RECENT DEVELOPMENTS IN LEAN-BURN IC ENGINES
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1 RECENT DEVELOPMENTS IN LEAN-BURN IC ENGINES R.L. Evans Department of Mechanical Engineering The University of British Columbia Vancouver, B.C., CANADA
2 INTRODUCTION Problems with both SI and DI engines Engine combustion technology is converging Lean combustion increases engine efficiency Lean combustion reduces Nox emissions The Partially Stratified-Charge Engine
3 Engine Convergence Engine technologies may converge, particularly for vehicle applications Combustion configuration may vary, depending on operating conditions Stoichiometric homogeneous charge Lean-burn homogeneous charge Direct injection stratified charge Partially stratified charge HCCI (Homogenous Charge Compression Ignition)
4 Engine Characteristics Homogenous Charge Low Efficiency Low PM High Nox Medium loads Lean-Burn Higher efficiency Low PM Lower Nox Lower loads Direct Injection HCCI High efficiency High PM High Nox High loads High efficiency Low PM Low Nox Low loads
5 Load Engine Operation as a Function of Speed and Load Direct Injection Homogeneous Charge Lean- Burn & Partially Stratified-Charge HCCI Speed
6 THE PARTIALLY STRATIFIED- CHARGE ENGINE Spark-ignited combustion Main mixture is homogeneous & ultra-lean Enriched mixture near spark plug Engine control strategy is critical Natural Gas or gasoline fuel
7 How it works 1. Ultra-lean homogeneous charge of natural gas and air
8 How it works 1. Ultra-lean homogeneous charge of natural gas and air 2. Fuel is injected in the region of the sparkplug
9 How it works 1. Ultra-lean homogeneous charge of natural gas and air 2. Fuel is injected in the region of the sparkplug 3. Flame kernel forms, and propagates through lean airfuel charge
10 ADVANTAGES OF PARTIAL CHARGE STRATIFICATION Engine operates in fuel control mode, similar to a Diesel engine Limited use of throttling increases efficiency Only one fuel is required No requirement for on-board gas compression No need for expensive and complex fuel injection equipment
11 Partially Stratified-Charge Control Concept
12 Partially-Stratified Charge Spark Plug Lean homogeneous main charge of fuel and air Injection of fuel near ignition source Spark initiates stable flame in fuel-rich area Flame propagates rapidly through lean charge
13 SINGLE-CYLINDER EXPERIMENTS Ricardo Hydra single-cylinder engine Bowl-in-piston design Flat fire-deck cylinder head Compression ratio of 10.2:1 450 cc engine displacement Natural gas fuel
14 UBC Ricardo Hydra Test Engine Facility
15 BSFC vs. Air-fuel Ratio Injection Duration Optimisation (WOT, 2500 rpm, EOI at MBT-10) BSFC (g/kw-hr) Homogeneous-charge 25 deg. inj. duration 30 deg. inj. duration 35 deg. inj. duration Relative Air-Fuel Ratio
16 Total Hydrocarbons vs. Air-fuel Ratio (WOT, 2500 rpm, 35 deg. Injection pulse width) thc-wet (g/kw-hr) Homogeneous-charge EOI at MBT-5 EOI at MBT-10 EOI at MBT Relative Air-Fuel Ratio
17 CO vs. Air-fuel Ratio (WOT, 2500 rpm, 35 deg. Injection pulse width) CO-dry (g/kw-hr) Homogeneous-charge EOI at MBT-5 EOI at MBT-10 EOI at MBT Relative Air-Fuel Ratio
18 NO vs. Relative Air-fuel Ratio (WOT, 2500 rpm, 35 deg. Injection pulse width) NO-dry (g/kw-hr) Homogeneous-charge EOI at MBT-5 EOI at MBT-10 EOI at MBT Relative Air-Fuel Ratio
19 Mass-Burned Fraction Comparison (WOT, 2500 rpm) 100% Mass Fraction Burned (%) Homogeneous fuelling, RAFR = 1.65 (MBT Spark = -54) PSC fuelling, RAFR = 1.65 (MBT Spark = -50) 75% 50% 25% 0% Crank Angle Degrees
20 Bsfc & BMEP vs. Lambda (WOT, 2000 rpm) BMEP BSFC % extension of lean lim it w ith P S C Lam bda (m ass basis) 0
21 Bsfc vs. BMEP (WOT, 2000 rpm) % more load control through PSC leaning at W ide Open Throttle (W OT) W OT, Leaning, no PSC W O T, Leaning, w ith P S C BMEP (bar)
22 10 NOx vs. BMEP (2000 rpm, Injection at MBT -10) 9 8 PSC No PSC (May 21) BS NOx (g/kw-h) %, L %, L %, L1.49 Wide Open Throttle, Lambda BMEP (bar) Wide Open Throttle, Lambda 1.68
23 Combustion Stability (WOT, 2000 rpm) Engine Misfires No PSC - Lambda TDC With PSC - Lambda Crank angle of Pmax (deg)
24 COV of IMEP vs. Lambda Homogeneous PSC Lam bda (m ass basis)
25 CONCLUSIONS Partially stratified-charge approach extended the lean limit, and reduced Bsfc by up to 10% at a given airfuel ratio PSC approach reduced NOx emissions at part-load conditions Combustion stability is improved with PSC approach PSC may be one component of a multi-component operating strategy due to convergence
26 The End! Any Questions?
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