14th Diesel Engine-Efficiency and Emissions Research (DEER)

Conference

Benefits and drawbacks of compression ratio

reduction in PCCI combustion application in an
advanced LD diesel engine

Carlo Beatrice and Chiara Guido

Istituto Motori, Consiglio Nazionale delle Ricerche
Naples , ITALY

Contacts: c.beatrice@im.cnr.it
c.guido@im.cnr.it
DEER 2008, Dearborn MI, 4-7° August 2008 1
Future Targets and Technology Pathways for PC Diesel Engines

0.08

0.07 Tier 2, Bin 10 EURO 3

(2007-2010) (2000)
0.06
•Advanced combustions
0.05 (PCCI/LTC etc.);
PM [g/mi]

0.04 •New CRS with Inj. Rate Shaping;

EURO 4 •Cold LP EGR + HP EGR;
0.03 (2005) •Closed-Coupled DPF;
T2, Bin 8 •VVA System;
0.02
EURO 5 •Closed-Loop Combustion Control;
0.01 EURO 6 prop •SCR/LNT
T2, Bin 5
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
NOx [g/mi]
DEER 2008, Dearborn MI, 4-7° August 2008 2
PCCI (or LTC/HCCI) potential for NOx & PM reduction
Source M. Lisbona, FPT, ATA2006

In the transition from conventional

combustion to PCCI mode the fuel/air
mix change from orange to light-blue
pathway

Source M. Potter, GM, DEER2006

Compression Ratio appears a key

parameter to improve PCCI combustion
performance in partial load range

Source M. Potter, GM, DEER2006

DEER 2008, Dearborn MI, 4-7° August 2008 3

IM-CRF Research Project on CR influence on PCCI performance

Starting from an Eu4 Reference Engine

(FIAT 1.9 MultiJet)

An advanced low NOx calibration was

applied
(PCCI calib. with single shot inj. and high
EGR/pressure inj.)
FIAT M741 MultiJet engine

Three CR values were selected for the tests

Engine 4 cyl, 1.9L
(16.5:1 → 15.5:1 → 14.5:1)
Bore x Stroke The 3 engine configurations were run in
82 x 90
[mm] several test points typical of NEDC engine
Stroke [mm] 90.0 operating area. Aim of the project was to
Compr. Ratio 17.5 characterize the influence of CR reduction
Turbo VGT on PCCI application in the largest NEDC
area with NOx near Eu6 targets

DEER 2008, Dearborn MI, 4-7° August 2008 4

CR selection and Piston Design
Starting from the commercial Eu4 piston geometry, 3 guidelines were
followed:
¾Same air flow structure at TDC (same swirl and turbulence charac. vs CR);
¾Same squish height and internal lip diameter (similar squish flow in the
bowl);
¾Same lip profile of the bowl (same structural robustness at rated power).

Parameter Formula CR 16.5 CR 15.5 CR 14.5

K-factor [%] Bowl volume/Comb. 75.2 76.8 78.4
chamber volume
Reentrant Ratio [%] (Dext-Dint)/Dint 9.3 10.9 13.5
Aspect Ratio [%] Hmax/Dext 33.0 34.0 35.2
DEER 2008, Dearborn MI, 4-7° August 2008 5
In-bowl flow characteristics vs CR
•The main air flow patterns appear
very similar;
RC 16.5 •The main differences are in the
central part of the bowl.
5
RC 16.5
RC 15.5 RC 15.5

Swirl Ratio [a.u.]

RC 14.5
4

RC 14.5 3
SR@ -180 c.a. [°] = 2.7

Slight increase of swirl ratio vs CR 2

decrease
Friction loss reduction due to the
surface/volume reduction and
increment of moment of inertia
DEER 2008, Dearborn MI, 4-7° August 2008
-50 0 50
crank angle [°]
The CR influence on engine can be
ascribed mainly to different fuel
vaporization and thermodynamic effects 6
 Test Methodology
12 Starting from a prototype “near NOx
Steady state test points with PCCI combustion
Euro6” engine calibration for a CR=16.5
10
Engine load - BMEP [bar]

8
All CRs were tested in different
6 operating points typical of NEDC area

In the engine speed range, the load was

2
increased until one of the following
NEDC operating area for FIAT MultiJet Engine
limits were reached:
0
0 1000 2000
Engine speed [rpm]
3000 4000
•+5% of FC w resp to Eu4 calib.;
•80 bar/ms of the dp/dtmax;
In this way all CRs can be •1.5 FSN of smoke as limit for DPF.
compared with optimized
combustion timing and intake MBF50% and boost pressure were optimized
airflow conditions vs CR varying SOI and VGT nozzle.
The fuel is a commercial Low Sulfur
DEER 2008, Dearborn MI, 4-7° August 2008 respecting the EN 590 standards 7
 CR influence on max PCCI torque: max torque, FC & smoke
FC & dp/dtmax limiting factors
5
Smoke limiting factor
4
Reducing CR only small increments in
Engine load - BMEP [bar]

maximum engine torque are possible

3 within the limits and without changing
RC 16.5
the engine technology (Euro4)
2 RC 15.5

RC 14.5
1
10 2.5

FC increment w respect to E4 level [%]

Constant engine calibration CR 16.5
0 CR 15.5
500 1000 1500 2000 2500 3000 3500 8 2
CR 14.5
Engine speed [rpm]

Smoke [FSN]
Reducing CR the τid increases 6 1.5

lowering the smoke in the whole

4 1
range.
dp/dtmax limits the MBF50% that 2 0.5
controls the engine efficiency.
FC was similar for all CRs, no fuel 0 0
500 1000 1500 2000 2500 3000 3500
penalty was evidenced reducing CR Engine speed [rpm]

DEER 2008, Dearborn MI, 4-7° August 2008 8

 CR influence on max PCCI torque: NOx, HC & CO
4
RC 16.5 NOx emissions are mainly driven by
RC 15.5
3
EGR.
RC 14.5
Under PCCI mode, the already very
NOx [g/kWh]

EURO 4 level
2
low NOx concentrations are poorly
influenced by CR
1

0
500 1000 1500 2000 2500 3000 3500 25 12
Engine speed [rpm] RC 16.5
10
20 RC 15.5
RC 14.5

HC raw [g/kWh]

CO raw [g/kWh]
8
HC & CO emissions tend to 15
increase reducing CR. 6
10
4
Premixing time and spray wall
5
interaction have effect on unburned 2

compound emissions 0 0
500 1000 1500 2000 2500 3000 3500
DEER 2008, Dearborn MI, 4-7° August 2008 Engine speed [rpm] 9
CR influence on max PCCI torque: Ind. engine cycle
70 140 From CR 15.5 to 14.5 the τid increase
PCCI mode - 1800 rpm @ 4 bar BMEP

60 120
was lower than from 16.5 to 15.5.
Apart that τid is not linear with temp.,

Injector energizing current [A] .

50 100
possible cause is also the fall of τid in
Cylinder pressure [bar]

40 80 the NTC range (1050÷900K) in some

conditions.
30 60
CR 16.5 25
20 CR 15.5 40 PCCI mode - 1800 rpm @ 4 bar BMEP
CR 14.5

20
10 20

0 0
15
-20 -10 0 10 20 30 40

ROHR [%/c.a. °]
CR 16.5
C.A.[°]
CR 15.5
10 CR 14.5

ROHR curves confirm that small

5
changes were detected varying CR
in terms of “thermodynamic” 0
combustion evolution
-5
-10 0 10 20 30 40
C.A.[°]
DEER 2008, Dearborn MI, 4-7° August 2008 10
Engine Optimization vs CR
10 2.5
EGR has to be kept quite constant in
FC increment w respect to E4 level [%]

CR 16.5

8
CR 15.5
2
order to have same NOx.
CR 14.5 Two ECU parameters affect in
opposite way both engine efficiency

Smoke [FSN]
6 1.5
and smoke:
4 1 • Rail pressure (friction loss /
atomization);
2 0.5
• Swirl valve position (pumping loss,
intake valve permeability and heat loss
0 0
500 1000 1500 2000 2500 3000 3500 / fuel premixing level);
Engine speed [rpm]
These parameters can be optimized in
order to exploit the very low smoke of
the lowest CRs.
Optimization work was done
respecting the limits on max Injection strategy optimization was not
pressure rise, exhaust smoke considered in this project but it is
and max FC increment another key factor
DEER 2008, Dearborn MI, 4-7° August 2008 11
Engine Optimization vs CR: Ind. engine cycle
70 140
PCCI mode - 2200 rpm @ 4.5 bar BMEP

60 120 Reducing Rail Pressure:

• Less parasitic and friction losses;

Injector energizing current [A] .

50 100
Cylinder pressure [bar]

40 80
• Less premixed fuel→ Lower
30 60
dp/dtmax→ Early SOImain→ MBF50%
reference calibration
closer to TDC;
• Less HCs&CO → Higher ηcomb
20 40
optimized calibration

10 20
Particularly important at high speed and
0 0 medium load (late combustion)
-20 -10 0 10 20 30 40
C.A.[°]
25
PCCI mode - 2200 rpm @ 4.5 bar BMEP Reducing SW ratio:
20
reference calibration • Less pumping losses;
• Less premixed fuel→ etc…..;
optimized calibration
15
Diffusive
ROHR [%/c.a. °]

10
combustion • Higher valve permeability→Higher
+ Soot trapped gas mass ;
5
• Less heat losses;
0 • Less overleaning A/F zones→Less
-5
HCs & CO
-10 0 10 20 30 40
C.A.[°]

DEER 2008, Dearborn MI, 4-7° August 2008 12

Engine Optimization vs CR: FC & Emissions
Engine speed 2200 rpm Engine speed 2200 rpm
20 1.5
BSFC increment w respect to E4 standard [%]

4 bar of BMEP 4.5 bar of BMEP 4 bar of BMEP 4.5 bar of BMEP 6 bar of BMEP
6 bar of BMEP

16

Smoke [FSN]
12

8
0.5

0 0
reference optimized reference optimized reference optimized reference optimized reference optimized reference optimized
calibration calibration calibration calibration calibration calibration
Engine speed 2200 rpm Engine speed 2200 rpm
2 12
4 bar of BMEP 4.5 bar of BMEP 6 bar of BMEP 4 bar of BMEP 4.5 bar of BMEP 6 bar of BMEP

1.6
Increase of Stoichiometric Zones 10

HC+CO emission [g/kWh]

NOx emission [g/kWh]

8
1.2
6

0.8
4

0.4
2

0 0
reference optimized reference optimized reference optimized reference optimized reference optimized reference optimized
calibration calibration calibration calibration calibration calibration

FC reduction at same dp/dtmax permits the

increment of Torque limit
DEER 2008, Dearborn MI, 4-7° August 2008 13
Engine Optimization vs CR: Conditions @ 3000 rpm
70 24
PCCI mode - 3000 rpm @ 3.8 bar BMEP

60

50
18
At high speed the available premixing
Cylinder pressure [bar]

time is low also at the lowest CR.

ROHR [%/c.a.°]
40
12
30

reference calibration Smoke becomes the limiting factor.

20
optimized calibration 6

The effectiveness of both Injection

10

0
-20 -10 0 10 20 30 40
0
pressure and Swirl ratio reduction on
1.5
C.A.[°]
FC improvement is strongly lowered.
Engine speed 3000 rpm @ 3.8 bar of BMEP

Smoke emissions are strongly

1 sensible to SW and Rail Pressure
Smoke [FSN]

reduction.

0.5
However this engine speed level is
less critical on NEDC engine
performance.
0
reference calibration optimized

DEER 2008, Dearborn MI, 4-7° August 2008 14

 Engine Optimization vs CR: Max Torque vs Speed
7

6 After engine optimization the

5
maximum PCCI torque was increased
from 4 to 6 bar of BMEP with CR 14.5.
Engine load [bar]

3 For CR 16.5 the improvement was

2
negligible due to smoke emission
R.C. 16.5
R.C. 15.5 close to the limit.
1
R.C. 14.5

0 CR 15.5 and 14.5 showed similar

500 1000 1500 2000 2500 3000 3500
Engine speed [rpm]
results in the low speed range, while
CR 14.5 was more effective than CR
15.5 in the high speed range.

At highest engine speed, the CR

reduction is less effective for PCCI
improvement due to smoke limitation.

DEER 2008, Dearborn MI, 4-7° August 2008 15

Conclusions
• FC penalty vs CR, in NEDC operating area, was small and mainly dependent
on ηcomb reduction;
• Lowering the CR a marked drop in smoke and a drastic rise in HC and CO
have to be expected. NOx remain EGR driven;
• CR reduction is able to increase the max PCCI torque only through engine re-
optimization;
• Smoke drop can be exploited to improve the torque. Working only on the SW
and Prail reduction, pumping and friction loss can be lowered and intake duct
permeability increased. HCs&CO can be also lowered;
• In PCCI mode, combustion phase optimization and friction losses reduction do
not cause the FC deterioration for low CR engines. NOx emission can be
reduced well beyond the Eu5 and near Eu6 targets. From our results, a CR
value around 15.5 appears the best compromise;
• HCs&CO remain the main issue lowering CR. They cannot be controlled by
DOC during cold start. Startability can also becomes a problem.

DEER 2008, Dearborn MI, 4-7° August 2008 16

General Outline

• It was pointed out that, independently from the DeNOx adoption, in order to
drop the NOx emissions for Euro6/Tier2 Bin5 targets, the CR optimization (or
the use of VCR) appears one of the key factors for PCCI application
improvement.
• For a complete assessment of the CR reduction benefits, the preservation or
the improvement of the current rated power target and the control of the high
HCs&CO emissions during cold start remain open questions. Engine
technology improvement could give adequate solutions for these problems
(CLC-Comb., LP-EGR, VVA, new FIE, VCR, new TC, new DOC etc.)

Acknowledgments
Special thanks to Dr. Roberto Imarisio and Dr. Marco Tonetti of Centro
Ricerche Fiat, for their support in the providing scientific cooperation,
information and hardware.

DEER 2008, Dearborn MI, 4-7° August 2008 17

 Istituto Motori of National Research Council, ITALY

THANK YOU
for the
ATTENTION

Istituto Motori website: www.im.cnr.it

DEER 2008, Dearborn MI, 4-7° August 2008 18