Advanced CombustionTechnology to EnableHigh Efficiency CleanCombustionAugust 4th, 2008Donald StantonResearch & Technology2Innovation You Can Depend OnProduct Attributes Influenced byCombustion StrategySignificant fuel economy improvementCustomer drivenLegislative initiativesVehicle heat rejectionSubstantial increase in power density*Hybrid powertrain integrationVehicle electrificationEngine downsizingCost*Power Density = power/weight3Innovation You Can Depend On3540455055601985 1990 1995 2000 2005 2010 2015Historical Perspective of HD BrakeThermal Efficiency

Brake Thermal Efficiency (%)HECC DoE EffortAdvanced Mixed Mode CombustionAir Handling (Air on Demand –Electronically Assisted)HPCR Fuel System TechnologySensors / Controls DevelopmentAdvanced Engine Concepts4Innovation You Can Depend OnEGR LoopFuel SystemAdvanced LTCTechnology Roadmapfor Efficiency ImprovementControlsVariableValveActuationVariable IntakeSwirlTurboTechnologyElectrically DrivenComponentsAftertreatmentIntegration of CumminsComponent BusinessTechnologies in a Cost Effective MannerIntegration ofCumminsComponent BusinessTechnologies in a Cost Effective MannerHybrid/WHR6.7L ISB6.7L ISB15L ISB15L ISB5Innovation You Can Depend On0.00.20.40.60.81.01.2BSNOx [g/hp-hr]

BSDPM [g/hp-hr]0.300.32 BSFC [lb/hp-hr]Δ=0.01DPF+SCR2007 Engine+SCREGR+DOC+DPF+SCRIn-Cylinder NOx ControlEGR+DOC+DPF87%-92%87%-92%82%-86%82%-86%>92%>92%SCR NOx ConversionEfficiencyEngineOut PMLevelAssuming DPFΔ=0.12007 Engine Fuel ConsumptionAdvanced Fuel Injection System + EGR System +ControlsEGR System + Combustion System +Air HandlingAir Handling +Sensors +CalibrationLowΔP, High FlowRate EGR+ VVA -SimulatedRobustnessAdvanced CombustionConcepts-Simulated0.0Achieving a WideRange of EngineOut NOx Capability6Innovation You Can Depend On0.0EngineOut BSNOx(g/hp-hr)

BMEP (bar) BMEP (bar)0.20.40.60.81.01.21-stage turbo+LowΔP, HPLoopEGRsmoke≤0.4 FSNsmoke≤0.4 FSNSCR CatalystSizingOptimizationSmoke≤0.4 FSNSmoke≤0.4 FSNFixed SCRCatalystSize2-stageturboAdvanced EGRSystemIncreased PCPAssumed ConstantEngineDisplacementAdvanced Fuel Injection Systemand CombustionSystemOptimizationAdvanced Fuel Injection Systemand CombustionSystemOptimizationPower DensityMixed ModeDiffusionControlled CombustionMixed ModeDiffusionControlled CombustionLTC –AdvancedCombustionLTC –AdvancedCombustion7Innovation You Can Depend OnCombustion Strategy for FuelEconomy ImprovementsSPEED (rpm)

TORQUE (ft-lbs)Early PCCIConventionalDiffusion ControlledModerate EGR RatesDiffusion ControlledPoor EfficiencyModerate PM and NOxHigh EfficiencyLow PM and NOxSPEED (rpm)

TORQUE (ft-lbs)Early PCCIConventionalDiffusion ControlledModerate EGR RatesDiffusion ControlledPoor EfficiencyModerate PM and NOxHigh EfficiencyLow PM and NOx0200400600800100012001400400 600 800 1000 1200 1400 1600 1800 2000

TORQUE (ft-lbs)Early PCCILifted Flame DiffusionControlled1600SPEED (rpm)0200400600800100012001400400 600 800 1000 1200 1400 1600 1800 2000

TORQUE (ft-lbs)Early PCCILifted Flame DiffusionControlled1600SPEED (rpm)Early PCCISmokelessRichConventional DieselLate PCCI8Innovation You Can Depend OnExtending the Range of Early PCCITDCCrank Angleignition delaytoo shortCannot inject in this range(ign. delay too short)Late PCCIEarly PCCILate PCCI ignitionand burningPCCI ignitionand burningcompressiontemperaturePCCIinjectionLate PCCIinjectionModeAdvantagesDisadvantagesEarly PCCI-Good stability-Good fuel consumption-High peak cyl. pressure-Limited BMEP- Noise-Higher cooled EGR ratesLate PCCI-Low peak cyl. pressure-High BMEP capability (20 bar)- Low noise-Narrow stability range-Higher fuel consumption-Needs combustion sensor0200400600800100012001400400 600 800 1000 1200 1400 1600 1800 2000

TORQUE (ft-lbs)Early PCCILifted Flame DiffusionControlled1600SPEED (rpm)0200400600800100012001400400 600 800 1000 1200 1400 1600 1800 2000

TORQUE (ft-lbs)Early PCCILifted Flame DiffusionControlled1600SPEED (rpm)9Innovation You Can Depend OnChallenges for Full Engine Operationin PCCI Combustion0200400600800100012001400160018002000600110016002100Engine Speed [r/min]

Torque [FT-LBS]High Load•Rate of pressure rise•Controls (Mode switching and stability)•Mixture preparation•EGR rates and vehicle coolingLight Load•Combustion Noise•Efficiency (UHC and CO)•Controls (Mode switching and stability)•Mixture preparation10Innovation You Can Depend On5 bar7 bar10 bar15 bar20 barBMEP

Brake Thermal Eff. (%) Smoke (FSN)5 bar7 bar10 bar15 bar20 barBMEPExtending the Engine Operation Range of PCCICombined Early and Late PCCICombinedEarlyand Late PCCIReduce CO & UHC whilemaintaining acceptable NVH(especiallybelow5 bar BMEP)Reduce CO & UHC whilemaintaining acceptable NVH(especiallybelow5 bar BMEP)11Innovation You Can Depend On B o w l r i mFormaldehydePLIFSOI=-5 ATDC, O2=14.7%20 ATDCInjectorEquivalence Ratio Contours1% to 3% bsfc reductionSandia-Cummins N14Images Courtesyof Mark Musculus -SNLEngine data from2–9 bar BMEP with3 to 7 injection eventsEngine data from2-10 bar BMEP with acombination of singleand dual injectionReducing HC and CO for Early PCCIEfficiency Improvement“Ignition Dwell”≡Time from end ofinjection to start of combustion12Innovation You Can Depend On5 bar7 bar10 bar15 bar20 barBMEP

Brake Thermal Eff. (%) Smoke (FSN)5 bar7 bar10 bar15 bar20 barBMEPExtending the Engine Operation Range of PCCICombined Early and Late PCCICombinedEarlyand Late PCCILate PCCI limits fuel economyimprovement potentialand robustnessLate PCCI limits fuel economyimprovement potentialand robustness13Innovation You Can Depend On0200400600800100012001400160018002000600110016002100Engine Speed [r/min]

Torque [FT-LBS]Extending PCCI Combustionwith VVA4% Fuel Economy at0.2 g/bhp-hr NOxImpact of Late IntakeValve ClosingImpact of Late IntakeValve Closing2% Fuel Economy at0.2 g/bhp-hr NOx3% Fuel Economy at0.2 g/bhp-hr NOx3% Fuel Economy at0.2 g/bhp-hr NOxOptimization withsmoke≤0.5FSN0102030405060708090LateIVCStd IVC LateIVCStd IVC LateIVCStd IVC LateIVCStd IVC LateIVCStd IVCA_FegrSOI INT_MNF_PEXH_MNF_P0102030405060708090LateIVCStd IVC LateIVCStd IVC LateIVCStd IVC LateIVCStd IVC LateIVCStd IVCA_FegrSOI INT_MNF_PEXH_MNF_P1600 RPM @ 1230 ft-lbMain SOITDCCrank Angleignition delaytoo shortCannotinjectin this range(ign. delay too short)Late PCCIEarlyPCCILate PCCI ignitionand burningPCCI ignitionand burningcompressiontemperaturePCCIinjectionLate PCCIinjectionVVA14Innovation You Can Depend OnChallenges for Lifted Flame CombustionCreating desired intakevalve closing conditionsA/F, EGR, IMTFuel injection system technologyInjection pressureNozzle configurationFuel injection plume to plumeinteractionCombustion surfacesDifficult to scale to smaller bore enginesControls development for transient operation0200400600800100012001400400 600 800 1000 1200 1400 1600 1800 2000

TORQUE (ft-lbs)Early PCCILifted Flame DiffusionControlled1600SPEED (rpm)0200400600800100012001400400 600 800 1000 1200 1400 1600 1800 2000

TORQUE (ft-lbs)Early PCCILifted Flame DiffusionControlled1600SPEED (rpm)15Innovation You Can Depend OnConventional Diffusion CombustionLifted Flame Diffusion CombustionLift Off Length4≤φ≤62≤φ≤31≤φ≤2Advanced Lifted Flame Combustion(Scales well for smaller bore engines)

Reduce Liquid Fuel Penetration and Enhance Fluid EntrainmentCreating Lifted Flame CombustionEliminateLiquid InjectionReducedLiquidPenetration16Innovation You Can Depend On0.8fsNOx(g/kgfuel)

f s D P M ( g / k g f u e l )4.03.53.02.52.01.51.00.70.60.50.40.30.20.10.0Baseline RecipeBaseline RecipeDirect Injection -SimulationsDirect Injection -SimulationsFumigated +Direct Injection-SimulationsFumigated +Direct Injection-SimulationsEngine DataAdvanced Lifted Flame CombustionKIVASimulation1600 RPM at FullLoad17Innovation You Can Depend OnAchieving High Efficiency Combustionwith a Wide Portfolio of FuelsWide variety of fuel typesEngines designed and sold for a global marketMixed mode combustionRobustness of operationMaintain fuel efficiency gainsExploit fuel properties for performance improvementsVirtual and Real SensorExploration18Innovation You Can Depend OnExploration of Fuel Properties onHECC*Use transient engine operation as key data sets forunderstanding impact of fuel properties on HECCExplore the impact of fuel type over a variety ofadvanced combustion modesCharacterize the fuel compounds and properties•Challenging for heavy fuelsExplore real and virtual fuel quality sensor technology forengine integrationDevelopment of kinetics mechanism for analysis•CFD analysis –primary way to generalize key combustionknowledge gained from external collaborations*Partners: ORNL and BP19Innovation You Can Depend OnPCCI Engine Performance Variation with ULSD1.41.61.822.22.42.62.833.205101520

FrequencyNOx (g/kg)Frequency distribution of NOx1.522.533.50204060

FrequencySmoke (FSN)Frequency distribution of Smoke0.250.2550.260.2650.270510152025

Frequencygisfc (lb/hp-hr)Frequency distribution of isfc35404550556005101520

FrequencyCetaneFrequency distribution of CetanefsNOx, gisfc, smoke, etc = f(engineparameters) + f(fuel properties)20Innovation You Can Depend On0.811.21.41.61.820510

FrequencyNOx (g/kg)Frequency distribution of NOx0.811.21.41.61.82050100

FrequencyNOx (g/kg)Frequency distribution of NOx22.22.42.62.8050100

FrequencySmoke (FSN)Frequency distribution of Smoke2.32.42.52.62.70510

FrequencySmoke (FSN)Frequency distribution of Smoke0.20.40.60.81.00.20.40.60.81.0Non-PremiumNon-PremiumNon-PremiumNon-PremiumPremium FuelPremium FuelPremium FuelPremium Fuel21Innovation You Can Depend OnExperimental resultsExperimentalresultsModel PredictionModel PredictionO2Sensor-Based BioContent EstimationO2Sensor-Based Bio-Content EstimationVirtual Sensor TechnologyVirtual Sensor TechnologyBiofuels SensingCourtesy: Professor Shaver –Purdue University22Innovation You Can Depend OnSummaryMixed mode combustion can achieve a wide range ofengine out NOx (≥0.2 g/bhp-hr)Select the right technology for each applicationDevelopment and integration of component technologiesare key enablersAdditional technology exploration needed to achieve greateremission robustness and fuel economy at 0.2 g/bhp-hr engineout NOxAdvanced combustion strategies are being explored to promotelifted flame combustion and extended range PCCI combustionVirtual and real fuel sensors are enablers for robustperformance while maintaining high efficiency as fuelproperties variation increases23Innovation You Can Depend OnVariable Swirl –EmissionsRobustnessSpeed (RPM)

BMEP (bar)300025002000150010001098765432>--------<4.71.51.5 1.91.9 2.32.3 2.72.7 3.13.1 3.53.5 3.93.9 4.34.3 4.7DCSLDD Recommended Swirl - Solid Body RotationKIVA Recommended Swirl22% Reduction in Particulate Matter2.5% -3.5% Fuel Economy Improvement22% Reduction in Particulate Matter2.5% -3.5% FuelEconomyImprovement00.511.522.533.544.512345DCS Swirl #

fsDP M (g m/ kg )Varying A/F RatioDCS SwirlKIVARecommendation