Overview of High-Efficiency Engine Technologies · Overview of High-Efficiency Engine Technologies Author: Wayne Eckerle Subject: Perspective on past and current status, and future

Wayne Eckerle Vice President-Research and Technology 3 October 2011

Overview of High-Efficiency Engine Technologies

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Outline

History Liquid Fuels Diesel Technologies Medium/Heavy Duty Light Duty SI Technologies Gaseous Fuels Analysis Improvements Summary

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Continued Demands for Emissions Compliance

0

2

4

6

8

10

12

1988 1990 1995 2000 2005 2010 2015 2020

10.7g/HP-hr

6.0g/HP-hr

5.0g/HP-hr

4.0g/HP-hr

2.5g/HP-hr

1.2g/HP-hr* 0.2g/HP-hr

0

0.1

0.2

0.3

0.4

0.5

0.6

1988 1990 1995 2000 2005 2010 2015 2020

0.6g/HP-hr

0.25g/HP-hr

0.1g/HP-hr

0.01g/HP-hr Urban Bus 0.05g/HP-hr

NOx / NOx+HC Particulate

OBD ULSD

Phase I Phase II

• GHG (CO2) Fuel Efficiency • Currently Unregulated Emissions (NH3, N2O, etc.)

Reducing our CO2 Footprint

Hybrids

Waste Heat Recovery

Idle Reduction

Low Temp Aftertreatment High Efficiency

Clean Combustion

Low Carbon Fuels

100% Fuel


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Reducing our CO2 Footprint

Hybrids

Waste Heat Recovery

Idle Reduction

Low Temp Aftertreatment High Efficiency

Clean Combustion

Low Carbon

Fuels


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Evolution of Engine System Efficiency B

rake

The

rmal

Effi

cien

cy (%

)

35

40

45

50

55

60

1985 1990 1995 2000 2005 2010 2015 2020

Bra

ke T

herm

al E

ffici

ency

(%)

35

40

45

50

55

60

1985 1990 1995 2000 2005 2010 2015 2020

Class 8 Line Haul Application: Highway Cruise Condition

ORC WHR + 2010 SCR AT Engine Configuration

HECC Engine + Advanced SCR AT (Lowest Operating Cost)

50% BTE Engine Technology Demonstration

55% BTE Engine Assessment Technology Demonstration

Super Truck

Super Truck


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Air Handling & EGR Loop

Fuel System Advanced Combustion

Waste Heat Recovery (HD)

Turbo Technology

Materials

Aftertreatment

Controls

Base Engine

HD & MD Engine Technology Roadmap


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Air Handling & EGR Base Architecture

Improved HP Loop EGR System Effective Flow Area Potential to improve BSFC by 3% by increasing combined Effective Flow

Area

Current EGR system Effective Flow Area can be increased by 70% with right sized EGR cooler, valve and measurement

Further improvements to intake and exhaust systems (manifold, ports)


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Advanced Combustion Improvements

Manipulation of the in-cylinder combustion event can alter the efficiency and emissions production. Fuel injection modulation provides for this effect

Technique enables reduced engine out NOx production and improved fuel consumption

9

Standard

Alternate

0.280

0.290

0.300

0.310

0.320

0.330

0.340

0.350

20 30 40 50 60 70 80 90

gisf

c(lb

/hp -

h))

NOx (g/kgf)

1200 rpm/1750 ft-lb, 1200 bar RP

Sawtooth+3

Square

0

4

8

12

-6

-4

0

6

Alternate

Standard


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Boiler

Waste Heat Recovery

Organic Rankine Cycle Works best for high-EGR flow

engine recipes for low-NOx combustion

Converts otherwise wasted thermal energy from the EGR gas stream

Relieves coolant system of EGR load

Reduces EGR heat rejection load by the energy recovered

Low GWP fluids now available ~6% Fuel Economy improvement Continue to evaluate alternatives

Comp

Turb

Exh.Manifold

Exhaust

Air In

Inta

ke M

anifo

ld

Spee

d Red

uctio

n

Ram Airflow

ISX Engine

Power Out

EGR Valve

CAC

WHR Condenser Cooler

Engine Radiator

Mechanical Fan

After- treatment

Rec

upe

Gear Train

Turbine Superheater


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Air Handling & EGR Loop

Fuel System Advanced Combustion

Waste Heat Recovery (HD)

Turbo Technology

Materials

Aftertreatment

Controls

Base Engine

HD & MD Engine Technology Roadmap

System Integration


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Fuel Energy 100%

Indicated Power

54.0-57.0%

Gas Exchange 1.1-4.1%

Friction 1.0%

Accessories 0.9%

Brake Power

51.0%

Exhaust 21.4%

Heat Transfer 24.6-21.6%

Entitlement: HD Engine Energy Balance


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Fuel Energy 100%

Indicated Power

54.0-57.0%

Gas Exchange 1.1 - 4.1%

Friction 1.0%

Accessories 0.9%

Brake Power 54.6 – 55.0%

Exhaust 21.4%

Exhaust Source (ORC)

2.6 – 2.3%

Heat Transfer 24.6 - 21.6%

Coolant & EGR

Source (ORC)

1.0 – 1.8%

Entitlement: HD Engine Energy Balance (with Waste Heat Recovery)


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LD-Reduce FE penalty due to Emission Control

Aftertreatment Systems must be highly effective just to meet the regulated

values – Regardless of engine out levels Packaging in order to conserve heat and enable new engine

side technologies to be enabled Materials improvements to improve warm up times and

control emission during the cold start portion of the cycle

SCRF

0.0

0.2

0.4

0.6

0.8

1.0

0 200 400

stor

age

capa

city

Exh Temperature

PNA SCR

60

70

80

90

100

0 0.2 0.4 0.6 0.8 1

N

Engine Out NOx g/mi C


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100

200

300

400

500

0 10 20

Exh

Tem

pera

ture

Load (bar)

LD-Reduce FE Penalty due to Emission Control

Base Engine Operate the engine at higher loads in order to make heat for

the aftertreatment. Design with thermal conservation features to enable

aftertreatment to operate at optimum levels. Materials developments to support the above;

• High power density – bearings, power cylinder, etc. • Thermal barrier, low conductivity, and insulating materials

Large Displacement

Small Displacement

Q=K*A*dT Material K (W/m*K) Cast Iron 43-55 Stainless Steel 12-18

Photo courtesy Federal Mogul – IROX bearings


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Liquid SI Technology Trends

Fuels Expanding fuel options (gasoline, alcohols, CNG, LPG)

New Combustion System Enablers Flexible Valve Timing High Tumble Systems High/Ultra High Energy Ignition

Combustion Concepts Mixed mode combustion (lean and stoichiometric) Dilute Combustion

• Lean Burn • Cooled EGR

Chemical Modulation • RCCI (Single or Dual Fuel) • Ethanol Boosting (Dual Fuel) • Dedicated EGR

10/2016


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Gasoline Technology Pathways to Efficiency

Conventional Gasoline (PFI)

Initi

al C

ost

(Rel

ativ

e to

EPA

201

0 D

iese

l)

Increasing Brake Thermal Efficiency (Relative to EPA 2010 Diesel)

-30% -15% 0% 15%

0%

-75%

-50%

-25%

25%

DI Diesel

State of the Art Gasoline (Downsized,Turbo DISI)

Advanced Gasoline (Downsized,Turbo PFI with cEGR and High Energy Ignition)

Ethanol Boosting

Dedicated EGR

RCCI

Advanced Gasoline (Downsized Turbo DI with cEGR and High Energy Ignition)

HEDGE Downsized ,Turbo DI with High Capacity cEGR and Ultra-high energy ignition


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Path to SI Gas High Brake Thermal Efficiency (BTE)

Brake Thermal Efficiency (%) 43% 50%

Base Engine Peak Efficiency = 43%

Gas Exchange

Combustion Systems

Ignition Systems

Waste Heat Recovery

Friction and Heat Loss Reduction

Further improvement

potential

improvement = 7 %


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10

100

1000

0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0

Lam

inar

Fla

me

Spee

d (c

m/s

)

Lambda (-)

Laminar Flame Speed of Various FuelsDry Air 60bar 900K

Hydrogen

40% MassFrac H2 in NatGas

Propane

Natural Gas

Process Gas

Landfill Gas

TOC

Non-Standard Gases: Successful utilization requires an understanding of the laminar flame speed for correct engine tuning


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~ 250 individual cases

DOE study of three piston bowls (red, green, and blue) varying: • Rail Pressure • Start of Injection • Cup Flow • Swirl • Spray Angle

Diesel Combustion Analysis Led Design (ALD)

Model Improvements 10x cycle time reduction Process automation Bio-derived diesel kinetics

Four Pulse Multiple Injection Automated Optimization Study

Engine tests compare well with CFD study

86 generations (774 cases)

Optimimum design offers 2% GISFC improvement over single pulse injection


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Knock Modeling •2000 step tabulated chemistry • PDF-based combustion-turbulence interaction.

Analysis Led Design (ALD)-Knock Prediction

Spark Timing

Knock onset between 11º and 13º BTDC – same as in engine tests

Predicting Knock Onset Predicting Spark Ignition

Spark energy from plug is transferred to incylinder charge via flamelet kernels modeled as Lagrangian particles.

Flamelet kernals then generate the

macroscopic flame kernel that initializes

the combustion model

Knock Simulation with a Dual Spark T (K)

Knock onset occurs in bottom of piston bowl


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PreSICE Workshop Report

Executive Summary (1 page) Introduction (3 pages) Research and Development Foci: Sprays Research needs (4 pages) Expected software tools (1 page) Impact on future vehicles (1 page)

Stochastic In-cylinder Processes Research needs (4 pages) Expected software tools (1 page) Impact on future vehicles (1 page)

Conclusion (1 page)

Report complete by March 31


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Direct Numerical Simulation (DNS) – Extremely high fidelity simulation tools that enable scientific discovery

High-Fidelity Large Eddy Simulation (LES) – Fine resolution and stringent error control will provide insight for modeling and the bench-mark for computations encompassing the full complexity of stochastic engine flows and sprays

Engineering LES – The design tool for minimizing cyclic variability. Less demanding computationally to allow simulations of many cycles or design optimization, but modeling of small scale processes needs refinement

Reynolds-Averaged Navier Stokes (RANS) approaches – The current workhorse of industry will continue to play a dominant role in multi-parameter optimization. Improved sub-model accuracy will lead to more optimum designs

Hierarchy of software tools is needed

Cycle 3

Cycle 4

Cycle 5

RANS

LES

Temperature at Start of Injection

DNS


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Summary

Significant efficiency improvements already in or headed to production

More opportunities still available to improve IC engine

efficiency-introduction will be driven by cost Improvements in simulation capability will continue to be

an important enabler Significant opportunity to reduce petroleum consumption Design for low CO2 manufacturing

Documents

Overview of High-Efficiency Engine Technologies · Overview of High-Efficiency Engine Technologies Author: Wayne Eckerle Subject: Perspective on past and current status, and future