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Background, Objective, Approach

Steady-state experimental measurements of RCCI engine-outemissions from a light-duty, multi-cylinder engine

Drive-cycle simulations of engine-out exhaust from an RCCI-

enabled vehicle Preliminary experimental measurements of oxidation catalyst

performance with RCCI exhaust

Summary

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Adapted from Hanson, UW-M Engine Research Center

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Emissions Constraints

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See Curran et al, Int. J. Engine Res., 13(3), 216 , 2012 and Prikhodko et al,

SAE 2013-01-0515.

-2B2 D4,$

="'](A/4H"'

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CDC only CDC/RCCI

CDC/RCCI

T

exhaust(C)

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CDC

0.137

PCCI RCCI

0.0400.025PM mass(mg/min)*

Engine Condition: 2300 rpm, 4.2 bar BMEP (Prikhodko et. al., SAE 2010-01-2266)

i

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1--2 l- ,O$=&$, C$/$ 4%," \A&.$ #&_$/$'. ="+O4/$# ." -B-

4'# 6--2

SAE 2010-01-2266

Higher carbonyl emissions

More mono-aromatics (*)reflects gasoline vs. diesel PICs

Engine Condition: 2300 rpm, 4.2 bar BMEP*

*

**

As gasoline-to-diesel ratio changes over the speed/load map, HC composition shiftsbetween diesel-like and gasoline-like

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RCCIresults

Fueleconomybenefit

(relative %)

Drive cycleby distance

(%)

Drivecycle by

time

(%)

Totaldieselfuel

(%)

DieselduringRCCI

(%)

UDDS +14 72 55 56 41

HWFET +15 88 86 44 37

US06 +8 66 56 66 31

NYCC +13 69 36 65 43

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GFY e

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*YO$/&+$'.4% BF- +$4,A/$+$'., C&.8 $'(&'$ $Y84A,.

Modified 2007 GM 1.9-L multi-cylinder dieselengine as before

UTG-96 Gasoline/ULSD fuels

Dual-fuel system with PFI injectors forgasoline

OEM diesel fuel system

OEM variable geometry turbocharger

Measurements at 5 speeds and loads

2300 rpm, 4.2 Bar BMEP (mid RCCI range)

2000 rpm, 6.0/2.0 Bar BMEP

1250 rpm, 5.0/2.0 Bar BMEP

Comparison of CDC, PCCI, and RCCI

Exhaust aftertreatment

1.25-liter model DOC

Supplied by Emerachem

300 csi, 100 g/ft3Pt, 0 g/ft3 Pd

3 hrs degreening in engine exhaust at 730C

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RCCI PM mass was highly reduced in the DOC

Engine-out PCCI andRCCI mass were similarin magnitude but"

The DOC reduced PMmass by 50% withRCCI vs. 30% withCDC and 10% withPCCI

DOC was effective forRCCI despite lowerexhaust temperature

CDC: 411C

PCCI: 408C

RCCI: 247C

0 1 2 3 4 5 6 7ParticleMassEmissions(g/hp-hr)

0.00

0.02

0.04

0.06

0.08

0.10

0.12

0.14

Conventional Diesel

PostDOC

EngineOut

Diesel PCCI

PostDOC

EngineOut

Dual-Fuel RCCI

PostDOC

EngineOut

Reduction by DOC

Conventional Diesel: 30 6%

Diesel PCCI: 9 18%

Dual-Fuel RCCI: 47 9%

RCCI post-DOC emissions 0.014 0.001 g/hp-hr


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The fraction of very small particles (nuclei mode) was reduced~35% by the DOC

Number of RCCI particles >30 nm ~100times less than CDC and PCCI

Enhanced fuel and air mixing

High HC concentration with lack ofsoot surface area for adsorption

dp(nm)

1 10 100

dN/dlogd

p

(#/cm

3)

1e+4

1e+5

1e+6

1e+7

1e+8

1e+9

Conv: Engine Out

Conv: Post DOC

PCCI: Engine Out

PCCI: Post DOC

Dual: Engine Out

Dual: Post DOC


Small RCCI PM appears to be moresusceptible to vaporization and

oxidation at 250 C


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^8$ %&(8.J"_ .$+O$/4.A/$ 0"/ l- 4'# -F "YH"' 4OO$4/$# ." D$8&(8$/ 0"/ 1--2 $Y84A,.i

Speed/Load(rpm/bar)

!Exhaust T(C )

1250/2.0 8

1250/5.0 35

2000/2.0 34

2000/6.0 49

0

10

20

30

40

50

60

70

80

90

100

100 150 200 250 300 350

Conv

ersion(%)

Inlet Exhaust Temperature (C)

HC (RCCI)

CO (RCCI)

HC (CDC)

CO (CDC)


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X=7'"C%$#($+$'.,

Gurpreet Singh

Ken Howden

Office of Vehicle Technologies

US Department of Energy

-"'.4=.,

Scott Curran(865) [email protected]

Vitaly Prikhodko(865) [email protected]

Zhiming Gao(865) [email protected]

Stuart Daw(865) [email protected]

Fuels, Engines and Emissions Research CenterOak Ridge National Laboratory

Robert Wagner(865) [email protected]

James Parks(865) 946-1283

[email protected]

Documents

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