TY - JOUR
T1 - Fuel reactivity controlled compression ignition (RCCI) combustion in light- and heavy-duty engines
AU - Kokjohn, Sage
AU - Hanson, Reed
AU - Splitter, Derek
AU - Kaddatz, John
AU - Reitz, Rolf
PY - 2011
Y1 - 2011
N2 - Single cylinder engine experiments were used to investigate a fuel reactivity controlled compression ignition (RCCI) concept in both light- and heavy-duty engines and comparisons were made between the two engine classes. It was found that with only small changes in the injection parameters, the combustion characteristics of the heavy-duty engine could be adequately reproduced in the light-duty engine. Comparisons of the emissions and performance showed that both engines can simultaneously achieve NOx below 0.05 g/kW-hr, soot below 0.01 g/kW-hr, ringing intensity below 4 MW/m2, and gross indicated efficiencies above 50 per cent. However, it was found that the peak gross indicated efficiency of the baseline light-duty engine was approximately 7 per cent lower than the heavy-duty engine. The energy balances of the two engines were compared and it was found that the largest factor contributing to the lower efficiency of the light-duty engine was increased heat transfer losses. Detailed CFD modeling was used to explore options to reduce the heat transfer losses of the light-duty engine. It was found that by reducing the swirl ratio from 2.2 to 0.7, increasing the engine speed from 1900 to 2239 rev/min, and improving the combustion chamber geometry, the heat transfer losses in the light-duty engine could be reduced by the equivalent of 2 per cent of the fuel energy. The modeling showed that light duty engine could achieve 53 per cent gross indicated efficiency, while maintaining near zero NOx and soot, and an acceptable ringing intensity.
AB - Single cylinder engine experiments were used to investigate a fuel reactivity controlled compression ignition (RCCI) concept in both light- and heavy-duty engines and comparisons were made between the two engine classes. It was found that with only small changes in the injection parameters, the combustion characteristics of the heavy-duty engine could be adequately reproduced in the light-duty engine. Comparisons of the emissions and performance showed that both engines can simultaneously achieve NOx below 0.05 g/kW-hr, soot below 0.01 g/kW-hr, ringing intensity below 4 MW/m2, and gross indicated efficiencies above 50 per cent. However, it was found that the peak gross indicated efficiency of the baseline light-duty engine was approximately 7 per cent lower than the heavy-duty engine. The energy balances of the two engines were compared and it was found that the largest factor contributing to the lower efficiency of the light-duty engine was increased heat transfer losses. Detailed CFD modeling was used to explore options to reduce the heat transfer losses of the light-duty engine. It was found that by reducing the swirl ratio from 2.2 to 0.7, increasing the engine speed from 1900 to 2239 rev/min, and improving the combustion chamber geometry, the heat transfer losses in the light-duty engine could be reduced by the equivalent of 2 per cent of the fuel energy. The modeling showed that light duty engine could achieve 53 per cent gross indicated efficiency, while maintaining near zero NOx and soot, and an acceptable ringing intensity.
UR - http://www.scopus.com/inward/record.url?scp=85072365868&partnerID=8YFLogxK
M3 - Conference article
AN - SCOPUS:85072365868
SN - 0148-7191
JO - SAE Technical Papers
JF - SAE Technical Papers
T2 - SAE 2011 World Congress and Exhibition
Y2 - 12 April 2011 through 14 April 2011
ER -