8 th International Symposium TCDE Choongsik Bae and Sangwook Han. 9 May 2011 KAIST Engine Laboratory
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1 8 th International Symposium TCDE 2011 Choongsik Bae and Sangwook Han 9 May 2011 KAIST Engine Laboratory
2 Contents 1. Background and Objective 2. Experimental Setup and Conditions 3. Results and Discussion 4. Conclusion 2
3 Contents 1. Background and Objective 2. Experimental Setup and Conditions 3. Results and Discussion 4. Conclusion 3
4 Application of LTC LTC Load limit Insufficient to overcome Injection strategy, Boosting Engine LTC Conventional diesel combustion Vehicle Mode transition 4
5 Objective In-cylinder mixture condition - EGR rate changing - EGR control system Effects of each parameter on Response time - EGR path length - Engine speed Combustion mode transition with EGR rate changing Mixing condition - Injection pressure - Engine speed IMEP In-cylinder P max MPRR CA50 HC emission Injection strategy with EGR rate changing Injection duration Injection timing Number of injection Smooth Combustion Mode Transition 5
6 Contents 1. Background and Objective 2. Experimental Setup and Conditions 3. Results and Discussion 4. Conclusion 6
7 Experimental Setup - Research Engine Cycle Displacement / cylinder Fuel 4 Stroke 539cc Diesel Cylinders 5 Compression Ratio Bore Stroke Fuel injection system 17.5: mm 92.4 mm Common-rail injection system 7
8 Experimental conditions [ Combustion mode transition conditions] Operating point A B C IMEP (MPa) 0.45 Engine speed (rpm) Injection pressure (MPa) EGR control valve position (1: Intake + EGR line) (2: Exhaust + EGR line) EGR rate (%) * * EGR path length: baseline (6.1 m) and short (3.8 m) [ Injection conditions of each combustion mode] Operating point EGR rate (%) Injection duration (μs) A A B C Injection timing (CAD BTDC) 8
9 Contents 1. Background and Objective 2. Experimental Setup and Conditions 3. Results and Discussion 4. Conclusion 9
10 1) EGR rate change only 10
11 Effects of EGR rate change EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) Initiation of EGR control valve movement From LTC to Conventional Combustion (EGR rate: 60% 0%) 1) 0~10 th cycle : EGR delay From 2) 10 th Conventional ~20 th cycle : Combustion to LTC (EGR rate: 0% 60%) EGR -Rapid rate variation decreased of IMEP rapidly and HC advancing was not the observed combustion phase increase in negative work ( hot residual gas from conventional increasing combustion the combustion preventing rate increase rapid decrease in peak in cylinder in-cyl. P pressure max and drastic retard in combustion phase) IMEP was increased (increase in in-cyl. P max provided larger effect on IMEP) 3) 20 th ~50 th cycle: Rapid decrease in IMEP due to slight advance in combustion phase - HC emissions were decreased as mode transition proceeded due to reduced EGR rate 11
12 Definition of mode transition interval (LTC Conv.) Before Mode Transition After Mode Transition During Mode Transition Variation of In-cylinder P max was selected as a criterion for dividing combustion mode - In-cylinder P max is believed to be most sensitive to the EGR rate change 12
13 Effects of EGR path length (LTC Conv.) EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) In the case of short path length (6.1m 3.8m), - Reduction of EGR delay faster mode transition - Reduction of pressure drop increase in volumetric efficiency advance in combustion phase increase in peak cylinder pressure Similar level of IMEP in both cases 13
14 Effects of injection pressure (LTC Conv.) EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) IMEP variation showed similar trend in both injection pressures ( governed by EGR rate change) In both cases, 40 MPa: Lager amount In the case fast of combustion 120 MPa, rate due to no EGR-> of burned fuel before 120 MPa: - Lower HC CA50 emission before TDC due -> to large improved amounts atomization of improved of spray mixing and mixing TDC due to early burned fuel before TDC -> similar level injection timing of P max Before at TDC and During Mode transition + CA50 After after TDC Mode transition In-cylinder P max 40 MPa > 120 MPa 40 MPa 120 MPa MPRR 40 MPa 120 MPa 40 MPa < 120 MPa 120 MPa: improved mixing + CA50 before TDC 14
15 Effects of engine speed (LTC Conv.) EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) In the case of 2000 rpm, - Decrease in EGR delay due to higher flow velocity ; faster start - End point of mode transition was same ( more cycles were needed for the EGR rate changing) - Longer ignition delay ( higher level of turbulence increase of heat loss + more homogeneous EGR distribution) - Lower in-cyl. P max due to less amount of burned fuel before TDC As mode transition proceeded, differences of HC, ignition delay and in-cyl. P max 15
16 Effects of EGR control system (LTC Conv.) EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) In the case of controlling the exhaust back pressure, - Effective EGR rate (EEGR rate + IEGR rate) was higher (larger dilution effect) decrease of in-cylinder P max retard in combustion phase - Difference of effective EGR rate was gradually reduced as mode transition proceeded ( reduced back pressure) Differences in the in-cylinder P max, combustion phase, and MPRR were reduced 16
17 2) EGR rate change + Injection event 17
18 1 st injection strategy :Gradually retarding injection timing (LTC Conv.) EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) Optimized injection condition at 0% EGR rate for 0.45 MPa IMEP [Injection timing = 4 CAD BTDC, Injection duration = 817 μs] Selection of cycles at which injection strategies were applied - 15 th ~ 21 th cycles (MPRR increased rapidly during mode transition) Gradually retarding injection timing to prevent the advance in combustion phase and thus reduce MPRR Combustion phase was gradually retarded IMEP increased Before 17 th cycle, Injection timing was still early effect of retarding injection timing on retarding combustion phase was weak still high MPRR After 17 th cycle, Decrease in ignition delay and amount of burned fuel before TDC MPRR reduced 18
19 2 nd injection strategy :Gradually decreasing injection duration (LTC Conv.) EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) Optimized injection condition at 0% EGR rate for 0.45 MPa IMEP [Injection timing = 4 CAD BTDC, Injection duration = 817 μs] Difference in IMEP between before and after mode transition was larger compared to the case without injection strategy Difference in MPRR between before and after mode transition was smaller compared to the case without injection strategy 19
20 3 rd injection strategy :Gradually retarding timing + decreasing duration (LTC Conv.) EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) Optimized injection condition at 0% EGR rate for 0.45 MPa IMEP [Injection timing = 4 CAD BTDC, Injection duration = 817 μs] Decrease in IMEP during mode transition disappeared IMEP maintained constant level High peak of MPRR which was mainly influenced by injection timing was still remained 20
21 4 th injection strategy :Pilot injection (LTC Conv.) EGR rate (%) Engine speed (rpm) Inj. Pressure (MPa) Inj. Timing (CAD BTDC) Inj. Duration (μs) Pilot injection Pilot injection Pilot injection strategy was applied to reduce high peak of MPRR - Main injection timings : same with 3 rd injection strategy - Pilot injection timings : 10 CAD earlier than each main injection timing - Pilot injection durations : constant (600 μs) - Main injection durations : less than 3 rd injection strategy due to pilot injection High Timing peak of MPRR was disappeared Timing while IMEP was Duration (μs) Duration (μs) (CAD BTDC) (CAD BTDC) maintained stable. Cycle No. Pilot injection Low peak of MPRR occurred but it has no influence on the loud noise. 21 Main injection Pilot ratio (m pilot /m total ) 15 th X X (=11.80mg). 16 th (=6mg) (=8.40mg) th (=6mg) (=9.24 mg) th (=6mg) (=9.06mg) th (=6mg) (=8.40 mg) th (=6mg) (=7.16mg) st X X (=11.04mg).
22 Contents 1. Background and Objective 2. Experimental Setup and Conditions 3. Results and Discussion 4. Conclusion 22
23 Conclusion Faster and less difference in IMEP and MPRR is desirable in combustion mode transition. - For the faster mode transition, Use of shorter EGR path length was favorable in both IMEP and MPRR. - For the less different mode transition, In terms of IMEP, higher engine speed and higher injection pressure conditions were favorable. In terms of MPRR, use of shorter EGR path was favorable. Nevertheless, cycle-by-cycle injection strategies are necessary to achieve smooth mode transition from LTC to conventional combustion. - Basically, gradually retarding injection timing and decreasing injection duration are necessary. - Addition of pilot injection was effective way to reduce the combustion noise 23
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