EFFICIENT ADDITIVATED GASOLINE LEAN ENGINE

GV-02-2016 – PROJECT 724084

This project has received funding from the European Union's Horizon 2020 research and innovation programme under grant agreement No 724084

SUREAL-23 FINAL EVENT - 10TH DECEMBER 2019

2 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

CONTEXT AND OBJECTIVES

GV-02-2016: Technologies for low emission light duty powertrains

Scope → Future combustion engines for electrified powertrains

New combustion processes, sensing, control and after treatment systems

Future ambitious energy and emission targets

Special attention should be given to the assessment and reduction of particle emissions below 23 nm

Research and Innovation Action

Objectives

Long term fleet target of 50 g/km CO2 (WLTP)

Peak brake thermal efficiency of 50%

Real driving €6 values with no conformity factor

3 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

CONSORTIUM

9 Partners from 4 countries

IFP Energies nouvelles (coordinator)

FEV Europe GmbH

Università degli Studi di Napoli Federico II

Renault SAS

Universitat Politecnica de Valencia

RWTH Aachen

Saint-Gobain CREE

Continental Germany Vitesco Technologies

Continental France Vitesco Technologies

Funding ≈ 6M€

Effort ≈ 450 p-m.

October 2016 - March 2020

4 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

ENGINE CONCEPT

Overall concept

Breakthrough combustion system

Ultra-lean mixtures

H2 boosting

Pre-chamber ignition system

Optimized intake ports

Smart coatings

Optimized NOx after-treatment systems

Final demonstrator: multi-cylinder engine

Including turbocharging and EAT systemsActivities expected to focus on TRL 3-5

6 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

HYDROGEN SUPPLEMENTATION

H2 supplementation for lean burn SI engines already studied back in the 1970s

EAGLE is extending the current knowledge with an up-to-date combustion system

New context for H2

Now seen as viable energy carrier

Why not for clean ICE?

Minimal H2 amount of 2-4 % vol. to achieve λ = 2

Major and delicate challenge: efficient on-board production

Water electrolysis and fuel reforming seem compromised

7 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

HYDROGEN SUPPLEMENTATION

H2 supplementation for lean burn SI engines already studied back in the 1970s

EAGLE is extending the current knowledge with an up-to-date combustion system

New context for H2

Now seen as viable energy carrier

Why not for clean ICE?

Minimal H2 amount of 2-4 % vol. to achieve λ = 2

Major and delicate challenge: efficient on-board production

Water electrolysis and fuel reforming seem compromised

0%

1%

2%

3%

4%

5%

6%

0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2

H2

(% v

ol.

)

l (-)

Air dilution - E10

Air dilution - E10 + H2

Air & EGR dilution - E10 + H2

0

5

10

15

20

25

0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2

EGR

rat

e (

%)

l (-)

Air dilution - E10

Air dilution - E10 + H2

Air & EGR dilution - E10 + H2

4

6

8

10

12

14

16

18

0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2

50

% M

FB a

ngl

e (

CA

D a

TDC

)

l (-)

Air dilution - E10Air dilution - E10 + H2Air & EGR dilution - E10 + H2

40%

41%

42%

43%

44%

45%

46%

47%

48%

0.9 1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2

Ind

icat

ed

eff

icie

ncy

(%

)

l (-)

Air dilution - E10

Air dilution - E10 + H2

Air & EGR dilution - E10 + H2

0.1

1.0

10.0

0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0

Ind

. NO

x (g

/kW

.h)

l (-)

E10

E10 + 3% H2

a)

227 ppm

33 ppm

1

10

0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0

Ind

. CO

(g/

kW.h

)

l (-)

E10

E10 + 3% H2

b)

847 ppm616 ppm

3772 ppm

4095 ppm

4

6

8

10

12

14

16

0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0

Ind

. uH

C (

g/kW

.h)

l (-)

E10

E10 + 3% H2

c)5164 ppmC

3398 ppmC

2905 ppmC

3854 ppmC

0

1

2

3

4

5

6

7

8

0.9 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 2.0

Un

bu

rne

d e

ne

rgy

(%)

l (-)

E10

E10 + 3% H2

d)

NOx reduction thanks to dilution, not to H2

2000 rpm, 4 bar IMEP

3000 rpm, 13 bar IMEPCR 14:1EIVC

Towards high efficiency with high dilution rates, short burn durations and optimal combustion timings

8 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

HYDROGEN SUPPLEMENTATION

H2 supplementation for lean burn SI engines already studied back in the 1970s

EAGLE is extending the current knowledge with an up-to-date combustion system

New context for H2

Now seen as viable energy carrier

Why not for clean ICE?

Minimal H2 amount of 2-4 % vol. to achieve λ = 2

Major and delicate challenge: efficient on-board production

Water electrolysis and fuel reforming seem compromised

1500 2000 2500 3000 3500 4000 4500

Engine speed [rpm]

IME

P [

ba

r]

2

4

6

8

10

12

14

16

18

20

30

00 4

000

5000

6000

7000

2077

2870

1886

4363

8147

4550

3225

PN [103/cm3]

FSNmax ≈ 0.12

1500 2000 2500 3000 3500 4000 4500

Engine speed [rpm]

IME

P [

ba

r]

2

4

6

8

10

12

14

16

18

20

25

0

50050

0

175

70

63

525

192

419

183

270

PN [103/cm3]

FSNmax ≈ 0.01

E10 fuel only, λ = 1

E10 fuel + H2, λ = λmax

9 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

PRE-CHAMBER IGNITION

Space ignition technology

To ignite a larger share of the combustible volume

To increase the energy transfer to fresh gases

To reduce the flame travel

Active pre-chamber ignition system required for ultra-lean mixtures

Stoichiometric mixture in the pre-chamber

Homogeneous lean mixture in the main combustion chamber

10 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

PRE-CHAMBER IGNITION

Space ignition technology

To ignite a larger share of the combustible volume

To increase the energy transfer to fresh gases

To reduce the flame travel

Active pre-chamber ignition system required for ultra-lean mixtures

Stoichiometric mixture in the pre-chamber

Homogeneous lean mixture in the main combustion chamber

Lambda-SweepIMEP = 12 bar; n = 2000; 1/min CR13.0; CFD optimized 4-hole pre-chamber

conv. spark ignition CFD optimized 4-hole pre-chamber /w 0.075 kg/h H2 CFD optimized 4-hole pre-chamber /w 0.075 kg/h CNG CFD optimized 4-hole pre-chamber /w 0.075 kg/h Gasoline

95

105

115

Lambda Spindt / -1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0

Indicated efficiency / %

normalized to spark plug operation at Lambda=1

1

10

100

1000

10000NOX emissionsw et / ppm

10

15

20

25

Lambda Spindt / -1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0

Burn durationCyl. 1 / ° CA 5 % - 90 %

5

10

15

20

25Burn delayCyl. 1 / ° CA

ST - 5 %

0.0

0.1

0.2

0.3 Soot emissions / FSN measured

Short burn durations up to l = 2 and aboveLimited smoke emissions with near-stoichiometric mixtures in pre-chamberStable combustion process possible up to l = 3 (excellent pre-conditions for

calibration)Compatible with different fuels (liquid or gaseous fuels)

11 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

PRE-CHAMBER IGNITION

Space ignition technology

To ignite a larger share of the combustible volume

To increase the energy transfer to fresh gases

To reduce the flame travel

Active pre-chamber ignition system required for ultra-lean mixtures

Stoichiometric mixture in the pre-chamber

Homogeneous lean mixture in the main combustion chamber

1

10

100

1000

10000

0 90 180 270 360 450 540 630 720

Re

lati

ve P

N e

mis

sio

ns

[%]

SOI PC [CAD bTDC]

Gasoline PC

Gas PC

Normalized to SOI gasoline PC = 300 CAD

(c)

Qgas = 0.1 kg/h

Qgasoline = 0.025 kg/h

3000 rpm, 13 bar IMEP, λ = 1.67PN created inside the pre-chamber (rich or

inhomogeneous mixture), not oxidized in the main chamber because of low temperature

12 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

PRE-CHAMBER IGNITION

Space ignition technology

To ignite a larger share of the combustible volume

To increase the energy transfer to fresh gases

To reduce the flame travel

Active pre-chamber ignition system required for ultra-lean mixtures

Stoichiometric mixture in the pre-chamber

Homogeneous lean mixture in the main combustion chamber

2000 rpm, 12 bar IMEP, λ = 2.1Optimized strategies can keep smoke / PN emissions low, even with liquid injection into the pre-chamber

13 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

EAGLE MULTI-CYLINDER ENGINE

Dual stage turbocharging system

Low Pressure Variable Nozzle Turbine

High Pressure E-charger

Combined with flexible valve actuation (VVT & VVL) to achieve l = 2 over the complete engine map

14 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

EAGLE MULTI-CYLINDER ENGINE

Dual stage turbocharging system

Low Pressure Variable Nozzle Turbine

High Pressure E-charger

Combined with flexible valve actuation (VVT & VVL) to achieve l = 2 over the complete engine map

Exhaust after-treatment

Oxidation catalyst

Gasoline Particulate Filter

Innovative NOx Storage Catalyst

Coating of a full size NSC demonstrator

Material selection and mini cat evaluation

15 | H 2 0 2 0 - G A N o . 7 2 4 0 8 4 - E F F I C I E N T A D D I T I V A T E D G A S O L I N E L E A N E N G I N E

EAGLE MULTI-CYLINDER ENGINE

Dual stage turbocharging system

Low Pressure Variable Nozzle Turbine

High Pressure E-charger

Combined with flexible valve actuation (VVT & VVL) to achieve l = 2 over the complete engine map

Exhaust after-treatment

Oxidation catalyst

Gasoline Particulate Filter

Innovative NOx Storage Catalyst

Experimental assessment on-going

Expected maximal BTE higher than 48%

Final results to be published in 2020, including updated vehicle simulations for WLTC and RDC

BM

EP

, b

ar

0

2

4

6

8

10

12

14

16

18

Engine Speed, rpm

1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

34

25

48

7

31

37

3941

4345

Simulated brake thermal efficiency map(E-charger power not included)

< 50 gCO2/km (WLTC)

www.h2020-eagle.eu

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