

+$200Add variable valve timing

-$1,000Remove Common Rail Fuel System

-$2,000Remove Catalyzed DPF-$2,500Remove SCR

High efficiency gasoline is less costly than diesel engine technology:

36

SummarySummary

Bio-diesel has advantages in engine emissions and durability over

petroleum based fuel.

Low temperature diesel combustion may allow NOx aftertreatment to

be avoided.

Full time HCCI is possible with low octane gasoline.

The high efficiency gasoline engine can almost meet the

performance and fuel economy of the diesel at much less cost.

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