Professional Documents
Culture Documents
Emissions
Controls
for
RCCI
Engines
Outline
Background, Objective, Approach
Steady-state experimental measurements of RCCI engine-out
emissions from a light-duty, multi-cylinder engine
Drive-cycle simulations of engine-out exhaust from an RCCIenabled vehicle
Preliminary experimental measurements of oxidation catalyst
performance with RCCI exhaust
Summary
Background
ReacHvity
controlled
compression
igniHon
(RCCI)
allows
precise
reacHon
and
heat-release
control
A
low-reacHvity
fuel
is
introduced
early
and
premixed
with
air.
A
high-reacHvity
fuel
is
injected
into
the
premixed
charge
before
igniHon.
PFI
Lean
GDI
Gasoline
HCCI
PPC
RCCI
Diesel
HCCI
PCCI
Diesel
Stoich
GDI
Fuel Reactivity
DI
Gasoline
Approach
Characterize
experimental
RCCI
engine-out
emissions
from
a
light-duty
mulH-
cylinder
engine
UHlize
drive-cycle
simulaHons
to
idenHfy
important
dierences
in
engine-out
emissions
for
RCCI
compared
to
convenHonal
diesel
combusHon
Experimentally
characterize
catalyHc
oxidaHon
of
RCCI
engine-out
emissions
IdenHfy
potenHal
abertreatment
challenges
posed
by
RCCI
Emissions Constraints
See Curran et al, Int. J. Engine Res., 13(3), 216 , 2012 and Prikhodko et al,
SAE 2013-01-0515.
Bore (mm)
82.0
Stroke (mm)
90.4
Compression
raHo
DI
specicaHons
**
PFI
specicaHons
15*/17**
148
Cone angle ()
15
SeparaHon angle ()
22
AddiHonal
details
available
from
Curran
et
al,
Eciency
and
Emissions
Mapping
of
RCCI
in
a
Light-Duty
Diesel
Engine,
SAE
2013-01-0289
BTE
300
Torque (Nm)
200
300
150
4
3
100
2
RCCI
50
10
NOx
NOx, g/kWh
9
300
1500
2000
2500
Speed (rpm)
3000
3500
60
HC
50
5
150
4
3
100
RCCI
CDC
Torque (Nm)
Torque (Nm)
200
50
250
CDC
4000
HC, g/kWh
8
250
CDC
0
1000
350
7
6
250
BTE Difference
40
200
30
150
20
100
RCCI
2
50
10
1
0
1500
2000
2500
3000
Speed (rpm)
3500
4000
0
1000
1500
2000
2500
3000
Speed (rpm)
3500
4000
CDC/RCCI
T exhaust (C)
CDC/RCCI
CDC
PM mass
(mg/min)*
0.137
PCCI
0.025
RCCI
0.040
Engine Condition: 2300 rpm, 4.2 bar BMEP (Prikhodko et. al., SAE 2010-01-2266)
*Samples
shown
for
UTG-96/ULSD,
stock
pistons
10
11
12
13
14
RCCI
results
Fuel
economy
benefit
(relative %)
Drive cycle
by distance
(%)
Drive
cycle by
time
(%)
Total
diesel
fuel
(%)
Diesel
during
RCCI
(%)
UDDS
+14
72
55
56
41
HWFET
+15
88
86
44
37
US06
+8
66
56
66
31
NYCC
+13
69
36
65
43
RCCI/CDC
40%
30%
BTE
CDC only
20%
10%
0%
0
10
20
30
40
50
Engine Efficiency
50%
3.0
2.0
1.0
0.0
0
200
400
CDC only
RCCI/CDC
CO2
8
6
4
2
0
4.0
Fuel by type
3.0
2.0
1.0
0.0
200
400
600
Time (s)
15
RCCI on
5.0
10
600
Time (s)
Power (kW)
RCCI on
12
Total fuel
200
400
NOx
600
RCCI on
400
120
CDC only
90 RCCI/CDC
350
60
300
30
250
0
200
Transinet CO (mg/s) Cumulative CO (g)
RCCI on
80
2.4
CDC only
1.8
70 RCCI/CDC
1.2
60
0.6
50
0
40
30
20
10
0
0
200 400
150
100
50
0
0
200
400
16
RCCI on
240
60
CDC only
45
210
RCCI/CDC
30
180
15
150
0
120
Transinet HC (mg/s) Cumulative HC (g)
Time (s)
600
Time (s)
Time (s)
RCCI on
16
0.4
CDC only
PM Indicated by
0.3
14
RCCI/CDC
smoke
0.2
12
0.1
10
0.0
8
6
4
2
0
0
200 400 600 800 1000 1200 1400
CO
HC
90
60
30
0
0
200
400
600
Time (s)
PM*
NOx
HC
CO
(%)
(%)
(%)
(%)
UDDS
56
+242
+154
HWFET
68
21
+302
+140
US06
33
+312
+137
NY City
62
+4
+219
+152
17
RCCI on
500
450
400
350
300
250
200
150
100
50
0
CDC only
RCCI/CDC
200
400
600
Time (s)
18
UDDS
(mph)
300
290
280
270
260
250
240
230
220
210
200
190
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
19
Exhaust aftertreatment
1.25-liter model DOC
Supplied by Emerachem
300 csi, 100 g/ft3 Pt, 0 g/ft3 Pd
3 hrs degreening in engine exhaust at 730C
20
Cell 2, 6-7,
6-9, 6-10,
GM
engine
Engine
Condition:
2300
rpm,
4.2 bar BMEP*
0.14
Reduction by DOC
Conventional Diesel: 30 6%
Diesel PCCI: 9 18%
Dual-Fuel RCCI: 47 9%
0.12
0.10
0.06
0.04
0.02
RCCI: 247C
0
Engine
Post
Post
2
3
4
Out
DOC
DOC
Conventional Diesel
Diesel PCCI
Engine
1
Out
Engine
5
Out
Post
6
DOC
Dual-Fuel RCCI
0.08
0.00
dN/dlogdp (#/cm3)
1e+9
1e+8
1e+7
1e+6
1e+5
1e+4
1
10
100
dp (nm)
Conversion (%)
100
Speed/Load
(rpm/bar)
90
1250/2.0
80
1250/5.0
35
70
2000/2.0
34
60
2000/6.0
49
50
40
HC (RCCI)
30
CO (RCCI)
20
HC (CDC)
10
CO (CDC)
100
150
200
250
300
Inlet Exhaust Temperature (C)
0
350
23
Exhaust T
(C )
Summary
RCCI
was
only
possible
over
a
limited
speed-load
range
in
our
LDD
engine
and
thus
mulH-
mode
capability
was
required
for
full-range
operaHon
During
steady-state
RCCI,
engine-out
NOx
and
PM
decreased
dramaHcally
but
HC
and
CO
greatly
increased
Drive-cycle
simulaHons
indicate
that
RCCI
can
be
used
a
large
fracHon
of
the
Hme
in
both
city
and
highway
operaHon
RCCI
Smoke
PM
reducHon
is
substanHal
for
both
city
and
highway
driving
RCCI
NOx
reducHon
is
greatest
for
highway
driving
and
less
for
city
driving
Increases
in
HC
and
CO
are
large
for
both
types
of
driving
RCCI
exhaust
temperatures
are
signicantly
lower
for
both
types
of
driving
Acknowledgements
Gurpreet Singh
Ken Howden
Contacts
Robert Wagner
Scott Curran
Zhiming Gao
(865) 946-1522
curransj@ornl.gov
(865) 946-1339
gaoz@ornl.gov
(865) 946-1239
wagnerrm@ornl.gov
Vitaly Prikhodko
Stuart Daw
James Parks
(865) 946-1459
vy5@ornl.gov
(865) 946-1341
dawcs@ornl.gov
(865) 946-1283
jii@ornl.gov
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