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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
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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
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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
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US Heavy Duty Emissions US Heavy Duty Emissions
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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)
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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..
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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
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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
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Presentation OutlinePresentation Outline
Current status of EEC 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
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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
)
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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
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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)]
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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)
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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
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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
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Presentation OutlinePresentation Outline
Current status of EEC 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
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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
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0.0
0.5
1.0
1.5
2.0
2.5
CO
(G/H
P-H
R)
Cummins N14 DDC Series 50 Cummins B5.9TEST ENGINE
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
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0.0
1.0
2.0
3.0
4.0
5.0
6.0
NO
x (G
/HP-
HR
)
Cummins N14 DDC Series 50 Cummins B5.9TEST ENGINE
B100 B20 2D
Biodiesel Tests at SwRI- NOx EmissionsBiodiesel Tests at SwRI- NOx Emissions
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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
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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
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Presentation OutlinePresentation Outline
Current status of EEC 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
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Start of Injection Controls Timing of IgnitionHigh Temp. Diffusion Flame Creates NOx
Incomplete Combustion in Fuel Rich Zones Causes Soot Formation
Diesel CombustionDiesel Combustion
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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
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Fuel & Air Charge Undergoes CompressionSpontaneous Reaction Throughout CylinderLow Temperature Reaction Creates Low NOx
Neither diesel nor gasoline are ideal fuels
HCCIHCCI
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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
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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
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Presentation OutlinePresentation Outline
Current status of EEC 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
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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
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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)
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)
Standard/PCCIStandard/PCCI
FTP75 composite US06 composite
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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)
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)
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)
Standard/PCCIStandard/PCCI
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
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Presentation OutlinePresentation Outline
Current status of EEC 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
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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
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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
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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:
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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.