variable charge motion for 2007-2010 heavy duty diesel engines€¦ · parallel valve pattern...

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Variable Charge Motion

for 2007-2010 Heavy Duty

Diesel Engines

Deer Conference 2003Presented by

Josef MaierAVL Powertrain Engineering

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Overview of Worldwide Heavy DutyOverview of Worldwide Heavy DutyEmission RegulationsEmission Regulations

20032010

2005

2007 20082000

2004

1998

2005

1998

1995

1994

1991

4411 22 33 55 66 7700

Part

icul

ates

Pa

rtic

ulat

es ––

g/kW

hg/

kWh

0.40.4

0.30.3

0.20.2

00

0.10.1

NOx NOx –– g/kWhg/kWh

Europe

Japan

USA

203005-03

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Technologies requiredTechnologies required

• Advanced Fuel Systems• Cooled EGR• Particulate Filter• NOx Aftertreatment• Oxidation Catalyst• Advanced Control Strategies• Alternative combustion?

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HDD Engine Range in USHDD Engine Range in US

• Displacement / Cyl. 0.7 - 3.0 Liter• Rated Engine Speed 1800 - 3500 RPM• BMEP Max 15 -23 Bar• Spec. Power 40 - 60 hp/L• Durability Required 300 - 1.000 K Miles• Vehicle Mass 8.500 -150.000 lb

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NOxNOx--Soot Trade Off ImprovementSoot Trade Off Improvement

•High Pressure fully flexible fuel system

•Cooled EGR

•Variable Charge Motion

•Alternative Combustion ?

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0,1

1

10

1000 1500 2000 2500 3000

Local Flame Temperature[K]

Loca

l Air

Exce

ss R

atio

[-]

Soot

NOx

DCCS

HPLIHCLIHCCI

HCCI ‚Homogeneous Charge Compression Ignition‘DCCS ‚Dilution Controlled Combustion System‘HPLI ‚Highly Premixed Late Injection‘HCLI ‚Homogeneous Charge Late Injection‘

TodayToday´́ssTechnologyTechnology

Diesel Combustion Systems Diesel Combustion Systems for Low NOx / Soot Emissionfor Low NOx / Soot Emission

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Baseline Research of Combustion Baseline Research of Combustion SystemsSystems

32,5

37,138,4

43,2

0

10

20

30

40

50

eta_ind [%]

0,015

0,0160,016

0,011

0,000

0,005

0,010

0,015

0,020

SOOT [g/kWh]

HCCIDCCSHPLIHCLI 0,036

0,318

0,752

0,011

0,0

0,2

0,4

0,6

0,8

1,0

NOx [g/kWh]

252,0

23,5

64,2

13,2

0

50

100

150

200

250

300

CO [g/kWh]

32,7

10,4

3,34,7

0

10

20

30

40

50

HC [g/kWh]

Comparison HCCI, DCCS, HPLI and HCLI Combustion (n=1500, pi=4bar)

HCCI DCCS HPLI HCLI

0,071

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90196b-03

10001000Engine speed Engine speed –– rpmrpm

BM

EP

BM

EP ––

bar

bar

1616

1414

1212

1010

88

66

44

22

003500350015001500 2500250020002000 30003000

Current application strategy for alternativeCurrent application strategy for alternativecombustion modes with todaycombustion modes with today´́s TC and FIEs TC and FIE

HCLI ‚Homogeneous Charge Late Injection‘

HPLI ‚Highly Premixed Late Injection‘

Typical NEDC - operating range

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Steady state simulation of transient test cycles

-20

0

20

40

60

80

100

120

-20 0 20 40 60 80 100 120

Speed - %

Load

- %

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OxicatOxicatNOx NOx

Adsorbtion onlyAdsorbtion only SCRSCR

Continuous Soot Regeneration by NOContinuous Soot Regeneration by NO22

NOx Adsorber RegenerationNOx Adsorber Regeneration

Cumulative Exhaust Temperature Cumulative Exhaust Temperature and Critical Temperatures for Aftertreatment and Critical Temperatures for Aftertreatment

00 5050 100100 150150 200200 250250 300300 350350 400400 450450 500500 55055000

2020

4040

6060

8080

100100

Exhaust Temperature t Exhaust Temperature t Exh. Exh. before Aftertreatment System before Aftertreatment System

% o

f Tim

e ab

ove

t %

of T

ime

abov

e t Ex

h.Ex

h.

ETC w/o EGR

ETC with EGR

USHDDTC

with EGR

w/o EGR

9L / 200 kW EURO4 HD Diesel Engine with Cooled EGR and CRT™

Japan TransientTest Cycle

202010-20

Temperature Range of Skip Loader (Field Test)in City Traffic during Summer and Winter

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Dual Dual -- Mode Operation Mode Operation for Future HD Diesel Enginesfor Future HD Diesel Engines

BM

EP

BM

EP ––

bar

bar

Engine speed Engine speed –– rpmrpmAA BB CC

00

1111

2222

EGR EGR -- Rate Rate -- %%

conv. Diesel combustion

HPLI

22

25

40

35

30

Japanese NLTR , Euro 5 and US 2007 Engines

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Emission test cycle simulationEmission test cycle simulationFTP72 / SC03 / US06 FTP72 / SC03 / US06 -- ExampleExample

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Alternative Combustion Alternative Combustion -- ConclusionsConclusions

All combustion systems show high potential for lowest All combustion systems show high potential for lowest emission limits of soot and NOxemission limits of soot and NOx

All the strategies applied cover low load operating All the strategies applied cover low load operating conditions only. A combination with a conventional DI conditions only. A combination with a conventional DI System is necessarySystem is necessary

HPLI and HCLI offer high potential for lowest NOHPLI and HCLI offer high potential for lowest NOxx and and Soot emissions Soot emissions

Only moderate hardware changes in comparison to an Only moderate hardware changes in comparison to an actual DI TCI engine, thus enabling a combination with actual DI TCI engine, thus enabling a combination with todaytoday’’s standard diesel combustions standard diesel combustion

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•Cooled EGR



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Relation between EGR Rate, Relation between EGR Rate, Injection Pressure and NOxInjection Pressure and NOx

NO

x

NO

x ––

g/kW

hg/

kWh

EGR EGR -- Rate Rate –– %%00 1010 3030

00

11

2020

22

33

44

55

Injection timing = const.Injection timing = const.BMEP = 15 barBMEP = 15 barSpeed = 1500 rpmSpeed = 1500 rpmλλ = 2.2= 2.2Single cyl. = 2 lSingle cyl. = 2 l

(Diesel mode)(Diesel mode)

EGR EGR -- RateRate00 1010 3030

00

0.10.1

2020

0.20.2

0.30.3

Soot

So

ot ––

g/kW

hg/

kWh

1000 bar1000 bar1400 bar1400 bar1800 bar1800 bar2200 bar2200 bar

Injection PressureInjection Pressure

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Benefits of Multiple Injection Benefits of Multiple Injection for Diesel Combustionfor Diesel Combustion

Possible injection timings for different purposesPossible injection timings for different purposes

Inje

ctio

nR

ate

- 60 TDC + 60 + 120 °CA

• very late post injection for HC-enrichment and / or

exhaust gas temperature management (EGAS)

• Early pilot injection for alternative combustion • Close pilot injection for emissions and noise control• Main injection• Close post injection for NOx/Soot control• late post injection for control of lambda < 1 operation (EGAS)

Range of future cam driven systems

with cam design ?

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•Cooled EGR



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Conventional Diesel CombustionConventional Diesel Combustion

AVL R&D engine, 6 cyl. in-line DI/TCI, 4V, 300 kW, 1.8 l/cyl. class

NOx/BSFC - Trade Off

140

150

160

170

1.0 1.5 2.0 2.5 3.0 3.5 4.0

NOx [g/hp-hr]

BSF

C [g

/hp-

hr]

EGR-Rate 10%EGR-Rate 14%EGR-Rate 20%EGR-Rate 25%

Trend lineSOI = 0 deg.CRA

Test Speed "B", 75% Load

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Conventional Diesel CombustionConventional Diesel Combustion

AVL R&D engine, 6 cyl. in-line DI/TCI, 4V, 300 kW, 1.8 l/cyl. class

NOx/Soot - Trade Off

0.000

0.004

0.008

0.012

0.016

1.0 1.5 2.0 2.5 3.0 3.5 4.0

NOx [g/hp-hr]

Soot

[g/h

p-hr

]

EGR-Rate 10%EGR-Rate 14%EGR-Rate 20%EGR-Rate 25%

Trend lineSOI = 0 deg.CRA

Test Speed "B", 75% Load

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•Cooled EGR



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0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

1 2

Smok

e (F

SN)

Swirl Level 1.7Swirl Level 2.0

Speed 2035 rpmLoad 50 %

Speed 2925 rpmLoad 100 %

Engine 0,75 l / Zyl.

Influence of different Swirl Levels

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Increase of low end torque: + 12% (1000-1500RPM)

Reduction of NOx and PM in FTP cycle: up to -30% (Base = EU4)

Decreased smoke values at low Lambda figures load response benefits

Swirl Influence on Swirl Influence on Performance and EmissionsPerformance and Emissions

Split port 2V engine, 0.5L/Cyl.

Low Swirl: 1.2 / High Swirl: 3.2 (Paddle Wheel Method)

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Variable Swirl Variable Swirl --Effect on Exhaust EmissionsEffect on Exhaust Emissions

Air

Exce

ss R

ate

(A

ir Ex

cess

Rat

e ( --

))

CO

-Em

issi

on (p

pm)

00

200200

400400

600600

800800

Spec. NOxSpec. NOx--Emission (g/kWh)Emission (g/kWh)0,00,0 1,01,0 2,02,0 3,03,0 4,04,0 5,05,0 6,06,0 7,07,0

0,00,0

Smok

e (B

SU)

Smok

e (B

SU)

0,50,5

1,01,0

1,51,5

2,02,0

Increasing EGR

1,21,21,41,41,61,61,81,82,02,02,22,22,42,42,62,6

Spec. NOxSpec. NOx--Emission (g/kWh)Emission (g/kWh)0,00,0 1,01,0 2,02,0 3,03,0 4,04,0 5,05,0 6,06,0 7,07,0

Const SmokeConst Smoke

swirl 1.2 (swirl flap opened)

swirl 2.8 (swirl flap closed)

0,5l/Cyl Class, TCI engine 0,5l/Cyl Class, TCI engine CR FIE; 4,1 bar/1500 rpm CR FIE; 4,1 bar/1500 rpm constantconstantinjectioninjectiontimingtiming

NOx

~const CO~const COλ

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Variable Swirl ConceptsSplit Port vs. Deactivated Port

Full Load with Min/Max Swirl Settings

0,0

2,0

4,0

6,0

8,0

10,0

12,0

14,0

16,0

1000 1250 1500 1750 2000 2250 2500 2750 3000Engine Speed [RPM]

Dro

p of

Vol

umet

ric E

ffici

ency

[%]

Deactivated Port

Split Port

Standard with port deactivation Split port designStandard with port deactivation Split port design

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Distribution of High and Low Swirl Distribution of High and Low Swirl Level(2/2)Level(2/2)

BM

EP

BM

EP ––

%%

Engine speed Engine speed –– rpmrpm

Diesel

AA BB CC00

DieselHigh swirl levelLow swirl level

Swirl variation by port deactivation

100100

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Distribution of High and Low Swirl Distribution of High and Low Swirl Level(1/2)Level(1/2)

BM

EP

BM

EP ––

bar

bar

Engine speed Engine speed –– rpmrpm

Diesel

AA BB CC00

DieselHigh swirl levelLow swirl level

Swirl variation by split port system

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4V 4V -- Port Capacity DiagramPort Capacity Diagram

B0349G

0.03

0.05

0.07

0.09

1.0 1.5 2.0 2.5

Reduced Swirl Number(Paddle Wheel)

Mea

n Fl

ow C

apac

ity

4V-AVL Port Results

4V with seperated quiescent port (rightport closed step by step)

Typical 4V port configuration (right portclosed step by step)

Linear (4V-AVL Port Results)

Split Port Effect

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4V 4V -- Intake Ports Intake Ports -- Parallel Valve PatternParallel Valve Pattern

Separated Quiescent Port

Parallel Valve Pattern

0,01

0,03

0,05

0,07

0,09

1,0 1,5 2,0 2,5 3,0

Reduced Swirl Number(Paddle Wheel)

Mea

n Fl

ow C

apac

ity

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Alternative Split Port ConceptAlternative Split Port Concept

Skewed valve pattern

flap deactivation

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Split Port Concept –Parallel Valve Pattern

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Split Port Concept –Parallel Valve Pattern

Flap in the manifold (rotating slider, circular flap....)

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Split Port Concept Split Port Concept ––Parallel Valve PatternParallel Valve Pattern

Helical component from the top.

Flap deactivation in the cylinder head or in the manifold.

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Port Design and DevelopmentPort Design and Development

60874

4V ⇒ low swirl skewed: ß = 0.195

parallel: ß = 0.215

Split port => high swirl: +40% ⇒ +60% flow capacity

High swirl can be used up to higher engine speeds

Conclusions:

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2V variable swirl, low swirl helical port with inserted separation wall

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60874

Manifold with flap for split port

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Split port (helix around quiescent) with Split port (helix around quiescent) with flap optional within the cylinder headflap optional within the cylinder head

60874

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2V2V-- Split Port (tangential/quiescent)Split Port (tangential/quiescent)

60874

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60874

Swirl Number-Mean Flow Capacity -Diagram2V-4V-AVL - PORTS, 2V Variable Swirl Systems

0,01

0,03

0,05

0,07

0,09

0,11

0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5

Reduced Swirl Number

Mea

n Fl

ow C

apac

ity

4V-AVL Ports2V-AVL-PortsHelix around Quiescent, flap open and closedLow Swirl Helix with Separation Wall, flap open and closedLinear (2V-AVL-Ports)Linear (4V-AVL Ports)

flap closed

flap open

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60874

Conclusions:There are many systems we have to tune and optimize to achieve the lowest engine out emissions such as:

• Fuel system

• Charging system

• EGR system

• Aftertreatment system

A variable swirl system, especially with a split port design applied to high speed, heavy duty engines may be a major contributor to achieve future goals.

variable charge motion for 2007-2010 heavy duty diesel engines€¦ · parallel valve pattern...

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