SAE 2015 Gasoline Compression Ignition Engine Symposium Technical Session Schedule

Transcription

1 SAE 2015 Gasoline Compression Ignition Engine Symposium Technical Session Schedule As of 09/23/ :40 pm Thursday, September 17 Advanced Combustion Modes - Part 1 Session Code: GCIE1 1:30 p.m. 1:30 p.m. 2:00 p.m. 2:30 p.m. 3:00 p.m. Introduction to Gasoline Compression Ignition, GCI Bengt Johansson, Lund University Fuel implications for Gasoline Compression Ignition Engines Gautam Kalghatgi, Saudi Aramco The Landscape of GCI combustion Fuel Properties and Stratification Gasoline compression ignition (GCI) combustion has become of increasing interest in recent years due to the potential for very high thermal efficiencies with significant reductions in many criteria pollutants. This interest is driven by significant advances in enabling technologies such as fuel injection systems, turbomachinery, valve actuation, sensors, and onboard computers. The combination of these technologies and others has led to new real-time control opportunities which have led to GCI combustion being potentially viable for production applications. GCI combustion is not a new concept but has evolved over the past several decades. Earlier GCI research was focused primarily on homogeneous charge compression ignition (HCCI) combustion. More recent years have seen increasing interest in a continuous range of GCI combustion modes spanning fully homogeneous HCCI to partial fuel stratification modes to full stratification modes which are diesel-like in execution. This presentation will discuss the challenges and opportunities of a wide spectrum of GCI combustion modes and fuel selections under investigation by researchers with examples from multi-cylinder engine research at Oak Ridge National Laboratory. Derek Splitter, Oak Ridge National Laboratory The Use of EGR, boost, injection pressure, injection timing and fuel properties to explore GCI ignition characteristics and engine performance As fuel consumption targets and emissions regulations become more stringent, additional technologies and strategies to meet these goals are needed. One promising approach is through the use of Gasoline Compression Ignition (GCI). In GCI, gasoline is direct injected into the combustion chamber and auto-ignites after a considerable amount of premixing has occurred. Several researchers have shown the potential for very high efficiency (due to reduced heat transfer) and ultra-low emissions. However, ignition characteristics at a variety of engine speeds and loads are still being explored. This presentation will cover the use of EGR, boost, injection pressure, injection timing and fuel properties to explore GCI ignition characteristics and engine performance. Stephen Ciatti, Argonne National Laboratory

2 3:30 p.m. Thursday, September 17 Advanced Combustion Modes - Part 2 Session Code: GCIE2 4:00 p.m. 3:30 p.m. 4:00 p.m. Enabling High Efficiency Operation Using Reactivity Controlled Compression Ignition (RCCI) Combustion A fuel reactivity controlled compression ignition (RCCI) concept is demonstrated as a promising method to achieve high efficiency clean combustion by blending two fuels with different auto-ignition characteristics incylinder. The fundamentals controlling the combustion process are highlighted and methods to achieve high efficiency operation over a wide range of operating conditions are discussed. 4:30 p.m. Sage Kokjohn, Univ. of Wisconsin Madison Increasing the Load Range, Load-to-Boost Ratio, and Efficiency of Low-Temperature Gasoline Combustion (LTGC) Engines Low-temperature gasoline combustion (LTGC), based on the compression ignition of a premixed or partially premixed dilute charge, can provide gasoline-fueled engines with efficiencies at or above those of diesel engines. As such, LTGC offers the potential for substantial reductions in CO2 emissions and fuel consumption. NOx and particulate emissions can also be extremely low for wellcharacterized LTGC combustion. One key factor that has impeded the commercialization of LTGC engines is their limited maximum load. This presentation focuses on research in two areas related to obtaining higher loads: 1) strategies for the successful application of intake-pressure boosting to increase the maximum load of LTGC engines to levels typical of turbo-charged diesel engines, and 2) combining intake boost with the application of a technique termed partial fuel stratification (PFS), in which inhomogeneities in the charge mixture are introduced to prevent overly rapid combustion at moderate-to-high loads. PFS is shown to provide substantial benefits for reducing the intake boost required to achieve a given load, and for improving engine efficiency. In addition, the effect of increasing the compression ratio on the efficiency and maximum load as a function of boost pressure will be presented and discussed. For all conditions presented, engine-out NOx and particulate emissions are far below US-2010 standards, and care was taken to ensure that the ringing intensity was sufficiently low to prevent engine knock. John E. Dec, Sandia National Laboratories

3 5:00 p.m. 5:30 p.m. Two-stroke engines offer a promising solution to extend the load range of advanced combustion concepts Two-stroke engines arise as a promising solution to extend the load range of advanced combustion concepts, since they intrinsically provide equivalent torque response with only half the IMEP compared to an equivalent four-stroke engine. In this framework, the present research aims to evaluate the performance of the GCI concept for pollutant control using a commercial RON95 gasoline at different load conditions in a single-cylinder two-stroke diesel engine with poppet valves in the cylinder head. Antonio Garcia, CMT Motores Termicos Universidad Direct Injection Compression Ignition Modes of Low Octane Number Fuels under Engine Operating Conditions The blended gasoline and diesel fuel (G80D20) with low octane number and high volatility is tested on a single cylinder diesel engine under different operating conditions to compare the combustion and emission characteristics of Partially Premixed Compression Ignition (PPCI) and Multiple Premixed Compression Ignition (MPCI) modes in order to optimize the combustion controlling strategies. The test results show that PPCI and MPCI modes can be realized using the low octane fuel in a wide operating range of the engine. At the low loads in the whole speed, the single injection PPCI is the best choice to obtain the high efficiency and low emissions of the engine. At medium and high loads with medium and high speeds, the MPCI is the best. The multi-injection PPCI is mostly suitable for the high loads with high speeds. In the wide operating range, the NOx emission of the low octane fuel is less than 0.4g/kWh, and the soot emission is less than 0.5FSN, while the maximum pressure rise rate is lower than 1.0MPa/deg. Compared with the original diesel engine results, a low fuel consumption, NOx and soot emissions of the low octane fuel are achieved simultaneously, while the CO and HC emissions are higher and the load variation coefficient increases slightly. Shijin Shuai Friday, September 18 Future Transport Challenges in Europe and Role of GCI Session Code: GCIE3 8:30 a.m. 8:30 a.m. Title TBD Frederic Sgarbi, European Commission

4 9:00 a.m. 9:30 a.m. 10:00 a.m. 10:30 a.m. Gasoline Compression Ignition Technology Future Energy Perspectives CO2 emission legislation will remain one of the key drivers for future engine technology. Shell believes that between now and 2030 hydrocarbon based fuels could enable new credible, cost effective technologies to drive further improvement of the WtW CO2 footprint of light duty mobility. The longer term availability of liquid fuels plays a dominant role to assess the feasibility of Gasoline Compression Ignition concepts from an economic perspective and can become a key competitive differentiator for OEMs who are seeking to introduce new types of engines. In this presentation we aim to show pathways to a sustainable future energy supply and derive implications, opportunities and barriers for advanced Compression Ignition engine concepts. Andreas Janssen, Shell Global Solutions (Deutschland) Title TBD Heather Hamje, Concawe Powertrains for low CO2 emissions Worlwide, CO2 emissions reduction, as well as air quality management, are high concerns for modern vehicles development. Disruptive targets will challenge OEMs to propose efficient and cost effective solutions. Powertrains are then at a crucial time of their evolutions. Will they be able to handle the challenge of low CO2 emissions? We are at the beginning of a new area of development for gasoline engines: more efficiency, with a cost challenge, world market target, energy procurement, Eric Lalliard, PSA Peugeot Citroen Friday, September 18 Technology Readiness and Success Stories Session Code: GCIE4 11:00 a.m. 10:30 a.m.

5 11:00 a.m. Current GCI Technology Readiness Gasoline direct injection compression ignition (GDCI) engines have demonstrated high efficiency with low NOx and PM emissions using US market gasoline RON91. The engine could also be downspeeded and uploaded to 20bar BMEP. GDCI engines utilize a full-time, partially-premixed combustion process without combustion mode switching. Injection parameters are used to control mixture stratification and combustion phasing using a multiple-late injection strategy with GDi-like injection pressures. Now the 2nd-generation GDCI engines have been built and tested with improved friction, injection, thermal management, and aftertreatment systems. Preliminary results indicate improved part load efficiency relative to 1st-generation engines with BSFC of ~250 g/kwh at 2000rpm-2bar BMEP. Fuel consumption was improved over the operating map. Initial tailpipe emissions were attractive with good catalyst conversion efficiency for CO and HC species. No aftertreatment was used for NOx and PM. Single-cylinder engine tests also exhibited good results using lower-octane, less-processed fuels. These fuels in combination with GDCI, have very low life cycle green house gas (GHG) emissions. While significant development work is still needed, the 2nd-generation GDCI engines represent a significant technology advancement. 12:00 p.m. 12:30 p.m. Mark C. Sellnau, Delphi Automotive Systems LLC GCI Challenges, Solutions and Experience in Supporting Upcoming Fuel Economy Targets Advanced combustion modes are considered to be a key enabling technology, to make the combustion engine meet upcoming fuel economy/co2 and emission targets. This talk will evaluate the advanced combustion concepts against the market requirements and technical solutions for the required timeframe. This work is supported by the successful implementation and demonstration of advanced combustion modes in the ACCESS project (funded by the US Department of Energy), where Bosch has developed the required engine control solutions and gained first hand experience by implementing the concepts in two demonstration vehicles. Test results and feedback from real world driving of the demonstration cars will complement and round out this picture. Oliver Miersch-Wiemers, Bosch Automation Technology Ethanol as a vehicular fuel in Brazil Lessons learned from a history made of successes, difficulties and challenges The historic evolution of ethanol use as a vehicular fuel in the last 40 years in Brazil, either in its anhydrous form blended in gasoline or in the hydrous version in dedicated or flex fuel vehicles, will be presented in conjunction with the production of extraordinary vehicles and special distribution logistics. The historic participation of drivers like energy security, economic and social development and environmental and climate security will be discussed, as well as the role played by the main stakeholders, sugarcane agroindustry, automotive industry and petroleum products sector visà-vis the public policies implemented and adjusted during the whole period. The integration aspects of the fuels with engines, after treatments to comply with emissions regulations and availability of refueling facilities are essential to final customer acceptance, although not sufficient. Some examples of knowledge mobilization programs applied in Brazil will be offered. Francisco Nigro, Sao Paulo University

6 1:00 p.m. Potential Implications of New Engine Technology for Petroleum Refining Global transport will continue to be powered largely by petroleumbased liquid fuels for the foreseeable future. However, the mix of transportation fuels required by the market as well as the composition of fuels will be changing. Gasoline octane needs to increase to enable more efficient spark ignition engines as well as the potential to develop Gasoline Compression Ignition (GCI) engines which can run on low octane gasoline rather than diesel. This presentation investigates the implications these changes in fuel mix and composition have on petroleum refining, one without and one with the possibility of producing a low octane gasoline for GCI engines. Chris Gosling, UOP LLC Friday, September 18 The Way Forward Panel Discussion Session Code: GCIEPANEL 2:30 p.m. Moderators - Panelists - Roger Cracknell, Shell Amer A. Amer; Stephen Ciatti, Argonne National Laboratory; Bengt Johansson, Lund University; Mark C. Sellnau, Delphi Automotive Systems LLC; Bianca Maria Vaglieco, Istituto Motori CNR; 3:30 p.m.