overview of high-efficiency engine technologies · overview of high-efficiency engine technologies...
TRANSCRIPT
Wayne Eckerle Vice President-Research and Technology 3 October 2011
Overview of High-Efficiency Engine Technologies
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Outline
History Liquid Fuels Diesel Technologies Medium/Heavy Duty Light Duty SI Technologies Gaseous Fuels Analysis Improvements Summary
2
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Continued Demands for Emissions Compliance
0
2
4
6
8
10
12
1988 1990 1995 2000 2005 2010 2015 2020
10.7g/HP-hr
6.0g/HP-hr
5.0g/HP-hr
4.0g/HP-hr
2.5g/HP-hr
1.2g/HP-hr* 0.2g/HP-hr
0
0.1
0.2
0.3
0.4
0.5
0.6
1988 1990 1995 2000 2005 2010 2015 2020
0.6g/HP-hr
0.25g/HP-hr
0.1g/HP-hr
0.01g/HP-hr Urban Bus 0.05g/HP-hr
NOx / NOx+HC Particulate
OBD ULSD
Phase I Phase II
• GHG (CO2) Fuel Efficiency • Currently Unregulated Emissions (NH3, N2O, etc.)
Reducing our CO2 Footprint
Hybrids
Waste Heat Recovery
Idle Reduction
Low Temp Aftertreatment High Efficiency
Clean Combustion
Low Carbon Fuels
100% Fuel
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Reducing our CO2 Footprint
Hybrids
Waste Heat Recovery
Idle Reduction
Low Temp Aftertreatment High Efficiency
Clean Combustion
Low Carbon
Fuels
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Evolution of Engine System Efficiency B
rake
The
rmal
Effi
cien
cy (%
)
35
40
45
50
55
60
1985 1990 1995 2000 2005 2010 2015 2020
Bra
ke T
herm
al E
ffici
ency
(%)
35
40
45
50
55
60
1985 1990 1995 2000 2005 2010 2015 2020
Class 8 Line Haul Application: Highway Cruise Condition
ORC WHR + 2010 SCR AT Engine Configuration
HECC Engine + Advanced SCR AT (Lowest Operating Cost)
50% BTE Engine Technology Demonstration
55% BTE Engine Assessment Technology Demonstration
Super Truck
Super Truck
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Air Handling & EGR Loop
Fuel System Advanced Combustion
Waste Heat Recovery (HD)
Turbo Technology
Materials
Aftertreatment
Controls
Base Engine
HD & MD Engine Technology Roadmap
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Air Handling & EGR Base Architecture
Improved HP Loop EGR System Effective Flow Area Potential to improve BSFC by 3% by increasing combined Effective Flow
Area
Current EGR system Effective Flow Area can be increased by 70% with right sized EGR cooler, valve and measurement
Further improvements to intake and exhaust systems (manifold, ports)
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Advanced Combustion Improvements
Manipulation of the in-cylinder combustion event can alter the efficiency and emissions production. Fuel injection modulation provides for this effect
Technique enables reduced engine out NOx production and improved fuel consumption
9
Standard
Alternate
0.280
0.290
0.300
0.310
0.320
0.330
0.340
0.350
20 30 40 50 60 70 80 90
gisf
c(lb
/hp -
h))
NOx (g/kgf)
1200 rpm/1750 ft-lb, 1200 bar RP
Sawtooth+3
Square
0
4
8
12
-6
-4
0
6
Alternate
Standard
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Boiler
Waste Heat Recovery
Organic Rankine Cycle Works best for high-EGR flow
engine recipes for low-NOx combustion
Converts otherwise wasted thermal energy from the EGR gas stream
Relieves coolant system of EGR load
Reduces EGR heat rejection load by the energy recovered
Low GWP fluids now available ~6% Fuel Economy improvement Continue to evaluate alternatives
Comp
Turb
Exh.Manifold
Exhaust
Air In
Inta
ke M
anifo
ld
Spee
d Red
uctio
n
Ram Airflow
ISX Engine
Power Out
EGR Valve
CAC
WHR Condenser Cooler
Engine Radiator
Mechanical Fan
After- treatment
Rec
upe
Gear Train
Turbine Superheater
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Air Handling & EGR Loop
Fuel System Advanced Combustion
Waste Heat Recovery (HD)
Turbo Technology
Materials
Aftertreatment
Controls
Base Engine
HD & MD Engine Technology Roadmap
System Integration
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Fuel Energy 100%
Indicated Power
54.0-57.0%
Gas Exchange 1.1-4.1%
Friction 1.0%
Accessories 0.9%
Brake Power
51.0%
Exhaust 21.4%
Heat Transfer 24.6-21.6%
Entitlement: HD Engine Energy Balance
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Fuel Energy 100%
Indicated Power
54.0-57.0%
Gas Exchange 1.1 - 4.1%
Friction 1.0%
Accessories 0.9%
Brake Power 54.6 – 55.0%
Exhaust 21.4%
Exhaust Source (ORC)
2.6 – 2.3%
Heat Transfer 24.6 - 21.6%
Coolant & EGR
Source (ORC)
1.0 – 1.8%
Entitlement: HD Engine Energy Balance (with Waste Heat Recovery)
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LD-Reduce FE penalty due to Emission Control
Aftertreatment Systems must be highly effective just to meet the regulated
values – Regardless of engine out levels Packaging in order to conserve heat and enable new engine
side technologies to be enabled Materials improvements to improve warm up times and
control emission during the cold start portion of the cycle
SCRF
0.0
0.2
0.4
0.6
0.8
1.0
0 200 400
stor
age
capa
city
Exh Temperature
PNA SCR
60
70
80
90
100
0 0.2 0.4 0.6 0.8 1
N
Engine Out NOx g/mi C
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100
200
300
400
500
0 10 20
Exh
Tem
pera
ture
Load (bar)
LD-Reduce FE Penalty due to Emission Control
Base Engine Operate the engine at higher loads in order to make heat for
the aftertreatment. Design with thermal conservation features to enable
aftertreatment to operate at optimum levels. Materials developments to support the above;
• High power density – bearings, power cylinder, etc. • Thermal barrier, low conductivity, and insulating materials
Large Displacement
Small Displacement
Q=K*A*dT Material K (W/m*K) Cast Iron 43-55 Stainless Steel 12-18
Photo courtesy Federal Mogul – IROX bearings
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Liquid SI Technology Trends
Fuels Expanding fuel options (gasoline, alcohols, CNG, LPG)
New Combustion System Enablers Flexible Valve Timing High Tumble Systems High/Ultra High Energy Ignition
Combustion Concepts Mixed mode combustion (lean and stoichiometric) Dilute Combustion
• Lean Burn • Cooled EGR
Chemical Modulation • RCCI (Single or Dual Fuel) • Ethanol Boosting (Dual Fuel) • Dedicated EGR
10/2016
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Gasoline Technology Pathways to Efficiency
Conventional Gasoline (PFI)
Initi
al C
ost
(Rel
ativ
e to
EPA
201
0 D
iese
l)
Increasing Brake Thermal Efficiency (Relative to EPA 2010 Diesel)
-30% -15% 0% 15%
0%
-75%
-50%
-25%
25%
DI Diesel
State of the Art Gasoline (Downsized,Turbo DISI)
Advanced Gasoline (Downsized,Turbo PFI with cEGR and High Energy Ignition)
Ethanol Boosting
Dedicated EGR
RCCI
Advanced Gasoline (Downsized Turbo DI with cEGR and High Energy Ignition)
HEDGE Downsized ,Turbo DI with High Capacity cEGR and Ultra-high energy ignition
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Path to SI Gas High Brake Thermal Efficiency (BTE)
Brake Thermal Efficiency (%) 43% 50%
Base Engine Peak Efficiency = 43%
Gas Exchange
Combustion Systems
Ignition Systems
Waste Heat Recovery
Friction and Heat Loss Reduction
Further improvement
potential
improvement = 7 %
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10
100
1000
0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0
Lam
inar
Fla
me
Spee
d (c
m/s
)
Lambda (-)
Laminar Flame Speed of Various FuelsDry Air 60bar 900K
Hydrogen
40% MassFrac H2 in NatGas
Propane
Natural Gas
Process Gas
Landfill Gas
TOC
Non-Standard Gases: Successful utilization requires an understanding of the laminar flame speed for correct engine tuning
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~ 250 individual cases
DOE study of three piston bowls (red, green, and blue) varying: • Rail Pressure • Start of Injection • Cup Flow • Swirl • Spray Angle
Diesel Combustion Analysis Led Design (ALD)
Model Improvements 10x cycle time reduction Process automation Bio-derived diesel kinetics
Four Pulse Multiple Injection Automated Optimization Study
Engine tests compare well with CFD study
86 generations (774 cases)
Optimimum design offers 2% GISFC improvement over single pulse injection
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Knock Modeling •2000 step tabulated chemistry • PDF-based combustion-turbulence interaction.
Analysis Led Design (ALD)-Knock Prediction
Spark Timing
Knock onset between 11º and 13º BTDC – same as in engine tests
Predicting Knock Onset Predicting Spark Ignition
Spark energy from plug is transferred to incylinder charge via flamelet kernels modeled as Lagrangian particles.
Flamelet kernals then generate the
macroscopic flame kernel that initializes
the combustion model
Knock Simulation with a Dual Spark T (K)
Knock onset occurs in bottom of piston bowl
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PreSICE Workshop Report
Executive Summary (1 page) Introduction (3 pages) Research and Development Foci: Sprays Research needs (4 pages) Expected software tools (1 page) Impact on future vehicles (1 page)
Stochastic In-cylinder Processes Research needs (4 pages) Expected software tools (1 page) Impact on future vehicles (1 page)
Conclusion (1 page)
Report complete by March 31
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Direct Numerical Simulation (DNS) – Extremely high fidelity simulation tools that enable scientific discovery
High-Fidelity Large Eddy Simulation (LES) – Fine resolution and stringent error control will provide insight for modeling and the bench-mark for computations encompassing the full complexity of stochastic engine flows and sprays
Engineering LES – The design tool for minimizing cyclic variability. Less demanding computationally to allow simulations of many cycles or design optimization, but modeling of small scale processes needs refinement
Reynolds-Averaged Navier Stokes (RANS) approaches – The current workhorse of industry will continue to play a dominant role in multi-parameter optimization. Improved sub-model accuracy will lead to more optimum designs
Hierarchy of software tools is needed
Cycle 3
Cycle 4
Cycle 5
RANS
LES
Temperature at Start of Injection
DNS
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Summary
Significant efficiency improvements already in or headed to production
More opportunities still available to improve IC engine
efficiency-introduction will be driven by cost Improvements in simulation capability will continue to be
an important enabler Significant opportunity to reduce petroleum consumption Design for low CO2 manufacturing