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High Efficiency Engines through Dilution
Opportunities and Challenges
Dr. Terry Alger
Southwest Research Institute
� Oil price volatility � CO2 and CAFE regulations
Efficiency Drivers from the Marketplace
and Regulators
6/10/20112
� Emissions Standards
mg/km NMOG CO Nox PM
T2B5 56 2610 43 6
T2B2 6 1305 12 6
T2B1 0 0 0 0
E5-petrol 68 1000 60 5
E5-diesel 50 500 180 5
E6-diesel 90 500 80 5
What Limits the Efficiency of an SI
Engine?
260
280300
240
230
260
12
14
16
18
20
22BSFC [g/kW h]
BM
EP
[ba
r]
KnockCombustion Phasing Losses
Behavior in this region sets the CR of the engine
6/10/20113
350
300280
260
260240
1500 2000 2500 3000 3500 4000 4500 5000
2
4
6
8
10
12
Engine Speed [rpm]
BM
EP
[ba
r]
Pumping WorkFriction
Utility of EGR – Cooled and/or
Uncooled
6/10/20114
Improved Cycle Efficiencies Through
Knock Reduction
20
40
60
80
Cylin
der
Pre
ssu
re [
bar]
-30 -15 0 15 30 45 60
0
10
20
30
40
50
60
70
80
Cyli
nd
er
Pre
ssu
re [
bar]
Crank Angle [deg aTDCf]
Modern GDI engine1500 rpm / 60% load
6/10/20115
0.04 0.06 0.08 0.1 0.2 0.4 0.6
1
2
4
6
8
10
Cylin
der
Pre
ssu
re [
bar]
Cylinder Volume [L]
0% EGR
10% EGR
15% EGR
20% EGR
25% EGR
Improved Cycle Efficiencies Through
Charge Properties and Pumping Work
• Cooler combustion improves the ratio of specific heats and reduces HT losses• Lean burn results in a slightly larger improvement
1.300
1.302
[-]
6/10/20116
0 5 10 15 201.290
1.292
1.294
1.296
1.298
1.300
Cyc
le-A
ve
rag
ed
γγ γγ [
-]
EGR [%]
~ +1 % BTE
• Use of either internal EGR (through cam phaser) or cooled EGR decreases throttling losses• Also not quite as good as lean operation
Emissions Reduction With EGR
� Cool combustion reduces PM, PN, CO and NOx
� Lower post-flame temperatures
15
20
25
BSCO BSHC
BSNOx BSPM
BSPN
BS
CO
, B
SH
C, B
SN
Ox
[g
/kW
h]
BS
PM
[m
g/k
Wh
x 1
0]
0 5 10 15 20 25225
230
235
240
BS
FC
[g
/kW
h]
EGR [%]
6
8
10
BS
PN
[#
/kW
h/1
e1
2]
temperatures lead to small HC increase
� Stoichiometric exhaust composition yields low-cost, low-emissions solution
0 5 10 15 20 25
0
5
10
15
BS
CO
, B
SH
C, B
SN
Ox
[g
/kW
h]
BS
PM
[m
g/k
Wh
x 1
0]
EGR [%]
0
2
4
6
BS
PN
[#
/kW
h/1
e1
2]
Data from modern GDI application @ 3000 rpm / 75% load
Exhaust Temperature Reduction With
EGR
780
800
820
840
860
880
900
0.97
1 1.11
1.17 1.18P
re-T
urb
ine
Te
mp
era
ture
[oC
] 4000 RPM
0% EGR (Engine φφφφ shown as label)
15% EGR (Engine φφφφ = 1 at all conditions)
� EGR cools exhaust via:
� Higher thermal mass
� Slower reaction rates
� More advanced combustion phasing at high load
4 6 8 10 12 14 16 18
720
740
760
0.94
0.94
Pre
-Tu
rbin
e T
em
pera
ture
BMEP [bar]
EGR Challenges
$6/10/20119
$
� Dilution reduces laminar burning velocities� Decreases volumetric HR� Slows reaction rates� Reduces flame temperatures
� In an engine, slower burn rates can lead to: � Unstable operation
Misfire and Stability Issues
25
30
35
0-2% MFB duration [deg]
50-90% MFB duration [deg]
2-50% MFB duration [deg]
Cra
nk
An
gle
De
gre
es
6/10/201110
� Unstable operation� Full Misfire
� Primary affect felt on 0-2% MFB
� Solutions come in two categories� Igniter and igniter hardware� Fuel and charge enhancement
0 5 10 15 20 25 30
10
15
20
Cra
nk
An
gle
De
gre
es
EGR [%]
Ignition System Solutions for Dilute
Engines� Alternative system approach
� Long duration, continuous dischargeOR
� Volumetric ignition
� Continuous discharge� Overcomes HT losses to plug and gasses
� Couples with the flow field
� Forces flame kernel growth
0
2
4
6
8
70
80
900-50% MFB [deg]
Stock System Multi-strike system DCO System
CoV IMEP [%]
� Forces flame kernel growth
� Volumetric ignition� Large initial flame area
� Very fast burn rates
� High EGR tolerance potential 0 5 10 15 20 2540
50
60
70
EGR [%]
Increasing EGR tolerance of volumetric igniters
Fuel or Charge Enhancement Solutions
� Fuel-based solutions
� Pilot ignition using diesel or diesel-like fuel
� Charge Enhancement
� Chemical supplementation
� H2 enhancement 210
220
� H2 enhancement
� Engine Design Based
� High turbulence
� High CR operation
� High S/B ratio180
190
200
210
15 25 35 45 55
% EGR
gIS
FC
(g/k
Wh)
Pilot ignition
Electrical ignition
Boosting Challenges for Dilute Engines
High EGR ratesHigh MAP and low pre-turbine temperatures
High expansion ratio required for turbine power
High pre-turbine pressure
01
01
P
Tmm
corr
&& =H = U + PV
power
Low corrected flow rate
Low U/C (blade speed ratio)
Low Turbine EfficiencyTurbine is small relative to the compressor
Shaft speed will be too low for best efficiency
Low Dilution
High Dilution
From SAE Paper 2011-01-0358
Boosting Solutions
� Two stage boost systems can achieve very good torque curves� More expensive than non-EGR systems
� Cheaper than a light-duty diesel with aftertreatment
To
rqu
e
1.6 L Engine Torque Curves
< 235 g/kWh BSFC
diesel with aftertreatment
� Other options� Pursue diesel torque curve with high EGR gasoline application� Similar efficiency / Lower cost
� Limit EGR flow at certain portions of the engine map
1000 2000 3000 4000 5000 6000
2-stage boost (20% EGR)
2-stage boost (25% EGR)
Production Gasoline
Production Diesel (with overboost)
To
rqu
e
Engine Speed [rpm]
EGR Control Challenges
� Transient control of EGR is vital
� At high loads and during tip-ins� Too little EGR can lead to knock and high pre-turbine
temperatures
� Too much EGR can lead to misfire
� At low loads and during tip-outs� EGR required to improve BSFC
� Too much EGR can lead to misfire
� Hardware design and advanced air handling control are vital to EGR control successto EGR control success
Materials and Design Requirements
� Peak Pressure� Peak pressure is the key limiting parameter for torque above 2500 rpm in 2-stage TC applications� Spark retard to limit PCP leads to instability
� At least 130 bar will be 40
50
60
70
80
Cy
lin
de
r P
ress
ure
[b
ar]
Increasing EGR
0% → 25%
� At least 130 bar will be required in the future
� Powertrain Architecture� EGR system design will be key to control and packaging
� Heat rejection requirements in LPL EGR mode will need to be accounted for
� Downspeeding potential offers increased S/B ratio
0
10
20
30
40
-60 -30 0 30 60
Cy
lin
de
r P
ress
ure
[b
ar]
Crank Angle [CAD]
After addressing the challenges, the result is a
high-efficiency, ultra-low emissions engine
Single-stage boost systemBSFC [g/kWh]
240
230 220
8
10
12
14
16
18
20
22
BM
EP
[b
ar]
BSFC [g/kWh] 2-stage boost system
6/10/201117
260
1500 2000 2500 3000 3500 4000 4500 5000
2
4
6
8
Engine Speed [rpm]
Both engines operate at ~25% EGR
High EGR engines have become a realistic
option for Tier 4 (Final) applications
• Similar torque as an off-road diesel engine of similar displacement• Low-cost, high-power, low-CO2 engine for Tier IV
Single-stage boost systemBSFC [g/kWh]
20
Main Fuel: HEEE Gasoline, Ignition: Diesel and/or SI
6/10/201118
280260
240230
220
210
200
1000 1200 1400 1600 1800 2000 2200 24002
4
6
8
10
12
14
16
18
Engine Speed (rpm)
BM
EP
(b
ar)
• Diesel short-block converted to run as pilot-ignited gasoline engine• TWC compliant for ultra-low emissions
The future of high EGR engines
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10
12
14
16
18
BS FC (g/kWh )
BM
EP
- B
rake M
ea
n E
ffective P
ressure
(bar)
6/10/201119
300
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300
2 70
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2 25
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2 25
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2 25
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300
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2 25
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300
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2 25
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300
2 70
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2 25
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300
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2 4523 5
2 25
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300
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2 25
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300
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2 25
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300
2 70
2 4523 5
2 25
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300
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2 25
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300
2 70
2 4523 5
2 25
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300
2 70
2 4523 5
2 25
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300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
21 5
20 5
300
2 70
2 4523 5
2 25
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2 70
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2 25
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20 5
300
2 70
2 4523 5
2 25
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20 5
1200 1300 1400 1500 1600 1700 1800 19002
4
6
8
10
BM
EP
- B
rake M
ea
n E
ffective P
ressure
(bar)
E ng ine S pe ed (RP M)
Dual-fuel 13 L on-highway engine(predicted BSFC)
Summary
� High EGR engines allow operation at high CR with low emissions� Significant FE improvement potential
� Challenges remain� Ignition
� Boosting� Boosting
� Control
� Addressing these challenges, and others, will determine the ultimate application potential of the high EGR engine
� Latest results indicate that the high EGR engine can challenge the LD diesel at much lower cost and tailpipe emissions levels
What is next in High Efficiency?
� The industry needs to continue to address key issues:
� PM emissions and their effect on operating strategy for high efficiency
� Lean burn – is it or isn’t it a realistic option?
� Limits of downsizing
� LSPI as a limiting factor� LSPI as a limiting factor
� New drive cycles
� Friction improvements
� Increased requirement for cylinder pressure
� Knock reduction in SI engines will be a key item for the future
Reducing Knock in SI Engines through
Oil Properties
� Altering the lubricant’s chemical or physical properties can make it less reactive
� Lower CN lubricants allow more spark advance or higher boost levels
� Potentially significant enabler for downsizing / downspeeding
236
238
240
242
244
ISF
C [
g/k
Wh
]
15W40 OilFully-FormulatedIQT CN: 62, 91, 78
High CN OilPAO base-stockIQT CN: 74, 108, 89
Mid CN OilAN base-stockIQT CN: 49, 77, 64
Low CN OilEster base-stock
78
89
64
38
30
40
50
60
70
80
90
100
15W40 fully-formulatedPAO base-stock
R&D formulationPAO base-stock
R&D formulationAN base-stock
R&D formulationEster base-stock
IQT
de
riv
ed
Ce
tan
e N
um
be
r
15W40 High CN Mid CN Low CN
228
230
232
234
236
1416182022
ISF
C [
g/k
Wh
]
Spark Timing [deg bTDC]
Ester base-stockIQT CN: 26, 45, 38
~ 3.0%
