The potential of RCCI concept to meet EURO VI NOx limitation and ultra-low soot emissions in a heavy-duty engine over the whole engine map
The potential of RCCI concept to meet EURO VI NOx limitation and ultra-low soot emissions in a heavy-duty engine over the whole engine map
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DOI：
10.1016/j.fuel.2015.07.064
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发表时间：
2015-11
期刊：
影响因子：
7.4
通讯作者：
J. Benajes;J. Pastor;Antonio García;J. Monsalve-Serrano
中科院分区：
文献类型：
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作者：
J. Benajes;J. Pastor;Antonio García;J. Monsalve-Serrano
本文研究了RCCI概念在发动机转速和负荷范围内实现超低NOx和碳烟排放的潜力。为此，详细的实验方法已被定义和应用在重型单缸柴油机和汽油燃料。此外，为了评估发动机压缩比对RCCI能力的影响，已经测试了两种不同的压缩比，14.4：1和11：1。结果表明，低压缩比允许满足从怠速到满负荷和发动机转速从900到1800 rpm的所有自我施加的约束（最大气缸压力上升率为25 bar/CAD，NOx < 0.4 g/kW h和碳烟< 0.01 g/kW h）。然而，使用更高的压缩比需要延迟喷射策略以避免过度的爆震水平，这导致在高于50%的负荷下不可接受的碳烟排放，即使当使用约90%的汽油馏分时。
This work investigates the potential of RCCI concept to achieve ultra-low NOx and soot emissions over a wide range of engine speed and loads. For this purpose, a detailed experimental methodology has been defined and applied in a heavy-duty single-cylinder engine fueled with diesel and gasoline. In addition, to assess the influence of the engine compression ratio on RCCI capabilities two different compression ratios, 14.4:1 and 11:1, have been tested.Results suggest that a low compression ratio allows to fulfill all the self-imposed constraints (maximum cylinder pressure rise rate of 25 bar/CAD, NOx < 0.4 g/kW h and soot∗< 0.01 g/kW h) from idle to full load and engine speeds from 900 to 1800 rpm. However, the use of higher compression ratio requires a delayed injection strategy to avoid excessive knocking levels, which results in unacceptable soot emissions at loads higher than 50%, even when gasoline fractions around 90% are used.