Beruflich Dokumente
Kultur Dokumente
Operating Conditions
Parameter Engine Speed Boost Pressure Injection Pressure Intake Air Temp. Fuel Mass Start of Injection Swirl Ratio EGR Baseline 2000 rpm 130kPa 150 MPa 90 C 16.0 mg/cyc - 35, -15ATDC 1.85 50% 110 ~ 140 kPa 90 ~ 150 MPa 40 ~ 90C 15 ~ 20 mg/cyc -35 ~ -5 ATDC 1.85 ~ 3.3 35 ~ 60%
Spray Included Angle
Linear Regression* (R2 = 80%) ISFC (g/kW-hr) = 307 0.38xBoost P. 0.21x Inj. P. + 5.82xSwirl 0.11xSOI + 0.11xFuel Mass 0.06xIntake Temp. Boost Pressure ~ Injection Pressure > Swirl > Fuel Mass ~ SOI ~ Intake Temp. ~
Injector Nozzles
ISFC (g/kW-hr)
290 280 270 260 250 240 230 0.4 0.5 0.6 0.7 0.8
130
(8-hole)
Objectives
To explore characteristics of rich diesel combustion To achieve Diesel Stoichiometric Combustion with acceptable fuel economy impact To identify achievable level of fuel consumption under stoichiometric operation with current strategies To evaluate the effects of operating parameters on diesel stoichiometric characteristics
0.9
1.0
1.1
1.2
Equivalence Ratio
Swirl
SOI BTDC
Combustion regimes dont have significant effect on fuel consumption as becomes richer. 7% fuel consumption disadvantage at = 1.0
1.8~3.3 8.7
5~35 3.3
Conclusions
1. Fuel consumption and emissions characteristics are determined mostly by the equivalence ratio under rich diesel combustion. PCCI combustion showed a low level (0.2 g/kW-hr) of soot emission even at stoichiometric operation. Stoichiometric operation yielded ISFC levels of about 245 g/kW-hr which is around 7% higher than that of the best fuel economy case under leaner standard diesel operation. High boost pressure and injection pressure improved fuel consumption under stoichiometric operation while high swirl ratio sacrificed fuel consumption. Phasing of the heat release rate had only a minor influence on the fuel consumption since better phasing was accompanied by longer burn durations which canceled the gain. PCCI based split injections under stoichiometric operation did not have significant fuel economy advantage while split injections with late injection impacted fuel economy due to improper air entrainment of 2nd spray.
Inj. P.
MPa 90~150
Swirl
SOI
BTDC
Intake Temp.
ISFC (g/kW-hr)
C 40~90
2. 3.
SOI = -35 & -15 ATDC
-40 -30 -20 -10 0 10 20 30 SOI (deg ATDC)
1.8~3.3
5~35
230
Same Levels of ISFC and Heat rejection efficiency Shifted combustion phasing doesnt improve work conversion efficiency and fuel consumption.
Accumulated Heat Release relative to Fuel Energy
250 0.8 Boost P. 0.6 BASE 0.4 SOI Intake Temp.
4.
5.
200
% Fuel Energy
16
150
Boost P.
SOI
12
4.7%
6.
100
BASE
Intake Temp.
0.2
50