Get documents about "clean automotive technologies An HCCI Engine Power Plant for
Document Sample
Clean Automotive Technology… Innovation that Works www.epa.gov/otaq/technology An HCCI Engine Power Plant for a Hybrid Vehicle U.S. Environmental Protection Agency Ruonan Sun • Rick Thomas • Charles L. Gray, Jr. 2004-01-0933 Benefits of HCCI Engines High thermal efficiency Low NOx and PM emissions Potentially low incremental cost 2 2004-01-0933 Challenges of HCCI Controlling Ignition and Combustion Expending Useful Operating Range Managing Transient Operation Reducing HC and CO emissions Finding Real World Applications 3 2004-01-0933 Program Objectives Explore operating range and performance of a multi-cylinder HCCI engine Study transient operation capabilities Determine if an HCCI engine can be a suitable power plant for a hydraulic hybrid drivetrain (or any series hybrid) 4 2004-01-0933 Laboratory Setup of Test Engine 5 2004-01-0933 Control Strategy Primary parameters were adjusted by the engine controller to maintain a single target combustion parameter. Primary parameters included the fueling rate, boost level, EGR, intake charge and coolant temperatures. Target combustion parameter was the maximum rate of pressure rise. 2004-01-0933 6 Control Strategy (continued) Primary parameters mapped to yield/keep: Best efficiency Stable operation (COV of IMEP < 3%) (MRPR ~ 6 bar/deg) (NOx < 0.2 g/kWh) Combustion noise not too high Low NOx emissions 7 2004-01-0933 Steady State – Combustion Stability HCCI Closed Loop Response (Cylinder 1) 12 Max. Rate of Pressure Rise (bar/deg) 12 10 8 6 4 2 0 0 500 1000 1500 Cycle Number 2000 2500 3000 MRPR Desired MRPR HCCI Closed Loop Response (Cylinder 2) Max. Rate of Pressure Rise (bar/deg) 10 8 6 4 2 0 0 500 1000 1500 2000 2500 3000 Cycle Number MRPR Desired MRPR HCCI Closed Loop Response (Cylinder 3) 12 Max. Rate of Pressure Rise (bar/deg) 10 8 6 4 2 0 0 500 1000 1500 Cycle Number 2000 2500 3000 MRPR Desired MRPR Max. Rate of Pressure Rise (bar/deg) 12 10 8 6 4 2 0 0 HCCI Closed Loop Response (Cylinder 4) MRPR Desired MRPR 500 1000 1500 Cycle Number 2000 2500 3000 8 2004-01-0933 Steady State – Intake Temperature 10 Intake Temperature (deg C) 8 40 BMEP (bar) 6 4 2 0 500 80 60 100 1000 1500 2000 2500 3000 3500 Engine Speed (rpm) 9 4000 4500 2004-01-0933 Steady State – Intake Pressure 10 Intake Pressure (kPa, Gage) 8 BMEP (bar) 6 20 4 2 80 0 500 60 20 100 80 60 40 40 1000 1500 2000 2500 3000 3500 4000 4500 Engine Speed (rpm) 10 2004-01-0933 Steady State – EGR Rate 10 EGR (%) 8 BMEP (bar) 6 4 2 0 500 25 20 15 10 30 1000 1500 2000 2500 3000 3500 4000 4500 Engine Speed (rpm) 2004-01-0933 11 Steady State – Combustion Phasing 10 Max Rate of Pressure Rise (bar/deg) 8 BMEP (bar) 6 4 2 3 0 500 1000 1500 2000 2500 3000 3500 4000 4500 Engine Speed (rpm) 12 8 7 8 6 5 4 2004-01-0933 Steady State – Engine Efficiency 10 Brake Thermal Efficiency (%) 8 BMEP (bar) 6 4 2 0 500 5 35 Hybrid Vehicle Operation 30 25 20 15 10 0 1000 1500 2000 2500 3000 3500 4000 4500 Engine Speed (rpm) 2004-01-0933 13 Steady State – NOx Emissions 10 (0.15 g/hph) 8 BMEP (bar) 0.2 6 4 2 0 500 0 1000 1500 2000 2500 3000 3500 4000 4500 Engine Speed (rpm) 2004-01-0933 14 NOx (g/kWhr) 0.2 0.1 0.2 0.1 Steady State – HC Emissions 10 HC (g/kWhr) 8 BMEP (bar) 6 4 20 2 0 500 50 30 40 10 20 50 1000 1500 2000 2500 3000 3500 4000 4500 Engine Speed (rpm) 2004-01-0933 15 Steady State – CO Emissions 10 CO (g/kWhr) 8 BMEP (bar) 6 20 4 2 0 500 100 40 60 80 100 20 1000 1500 2000 2500 3000 3500 4000 4500 Engine Speed (rpm) 2004-01-0933 16 Transient Operation 40 35 Shaft Power (kW) 30 25 20 15 10 5 0 500 1500 2500 Engine Speed (RPM) 17 pu m Ra 5s p in nds eco nd co e Ra m w do p n 1 in s 3500 2004-01-0933 Conventional Vehicle Power Demand (kW) 70.0 60.0 50.0 40.0 30.0 20.0 10.0 0.0 Drive Power (kW) 0 50 100 150 200 250 300 (seconds) DrivePower 18 2004-01-0933 Series Hydraulic Hybrid Vehicle Power Demand (kW) 70.0 60.0 50.0 40.0 30.0 20.0 10.0 0.0 -10.0 0 50 100 150 200 250 300 Drive Power (kW) (seconds) DrivePower 19 Full Hybrid 2004-01-0933 Conclusions 1. An HCCI engine with mostly current production components can operate over a wide range of conditions with low NOx emissions and good thermal efficiencies. preset power curve. for a hybrid vehicle. 2. The engine can make transitions along a 3. The engine shows potential as a power plant 20 2004-01-0933 Future Tasks Developing a better matched boost system to improve power density and efficiency Improving the control logic for better transient response Reducing engine out HC and CO and testing aftertreatment devices Starting directly in HCCI mode when engine is cold Testing the engine in a hybrid vehicle 21 2004-01-0933 Clean Automotive Technology… Innovation that Works www.epa.gov/otaq/technology An HCCI Engine Power Plant for a Hybrid Vehicle U.S. Environmental Protection Agency Ruonan Sun • Rick Thomas • Charles L. Gray, Jr. 2004-01-0933
