W Symp13 Daw
Transcript of W Symp13 Daw
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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.
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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)
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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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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
Engine Condition: 2300 rpm, 4.2 bar BMEP*
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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
Engine Condition: 2300 rpm, 4.2 bar BMEP*
Small RCCI PM appears to be moresusceptible to vaporization and
oxidation at 250 C
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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