Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

2008-01-0034

A Study of Methods to Lower HC and CO Emissions in

Diesel HCCI
Guillaume Bression and Dominique Soleri
IFP – France

Sylvain Savy, Stéphane Dehoux, David Azoulay and Hedi Ben-Hadj Hamouda
Renault Powertrain Division – France

Laurent Doradoux and Noureddine Guerrassi

Delphi Diesel Systems – France

Nick Lawrence
Mechadyne – UK
Copyright © 2008 SAE International

ABSTRACT potential of an exhaust secondary lift by using Internal

The dramatic change in terms of pollutant constraints for
diesel engines, with future Euro-6 regulations for
example, will probably require the improvement of
alternative combustion modes such as homogeneous
combustion (Homogenous Charge Compression Ignition
- HCCI). These new concepts allow the reduction of NOx
and particulate emissions to very low levels for low loads
thanks to a high level of external Exhaust Gas
Recirculation (EGR) while maintaining CO2 emission
advantage of diesel engines.
Gas Residual (IGR) in replacement of an EGR part.
Finally, combination of adapted injection strategies and
an increased global burnt gas temperature allows
extending their respective benefits with an HC–CO
emissions reduction of 60% for identical low NOx
emissions level compared to standard HCCI results.
Further development would be necessary to deal with
NVH and transient control.
INTRODUCTION

Nevertheless, due to a resultant low combustion The performance and exhaust emissions of Direct
temperature, HC and CO emissions rise significantly, Injection Diesel engines have been improved
especially at low load when the catalyst bed temperature significantly in recent years (figure 1). Whereas the
is not sufficient for their aftertreatment. This paper major challenge for gasoline engines is reducing fuel
describes three considered ways to potentially overcome consumption, diesel engines have to fulfill stricter
this barrier thanks to HCCI combustion improvement. regulations by reducing emissions to zero-impact levels
After a preliminary optimization of the combustion while minimizing CO2.
system performed on a single cylinder, the work was
operated on a mid-size multicylinder engine to reduce 0.05
Euro 3
engine out HC–CO levels. • High EGR rate
• Improved EGR circuit
• Modification of injection timing
Firstly, it focused on the optimization of multi-injection • High injection pressure
Particulates (g/km)

strategies in HCCI combustion: the Heat Release Rate 0.025

• Multi injection
• Bowl shape
could be split up with a direct impact on the noise level
Euro 4
and a reduction of the EGR rate to modify the trade-off
with NOx emissions in favor of HC and CO emissions. ??? • Particulates filter
• Improved control of injection
quantities
0.005
Secondly, to facilitate their oxidation in the combustion Euro 6
Euro 5
chamber, two concepts were also examined with the aim 0
0 0.1 0.2 0.3 0.4 0.5
of a higher in-cylinder temperature. Whereas the study NOx (g/km)
of a short high-pressure-loop EGR without cooler shows
that it could be a simple attractive low-cost solution, the Figure 1: Diesel engine evolution from Euro III to
evaluation of a Variable Valve Lift system highlights the considered Euro VI

SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1 37

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

Actually, specific exhaust aftertreatment systems such EXPERIMENTAL CONDITIONS

as SCR or Lean NOx Trap are attractive solutions for
reducing NOx emissions at intermediate and high load The design of the specific hardware for this study was
thanks to rich gases and a sufficient exhaust experimentally tested on a single cylinder engine,
temperature level. However these complex and relatively especially to define the best combustion system
expensive solutions are not so efficient at very low load. (compression ratio, injector flow, bowl shape, swirl...). It
was then integrated on a Renault mid size multicylinder
To avoid losing part of diesel advantages, new engine.
combustion developments are key issues in this field
and HCCI has shown promising results in terms of near Two different air loop systems were tested:
zero NOx and PM. However, this concept presents
some drawbacks especially on the raw HC and CO 1. Short high pressure EGR loop without cooling in
emissions at low load. addition to low pressure EGR loop (figure 4).
2. VVA system with double event at the exhaust cam in
In a diffusion combustion mode, even at low load, these addition to low pressure EGR loop (figure 5).
emissions are insignificant due to a high localized

Exhaust throttle
temperature during the combustion and the proximity of
oxygen enabling their oxidation (figure 2).
Cata

Supercharging air cooler

Swirl
In premixed combustion mode, EGR allows the PF
throttle
combustion process to be controlled by reducing the
local temperature and by decreasing the oxygen partial
pressure in the cylinder: NOx emissions and particles are

LP EGR cooler
dramatically lessened. In return, complete post oxidation
of HC and CO is then difficult to achieve.

CO2 O2 O2 CO2 CO2 O2

O2
O2 CO2
CO2 O2 CO2
HP EGR valve
CO2
O2
CO2
CO2 O2 O2 CO2
CO2
O2 CO O2
2
CO2
CO2
O2
CONVENTIONAL High T°C Low T°C HOMOGENEOUS
Figure 4: Renault engine concept with LP / hot HP EGR
COMBUSTION COMBUSTION

Exhaust throttle
Mechadyne VLD
Figure 2: Comparison between CI and HCCI combustion
Cata
This paper deals with three different solutions to reduce
Supercharging air cooler

Swirl
HC–CO emissions at low load in HCCI (figure 3): throttle PF

1. Develop new specific injection strategies in order to

find a better trade–off between NOx emissions and

EGR exchanger
HC-CO emissions for an identical noise level.
2. Use of high-pressure-loop EGR without cooler to
increase the burn gases temperature.
3. Use of VVL system to substitute some EGR by IGR
[1] and [2].
20 2.50

HC (g/kWh)
CO / 10 (g/kWh)
16 NOx (g/kWh) 2.00
Figure 5: Renault engine concept with VVA + LP EGR
c
Emissions (g/kWh)

The low pressure EGR concept allows for efficient

12 1.50
homogenization, a good mixture distribution on each
cylinder and prevents any problem of fouling in the
8 1.00
intake side, thanks to a necessary particulate filter [3].
d&e Hot high pressure EGR or a double event VVL system
4 0.50 allows an increase in the global burnt gas temperature
and consequently better HC and CO emissions. The
0 0.00 combination HP EGR or VVL system with LP EGR
45 50 55 60 65 allows the regulation of the burnt gas temperature.
Global burnt gas rate (IGR + EGR) (%)

Figure 3: Example of HC–CO and NOx evolution with

the global burnt gas rate (IGR + EGR)

38 SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

50
ADAVANCED COMMON RAIL INJECTION
45
SYSTEM
40

Injection Rate (mg/ms)

The injection system used is a Delphi Direct Acting 35

System technology [4] which relies on a novel injector 30

operating principle, where the nozzle needle is directly 25

Rail pressure
driven by a piezo actuator (Figure 6). 20
800bar 1000bar
15 1200bar 1400bar
10 1600bar 1800bar
2000bar
5

0
0 500 1000 1500 2000 2500
Time (µs)

Figure 7: Injection rate measurement for different rail

pressures

This type of injector leads to an excellent multiple

Figure 6: Delphi Direct Acting Injector (DFI3)
This operating principle significantly accelerates and
simplifies the operation of the injector (Figure 6). In a
conventional servo hydraulic injector, a multi stage
physical process is needed to initiate an injection:
actuation of a piezo or solenoid actuator, leading to the
opening of a servo hydraulic valve, initiating orifice flows
injection behaviour and has the capability of operating at
very high pressures up to 2000bar. Besides the fast
needle motion, the injector literally contains a small rail
supply of fuel within it, eliminating the pressure wave
effect. The result is an injection separation specification
of 0µsec. Figures 8 & 9 show the fuel delivery stability
with the Direct Acting Injector compared to the
conventional servo controlled one. The direct acting
injector improves the multiple injection control capability.
36
Direct Acting Injector
34
Servo Controlled Injector
Delivery (mg/stroke)

leading to a rather sensitive pressure balance in a 32

control chamber that leads to an opening of the needle. 30
Compared to this complex process, the direct actuation
is simple: a large diameter piston and a smaller diameter 28
needle are part of a control chamber. The actuation of 26
Main Injection 30mg/stroke
the piston by a piezo actuator leads to a stroke amplified Pilot injection = 1mg/stroke
24
motion of the needle. The direct acting operating Rail pressure = 800bar
principle addresses a target conflict that every servo 22
hydraulic injector suffers from: good minimum quantity 0 500 1000 1500 2000 2500 3000
capability requires a low needle opening speed, whereas Hydraulic separation (µs)
for high effective pressures, i.e. a square rate of Figure 8: Influence of hydraulic separation between pilot
injection, and thus good emission performance, a fast and main injections, on the main injection delivery (no
needle opening speed is required. The removal of the compensation)
servo-hydraulic flow processes leads to such
improvement in controllability and stability that the direct
2500 rpm - IMEP = 6.2 bar
acting injector can both be very fast in needle speed, Direct Acting Injector
2000
and at the same time deliver small pilot quantities in Delphi DFI3
Servo ControlledReference
Injector
good accuracy with very low shot to shot variation.
Injector pipe pressure (bar)

1900

This new technology concept allows both fast and 1800

controlled opening and closing of the nozzle needle, with 1700

an accurate control of injection quantities. The needle
approaches a maximum speed of 3m/s compared to 1600
conventional Common Rail servo-systems solenoid or
1500
piezo which are closer to 1m/s. With such speeds the
injection rate literally approaches a square wave (Figure 1400
7). 0 120 240 360 480 600 720
Crank Angle (°CA)

Figure 9: Pressure oscillation in injector pipe before and

after the main injection.

SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1 39

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

THE MECHADYNE VLD SYSTEM The Camshaft

The camshaft uses Mechadyne’s concentric camshaft

technology. It has an inner shaft and outer tube
assembly. The green cams in figure 10 are fixed to the
tube whilst the brown cams are pinned through slots in
the tube to the shaft.

A simple hydraulically controlled rotary actuator can then

be used to alter the relative phase of the shaft and tube
and hence the cams. The benefit of this approach is
that the control for the system is integrated within the
camshaft. No external shafts are required.

The Cylinder Head and Cover

Figure 10: The VLD Mechanism and associated Lifts

VLD is Mechadyne’s camshaft operated variable lift

system, a particular feature of which is its ability to
produce controlled secondary valve openings.

A key feature of VLD is its modularity and the cylinder

head for this project was designed so that it can be up-
graded from a conventional finger follower valvetrain to
VLD by simple part substitution. Figure 11: Shows the open cylinder head structure.

The engine cylinder head has been designed to take
advantage of this modularity. As such, the engine can
run with either a standard finger follower valvetrain or
VLD on both intake and exhaust.
The VLD system used to obtain the test results for this
paper produces a variable exhaust re-opening (see the
top curve in figure 10). This proves to be a highly
efficient way of introducing hot exhaust gasses back into
the combustion chamber.
Because the VLD system takes up the space that is
usually assigned to the cam bearings, a new cylinder
head and cover assembly was used where the cover
contains all the cam bearings. This produces a very
simple, modular, cylinder head and cover structure as
shown by figures 11 and 12.

How does THE VLD Mechanism work?

The VLD system works by adding together two cam

profiles. A summing rocker that pivots in-between the
two lower finger followers performs this addition.

Altering the relative phase between the green and brown

cam profiles (see figure 10) changes the sum and
therefore controls the valve lift.

Figure 12: Shows the cover assembly with integral cam

bearings.

More detail relating to the design of the cylinder head

and valvetrain, including dynamic rig test results from
this engine, is included in [5].

40 SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

PRELIMINARY STUDY ON SINGLE CYLINDER therefore clear that the combination of injection timing
and injection pressure level is leading to a positive
A preliminary study based on three main parameters of interaction between the different injections.
the combustion system has been carried out on a
medium size single cylinder Diesel engine (~400 cm3) Volumetric compression ratio is another important
with a reference injection system. The main goal of this parameter, playing a key role in the thermodynamic
study is to highlight the real need of the HCCI conditions during the Diesel cycle and especially for
combustion in terms of engine characteristics to HCCI combustion behavior. The range of variation for
minimize pollutant emissions and at the same time this parameter is considered between a standard
maintain at their best level of both fuel consumption and EURO4 value and a low value corresponding
combustion noise. approximately to the minimum acceptable value
respects to cold start-up ability with conventional glow
Multiple injection, injection pressure and thermodynamic plug.
conditions in the cylinder have been optimized to
promote HCCI Diesel combustion with the same 6
RVC 14 RVC 15 RVC 16,2
combustion noise as the standard conventional 4
HC
combustion case. 2
2 g/kWh
0 indicated
All the tests are realized at part load in the typical HCCI 8
zone for the different speed and load points. NOx 6
emissions are kept constants on each operating points. 4
NOx levels correspond to typical EURO6 targets.
2
Combustion noise is also the same for the comparisons
0
but different for each test point.
1500 1,7bar 1500 3,7bar 2500 7,5bar 2500 9,5bar

The effect of injector hydraulic flow is studied first having

in mind the link between hydraulic flow and injected fuel PM
volume during auto-ignition delay that gives the well- 0,05 g/kWh
known premixed HCCI combustion. indicated

HC
27 5
32 0
36 0

2 g/kWh
1500 1,7bar 1500 3,7bar 2500 7,5bar 2500 9,5bar
indicated
Figure 14: Impact of VCR on HC and particles

As expected, the lowest volumetric compression ratio

15 0 0 - 1 500- 150 0- 25 0 0 - 25 00-
seems to be a problem for HC emissions especially for
1,7 b a r 3 ,7 b ar 6 ,7 b a r 7 ,5 b a r 9 ,5b a r
the lowest part load. But at the same time, we can note
a big interest of this kind of compression ratio level for
CO reducing particles emissions near to zero. The effect of
10 g/kWh lower temperature is probably one of the main origins to
indicated this phenomenon. In contrast, the highest volumetric
compression ratio (VCR 16) has a positive effect on HC
emissions thanks to the higher gas temperature in the
chamber during compression and combustion phases,
even if we can note very similar results between VCR 15
and 16. The drawback is however located on particles
emissions with a big increase with VCR 16, that confirm
150 0- 15 00- 1 500- 2 500 - 2500 -
the higher amount of diffusion phase in the combustion
1 ,7 b a r 3 ,7 b a r 6 ,7 b a r 7 ,5 b a r 9 ,5 b a r
process.
Figure 13: Impact of hydraulic flow on HC and CO
(hydraulic flow in cm3/30s under 100 bar) The third parameter to consider when unburned
hydrocarbons and CO emissions are studied is the
Results (Figure 13) clearly show a weak effect of the global aerodynamic motion in the combustion chamber
injector hydraulic flow in the studied range for all the which controls a part of fuel/air mixing. The swirl ratio is
engine test points. Injection duration or spray droplet modified during the test with a continuously variable
sizes modified by the injector nozzle holes don’t seem to swirl system. Combustion noise is kept constant by
be first order parameters in this investigation. It is varying the EGR rate. Results obtained on HC

SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1 41

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

emissions for all the test points are quite similar: there’s NEW INJECTION STRATEGIES
no influence of swirl ratio in the range studied on the
HCCI combustion process. The swirl variations have In conventional CI combustion, several studies
been tested for the three compression ratios and the concerning multiple injection strategies have enabled the
results are also the same (figure 15). improvement of different engine parameters such as
combustion noise (simple and double pilot injection) or
HC particulate emissions (post injection). Usually in HCCI,
HC ( gH C.h
/K w )
0
only one injection has been used to increase the auto
‹ C R 14 1 g/k W h
ignition delay. The different results below illustrate
0 „ C R 15 ind ic a te d several ways to enhance engine out emissions in HCCI:
 C R 16
0 perform mixture formation, lower wall impact and modify
the settings compromise, which can reduce the engine
0 out emissions significantly compared to a single injection
0 strategy.
0
The first tests at 1750 rpm 3 bar BMEP on the multi-
0 cylinder engine concern the possible influence of
multiple early injections in comparison with a single
0
injection strategy. They are realized with an identical
0 level of EGR rate and the same intake temperature and
1 ,6 1, 8 2 2 ,2 2,4 2 ,6 2,8 3 pressure. By keeping these conditions constant, the
s w i r l r at i o ( - )
global air/fuel ratio and global combustion temperature
are unchanged.
I SIS
F CF C

50
As shown in figure 16 and figure 17, the different heat
5 g/k W h release curves are comparable and the impact on
45 ind ic a te d combustion noise is therefore not significant. Moreover,
40 HC and CO emissions cannot be improved probably due
to the fact that the first fuel quantity is injected outside of
35
the combustion bowl. A higher number of early multiple
30 injections is examined but this doesn't bring out any
additional gain even though a beneficial effect could be
25
assumed due to reduced wall wetting.
20

15 1 injection 0.02 g/kWh

10 2 injections
1 ,6 1,8 2 2 ,2 2,4 2,6 2 ,8 3 3 injections
s w ir l r a t io ( - )
6 g/kWh

Figure 15: Impact of swirl ratio on engine-out HC

emissions and on ISFC

A fuel consumption penalty is also observed on the HCe COe P ar t icles (g/k W h )
different test points with the highest swirl ratio. The total 65
air mass flow is not kept constant during the swirl 3 dB 4%
variation so we note a significant decrease of cylinder 61

intake pressure. The thermal losses in the chamber are

57
also slightly increased. The combustion is developing
later in the cycle and the injection timing cannot balance 53

this deviation.
49

Results of parametric variations around combustion 45

system hardware show in the same way that HCCI Noise (dB) E GR rat e
combustion is fundamentally based on thermodynamic
conditions. Fuel/air mixture process even with modified
air motion intensity or modifications in spray atomization Figure 16: Emissions comparison between 1, 2 and 3
with different injector hydraulic flows is not governing HC early injections at 1750 rpm 3 bar BMEP
and CO emissions in this case. It therefore would be
interesting to focus the following work on thermodynamic
conditions and gas composition (exhaust gas
recirculation or internal gas residual).

42 SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

0.18 possible to maintain similar intake conditions. With those

1 early injection separation times, the resultant HR shows that the
2 early injections
Heat release [kJ/dm3/°CA]

0.14
3 early injections second injection has only a minor influence on the first
Injector voltage - 1 inj
Injector voltage - 2 inj part of the heat release.
0.1 Injector voltage - 3 inj

0.25 1 injection : main 4

2 injections : main + after
0.06 2 injections : main without after 3.5
Single injection with identical 1 injection : voltage main
0.2 2 injections : voltage main + after 3
injection timing, rail pressure 2 injections : voltage main without after
and EGR rate 2.5
0.02

Heat release (kJ/dm3/°CA)

0.15 2

1.5
-0.02
0.1 1
340 345 350 355 360 365 370 375 380 385 390
Crank angle [°CA] Injection separation = 750 Ps 0.5

0.05 0

-0.5
Figure 17: HR comparison at 1, 2 and 3 early injections 0 -1

-1.5

-0.05 -2
In conventional CI mode, the combustion is mainly 340 350 360 370 380

controlled by the injection. Apart from reducing Crank angle (°CA)

combustion noise, pilot injection with earlier injection 0.25 1 injection : main 4
2 injections : main + after
timing decreases the premixed combustion quantity and Single injection with identical
2 injections : main without after
1 injection : voltage main
3.5

shortens the auto ignition delay. In HCCI combustion, 0.2 injection timing, rail pressure
and EGR rate
2 injections : voltage main + after
2 injections : voltage main without after
3

2.5
contrary to conventional mode, the use of pilot injection

Heat release (kJ/dm3/°CA)

0.15 2
doesn't appear in principle to be an appropriate strategy 1.5

due to the highly premixed combustion (linked to lower 0.1 1

Injection separation = 850 Ps

compression ratio, high EGR rate ...) [6]. The related low 0.5

0.05 0
thermodynamical conditions are not in favor of the pilot -0.5
injection combustion. 0 -1

-1.5

-0.05 -2
Whilst maintaining a controlled noise level, the EGR rate 340 350 360 370 380

could be reduced whereas the additional local Crank angle (°CA)

temperature and lower local air/fuel ratio are profitable 0.25

1 injection : main
2 injections : main + after 4

for HC–CO emissions oxidation while keeping a low Single injection with identical
2 injections : main without after
1 injection : voltage main 3.5
2 injections : voltage main + after
NOx level at low load. Thus, a specific multistage 0.2 injection timing, rail pressure 3
2 injections : voltage main without after
Heat release (kJ/dm3/°CA)

and EGR rate 2.5

injection scheme was investigated by phasing a second 0.15 2
injection very close to the primary one: this after injection 1.5

allows the heat release form to split up into two parts, 0.1 1

bringing down its maximum value. Injection separation = 1050 Ps 0.5

0.05 0

-0.5
As shown in figure 19, at exactly the same condition 0 -1

(Figure 18), the maximum of heat release rate is divided -1.5

by two. Simultaneously, the combustion noise is reduced -0.05

340 350 360 370 380
-2

by 7 dB. This improvement makes possible the re- Crank angle (°CA)

optimisation of the combustion timing and the reduction

of the EGR rate; it implies an expected benefit on Figure 19: Influence of split injection strategy on HR
emissions and consumption.
Reducing the auto ignition delay often causes an
IT 1 Qi 1 IT 2 Qi 2 EGR unacceptable rise in particulates. With a split injection,
(°V) (mg/cp) (µs) (mg/cp) (%) the combustion of the first injection significantly reduces
the after injection delay. As a consequence, it is truly
Single inj. 14 12.3 --- --- 54 important to adjust the repartition and the separation
between each injected quantity. That amounts to saying
750 -
Split inj. 14 8.2 3 54 that the correct distribution of the injection quantity
1050 between homogeneous combustion (first injection) and
conventional combustion (second injection) defines the
best trade off between noise and particulates.
Figure 18: Injection settings and EGR rate
A first sweep about the separation is done without any
To separate the possible cooling effect from the injection modifications to either the EGR rate (fixed by the NOx
quantity splitting up, the after injection is cut off for target) or the injection quantity. As it could be noted on
different separation values. As the instantaneous figure 21, the larger the separation, the shorter the delay
exhaust air fuel ratio modifies the CO2 concentration of between the second injection and its associated
EGR, only the first combustion cycle after the second combustion. The end of the combustion event is also
injection cutting off is represented on figure 18. It is then longer and contributes to an increase in particulate

SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1 43

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

emissions. The minimum electrical separation of the common with a conventional combustion. The term "mild
defined range tested is suitable to achieve the best HCCI" can be use to describe this kind of combustion
results in particulate emissions while accepting an between homogeneous and conventional [6].
acceptable noise level. (Figures 20 and 21)
Compared to a single injection (Figures 22 and 23), the
2 dB
final chosen setting with two injections (including the
0.2 g/kWh 8% readjustment of the EGR rate) allows a significant
Sep=900us
Sep=1000us reduction of HC, including CH4 emissions, by 60% and
Sep=1100us
Sep=1200us CO by 50%. Whereas the NOx level remains low,
particulate emissions are under our limit criteria
(approximately the reference value divided by two). The
combustion timing is earlier with two injections (3 °CA on
the CA50): the better efficiency and the pollutants gain
allow a BSFC reduction of 10% for a 1 dB noise level
Noise (dB) P art . (g/kW h) EGR ra te (% ) improvement.

1 g/kWh IT 1 Qi 1 IT 2 Qi 2
4 g/kWh 0.1g/kWh
(°V) (mg/cp) (µs) (mg/cp)
Single inj. 13 12 --- ---
Split inj. 14 7 1050 4

Heat release - 1750 rpm - 3 bar BMEP

0.16
H C e ( g/k W h ) C O e (g/k W h ) N O x e ( g/k W h ) 1 injection - Optimum settings
Heat release [kJ/dm3/°CA] 2 injections - Optimum settings
0.12

0.08
Figure 20: Influence of separation on emissions and
noise
0.04

0.2
0
0.16
Identical first Combustion timing improvement
injection
Heat release [kJ/dm3/°CA]

0.12 -0.04
340 350 360 370 380 390
0.08
Crank angle [°CA]]
0.04

0
Separation = 900 us
Figure 22: Comparison of HR at 1 and 2 injections
-0.04 Separation = 1000 us
Separation = 1100 us
-0.08
Separation = 1200 us
2 g/kWh 8 g/kWh 0.05 g/kWh
Inj voltage sep=900us
-0.12
Inj voltage sep=1000us
Inj voltage sep=1100us
1 inj
-0.16
Inj voltage sep=1200us 2 inj
-0.2
345 350 355 360 365 370 375 380

Crank Angle [°CA]

Figure 21: Influence of separation on heat release

HCe (g/kWh) COe (g/kWh) P art . (g/kW h)
The second sweep concerns the repartition quantity: for 4 %
the same EGR level, it is necessary to adapt the first 0.04 g/kWh 2 dB
injection flow to keep the same air/fuel ratio when the
second one is changed. The larger the second injection
the lower the particulates but the higher are HC and CO
emissions, apparently due to the later combustion
timing.

Splitting up the injection quantity in two parts is very E GR rat e (% ) NOxe (g/kWh) N ois e (dB )
interesting to subdue the noise and this new flexibility
allows for re-optimization of both the EGR rate and the
combustion timing in order to gain in HC–CO emissions Figure 23: Engine out at 1 and 2 injections
as detailed later on. When the injection flow is split up,
one part of the combustion has a diffusion mode in

44 SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

All the tests are realized with attention to IMEP stability,
which never exceeds 1.5%. Some robustness variation
on separation and repartition quantities, global timing
and EGR rate shows no impact on the pollutant
emissions, noise or consumption, which could have
questioned the proposed strategies. However, it is
important to underline that the fuel injection system and
its associated control system should be accurate to
control the second injection with only minor interaction
with the first.
HC and CO targets are globally reached with only two
injections in the cycle. Multiple injections (two pilot
injections) require more investigation and may be a
solution to improve emissions on 2000 rpm – BMEP 1
bar test point.
An EGR temperature increase also has a positive impact
on fuel consumption (see figure 25). Timing of the
combustion in the Diesel cycle is improved on the two
very low load points.

The evaluated strategy, with a main and an after 12

injection, proves its potential to control the combustion BFSC (%)
9
noise in homogeneous mode with better combustion
timing: the trade-off between HC–CO and NOx levels is 6
improved even if particulate emissions tend to increase 3
due to the higher diffusion part of this "mild" HCCI [7]. 0

When the load and/or the engine speed increases, -3

injection separation must decrease. As a consequence, -6
to extend this potential to the largest operating range, -9
the minimum separation permitted by the injection
-12
system has to be as low as possible.
-15
HIGH PRESSURE LOOP EGR WITHOUT 1500 1 bar 2000 1 bar 1750 3 bar
COOLER
Figure 25: BSFC comparison between results and target
The study of a high-pressure-loop EGR without cooler is
the first step and a very easy way to increase At a slightly higher load (BMEP 3 bar), we can notice
thermodynamic conditions in the cylinder and try to nevertheless a strong increase in smoke (figure 26)
reduce HC-CO emissions at very low load. This solution linked to a very high intake gas temperature around
is quite similar with an internal residual gas temperature 150°C. It seems to be the limit in load with such an EGR
increase. Results on three test points (figure 24) are configuration. Cooled EGR (HP or LP) is required for
plotted and compared relatively to EURO6 targets higher loads.
estimations.
200
30
25 175
HC (%)
20 150

15 125
10
Particulates in
100
5 g/kWh (%)
75
0
50
-5
25
-10
-15 0

-20 -25
-25 -50
-30
-75
1500 1 bar 2000 1 bar 1750 3 bar
1500 1 bar 2000 1 bar 1750 3 bar

30
20 CO (%) Figure 26: Particulates emissions comparison between
10
results and target
0
-10
These results confirm the potential of a basic solution to
engine
Engine outout emissions
emissions
reduce HC-CO emissions at very low load. The high-
-20
pressure-loop EGR without a cooler can be considered
-30
as a first but limited step. It has to be associated with LP
-40 Targets
Targets EGR for higher load. The VVL exhaust system is
-50
therefore studied to overcome these limitations and
-60 explored for even higher potential benefit.
1500 1 bar 2000 1 bar 1750 3 bar

Figure 24: HC and CO comparison between results and

target

SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1 45

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

INFLUENCE OF INTERNAL GAS RESIDUALS Thus, HC and CO emissions are not only reduced, but
also a benefit on the exhaust gas temperature is
STANDARD CONDITIONS observed.

As presented previously, the engine valve train is driven Moreover, it is important to keep in mind that one part of
by a specific variable valve lift system developed by the benefit on specific HC, CO and NOx is linked to the
Mechadyne, capable of controlling the IGR rate by reduction in the global engine air flow due to the higher
means of a variable secondary exhaust lift. global burnt gases volume within the combustion
chamber.
With a low pressure EGR loop, the recirculated exhaust
gases flow through the compressor which cannot endure Then, same IGR sweep is realized with a double
too high heat stress. As a consequence, even at very injection strategy (main + after – Figure 28). As
low load, an EGR exchanger by-pass is not an expected, the potential in term of pollutants reduction is
acceptable solution for generating hot EGR. In this still remarkable.
configuration, in contrast to a high pressure loop, EGR is
cooled again by a supercharging air cooler: now, at very
3 g/kWh 20 g/kWh 0.4 g/kWh
low load, a cold intake temperature has a bad influence
Angle = 0°
on HC and CO emissions. Angle = -10°
Angle = -20°
Substituting IGR for a part of the total EGR allows an Angle = -30°
Angle = -40°
increase in the global burnt gas temperature without
modifying the intake temperature. As it is explained in
the beginning of the section 4, the main effect on HC
and CO emissions seems to be the combustion HCe (g/kWh) COe (g/kWh) NOxe (g/kWh)
temperature. Consequently, IGR is a good way to
reduce these pollutants when the catalyst bed 20 °C 50 g/kWh 2 dB
temperature is not sufficient for their aftertreatment. The
point 2000 rpm 1 bar BMEP is chosen due to its very low
combustion temperature and its importance on the
NEDC cycle regarding HC–CO and NOx emissions.

In order to check the IGR effect on the global burnt

gases temperature, first tests are realized with a single T up cata (°C) BSFC (g/kWh) Noise (dB)
injection stategy (Figure 27). The secondary valve lift is
modified from 0 to 4 mm (VVL angle from 0° to 40°)
without any injection settings adaptation: indeed, at this Figure 28: Influence of IGR (double event) at 2 injections
very low load in HCCI, the injection timing has a low
influence on combustion. The further graphics illustrate The Figure 29 illustrates the maximum potential
the IGR influence on pollutants at the same level of achieved for a VVL angle at 30°.
NOx.
3 g/kWh 20 g/kWh 0.05 g/kWh
3 g/kWh 20 g/kWh 0.2 g/kWh 2 inj
Angle = 0°
Angle = -10° 2 inj + IGR
Angle = -20° (angle = 30°)
Angle = -30°
Angle = -40°

HCe (g/kWh) COe (g/kWh) P art . (g/kW h)

HCe (g/kWh) COe (g/kWh) NOxe (g/kWh)

100 g/kWh 0.2 g/kWh 60 °C
20 °C 50 g/kWh 2 dB

B SF C (g/kW h) NOxe (g/kWh) T u p c ata (°C)

T up cata (°C) BSFC (g/kWh) Noise (dB)

Figure 29: Influence of IGR on pollutants and exhaust

Figure 27: Influence of IGR (double event) at 1 injection temperature in two injections settings

46 SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

Thus, with a double injection, at the same level of noise, As shown on figure 32, at low engine temperature, the
HC and CO are respectively reduced by 60% and by HC and CO benefit caused by the increase in the burnt
45%. Particulate emissions remain close to zero and gas temperature is still significant. It has to be
NOx remains stable. Exhaust temperature before the mentioned that IMEP stability is also strongly improved
catalyst bed is increased by 30°C and that helps to from 2.1% to 1%.
achieve sufficient aftertreatment efficiency.
The drastic reduction in fuel consumption at low engine
Exhaust valve reopening during the intake stroke temperature is mainly due to a better combustion
balances intake and exhaust pressures and improves efficiency and a notable reduction of the IMEP low
engine breathing. As a result, IMEP low pressure is pressure loop as illustrated on figure 30.
reduced from -0.25 to -0.07 bar (Figure 30). Finally,
BSFC is reduced by 4 % due to the improvement in the
90°C - 2 inj
low pressure loop and the combustion efficiency. 40 g/kWh 100 g/kWh
90°C - 2 inj
Cylinder pressure - Low pressure loop + IGR
1.5
VLD angle = 0°
VLD angle = 20°
VLD angle = 30° 15 g/kWh
VLD angle = 40°
1.25
Pressure [bar]

HCe (g/kWh) CO e (g/k W h ) BSFC (g/k W h )

1
60°C - 2 inj 40 g/kWh 100 g/kWh
60°C - 2 inj
0.75
0.000 0.050 0.100 0.150 0.200 0.250 0.300 0.350 0.400 0.450
+ IGR
Cylinder volume [cc]
15 g/kWh

Figure 30: Influence of IGR on low pressure loop

WARM UP CONDITIONS HCe (g/kWh) CO e (g/k W h ) BSFC (g/k W h )

30°C - 2 inj
It is assumed that HC and CO emissions grow strongly 40 g/kWh 100 g/kWh
during the start up phase. The figure 31 illustrate that in 30°C - 2 inj
HCCI combustion, at 30°C and 60°C (oil and water), HC + IGR
and CO emissions are almost twice those usually found
15 g/kWh
under normal operating temperatures (optimum settings
for each temperature).

200
90°C COe (g/kWh) BSFC (g/k W h )
60°C 40 g/kWh 0.02 g/kWh HCe (g/kWh)
30°C 160

10 g/kWh 120 Figure 32: Influence of IGR at different engine

temperature (2000 rpm 1 bar BMEP)
80

IGR sweeps represented on figures 27 and 28 illustrate

40
that whatever the injection strategy, increasing the burnt
0
gas temperature enables an improvement in the
HCe CO e (g/k W h ) P art icles (g/k W h ) composition of the exhaust gases. On the one hand,
800
IGR causes the reduction of the raw emissions and on
0.2 g/kWh 100 g/kWh 3 dB the other hand it produces better catalyst bed activation.
700
The three graphics below (Figure 33 – 34 – 35) show the
600 catalyst efficiency for different stabilized engine points
(engine temperature = 90°C). Even though the
500
comparison was not done over transients, there is still
400 potential to obtain better impact on emissions
downstream of the catalyst bed.
300

N O x e (g/k W h ) BSFC (g/k W h ) Noise (dB)

Figure 31: Influence of engine temperature on pollutants

at 2000 rpm 1 bar BMEP

SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1 47

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

100 Engine temperature impact on pollutants in idle speed is

Catalyst efficiency (%) HC - catalyst efficiency
similar to the low load point: huge increase of HC and
80 CO - catalyst efficiency CO whilst catalyst bed is not activated (Figure 36)
60
10 0
40 90°C
60°C 80 20 g/h
20 30°C 0.05 g/h
60
0
5 g/h
0° -10° -20° -30° -40° 40

VLD Angle
20

Figure 33: Catalyst efficiency at 1500 rpm 1 bar BMEP

0

HCe (g/h) CO e (g/h ) P ar t icles (g/h )

100
HC - catalyst efficiency
Catalyst efficiency (%)

0.2 g/h 100 g/h 3 dB

80 CO - catalyst efficiency
60

40

20
N O x e (g/h ) B SF C (g/h) Noise (dB)
0
0° -10° -20° -30° -40°
VLD Angle
Figure 36: Influence of engine temperature at idle speed
Figure 34: Catalyst efficiency at 2000 rpm 1 bar BMEP
As well as NOx raw emissions are more than 3 g/h,
100 internal gas residual in substitution of one part of EGR
Catalyst efficiency (%)

does not seem to improve emissions and stability. To

80
reach Euro-6, lower NOx emissions at the idle setting
60 point will be probably necessary. When NOx emissions
HC - catalyst efficiency are under 0.5 g/h, IGR causes a distinctive HC and CO
40 reduction of 50% and IMEP stability is improved from
CO - catalyst efficiency
20 26% to 17%.

0 The graphics below illustrate the potential for NOx

0° -10° -20° -30° -40° reduction at the same level of HC and CO.
VLD Angle

Figure 35: Catalyst efficiency at 1500 rpm 2 bar BMEP

1 g/h 10 g/h 1 g/h
A ngle = 0°
At 2000 rpm 1 bar BMEP for example (Figure 34), the A ngle = -10°
increase in the exhaust temperature thanks to IGR A ngle = -20°
allows the reduction of HC emissions by 70% and CO A ngle = -30°
emissions by 95% downstream of the catalyst bed (for A ngle = -40°
the same levels of NOx and noise compared to the
same point without IGR).

At 1500 rpm 2 bar BMEP (Figure 35), the HC and CO HC (g/h) CO (g/h) NOx (g/h)
emissions are dropped respectively by 75% and 99%
20 °C 50 g/h 4 dB
downstream the catalyst bed (for the same levels of NOx
and noise compared to the same point without IGR).
Nevertheless at 1 bar BMEP (Figure 33), even with IGR,
catalyst bed could not be activated, due to the lower
exhaust gas temperature.

T up cata (°C) BSFC (g/h) Noise (dB)

Figure 37: IGR sweep at idle speed (90°C)

48 SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1

 Downloaded from SAE International by Univ of Calif-Los Angeles, Sunday, October 02, 2016

CONCLUSION [2] Maroteaux, D. ; Guezet, J. "Progress in Diesel

HCCI within the European SPACE LIGHT
The developments described in this paper propose three Project". SAE (2004)
ways to drastically reduce engine out HC and CO
emissions in homogenous charge combustion, generally [3] Imarisio, R. ; Ivaldi, D. ; Lisbona, M.G. ; Tonetti,
considered as drawbacks with low temperature M. "Technologies towards Euro 6 Passenger
combustion at very low load. Car Diesel Emissions Standards. Syracuse"
(2005)
x Injection splitting up is the greatest parameter to
soften combustion noise thanks to a milder HCCI. [4] Guerrassi, N. ; Schoeppe, D. ; Bercher, P. ;
The EGR rate could thus be limited to achieve a Breitbach, H. "Latest Developments in Diesel
better compromise with NOx emissions remaining Common Rail Technology to Meet Future
close to zero and a reduced HC-CO emissions and Demands" – SIA Congress Lyon (2004)
specific fuel consumption.
[5] Lancefield, T. ; Lawrence, N. ; Ahmed, A. ; Ben
x High-pressure EGR loop without a cooler confirm Hadj Hamouda, H. ""VLD" a flexible, modular,
the potential of this basic solution to reduce HC-CO cam operated VVA system giving variable valve
emissions at very low load. It can be considered, lift and duration and controlled secondary valve
however, as a first but limited step. openings". SIA-IFP (2006)

x Double event VVL system overcomes these limits [6] Schatzberger, T. ; Eichlseder, H. ; Fuchs, C. ;
and shows a higher potential than high pressure Klell, M. ; Schutting, E. ; Kammerdiener, T.
EGR loop. "Homogeneous Diesel combustion process for
low emissions". Budapest (2007)
x Coupling these new injection strategies with use of
double event VVL system, the HC–CO raw [7] Vignaud, A. ; Gastaldi, P. ; Hardy, JP. "Last
emissions drop (-60%) is maintained under the 3 developments of LTC". Syracuse (2006)
bar BMEP load range. Beyond this load, particulate
criteria are not met and both strategies could not be
applied; however, a significant part of the NEDC CONTACT
Europe cycle is mainly under this load, the catalyst
bed temperature being then sufficient for guillaume.bression@ifp.fr – dominique.soleri@ifp.fr
aftertreatment.
DEFINITIONS, ACRONYMS, ABREVIATIONS
Although control has to be accurate to achieve small
separation between both injection events, the settings VVA: Variable Valve Actuation
are robust and in coherence with higher load calibration.
IGR could offer another benefit in transient conditions: VVL: Variable Valve Lift
indeed, exhaust valve re-opening control is more
reactive than the EGR loop during a transient operation VLD: Variable Lift Duration
and should have positive leverage on combustion
control, especially for the noise gradient. Also, to extend HCCI: Homogeneous Combustion Compression Ignition
the splitting up potential, multiple injections above two
could moderate the combustion noise for best comfort EGR: Exhaust Gas Recirculated
but particulate emissions should always be the limiting
criteria to prevent any detrimental effects on HC and CO IGR: Internal Gas Residual
emissions.
BMEP: Brake Mean Effective Pressure
ACKNOWLEDGMENTS
BSFC: Brake Specific Fuel Consumption
The work was funded in part by the European
Commission within the FP6 Programme, NICE project NEDC: New European Driving Cycle
(contract number: TIP3-CT-2004-506201). Also is
acknowledged Jerome Cessou of IFP for his work on the CA50: 50% burn rate angle
test bench.
SCR: Selective Catalyst Reduction
REFERENCES

[1] Walter, B. ; Pacaud, P. ; Gatellier, B. "Variable

Valve Actuation Systems potential for HCCI or
LTC Diesel combustion". SIA-IFP (2006)

SAE Int. J. Fuels Lubr. | Volume 1 | Issue 1 49