Engine, Emissions and Vehicle Research DivisionSouthwest Research Institute (SwRI)
SwRI’s HEDGE Technology for High Efficiency, Low Emissions
Gasoline Engines
Terry Alger
DEER ConferenceDetroit, MI
29 September 2010
Current State-of-the-Art Engine Technology Diesel
● World-class efficiency, but expensive NOx & PM aftertreatment
Spark ignited gasoline● Less efficient, but best tailpipe
emissions w/ inexpensive catalyst
Gasoline fuel consumption (g/kWh)
1000 2000 3000 4000 50002468
101214161820
BM
EP (b
ar)
RPM
237 g/kWh
2008 turbopasscar
800 1000 1200 1400 1600 1800 20002468
10121416182022
BM
EP
RPM
Diesel fuel consumption (g/kWh)
2008 on-roadengine
191 g/kWh
At what cost / emissions level can SI and CI engine efficiencies
converge?
SwRI HEDGETM Technology A high efficiency solution for the gasoline engine
● Improved low-load BSFC → high CR and reduced PMEP● Improved high-load BSFC → high CR and reduced knock● Eliminates need for enrichment → cooler PTT at high load● Suppresses low speed pre-ignition (LSPI)
Applicable to many platforms (LD-HD)
0.06 0.08 0.1 0.2 0.4 0.60.8
1
2
4
68
10
20
40
Cylin
der P
ress
ue [b
ar]
Cylinder Volume [L]
0% EGR 5% EGR 10% EGR 15% EGR 20% EGR
Cycle Efficiency Improvement with EGR
0 5 10 15 200
10
20
30
40
Loca
tion
of 5
0% M
FB [0 a
TDCf
]
EGR [%]0 5 10 15 20
1.290
1.292
1.294
1.296
1.298
1.300
1.302
Cyc
le-A
vera
ged γ
[-]
EGR [%]
Improved Charge Properties
Reduced Knock Tendency / Improved
Combustion Phasing
0 5 10 15 20-0.22
-0.20
-0.18
-0.16
-0.14
-0.12
-0.10
PMEP
[bar
]
EGR [%]
Reduced Pumping Losses
(load specific)
Result:~ 10% BSFC improvement at low loads10-30% BSFC improvement at high loads
Emissions Reduction with EGR
Significant emissions reductions possible
May reduce aftertreatmentcosts / PGM use
Lack of enrichment means emissions compliance on highly-loaded cycles
Gaseous emissions reduction is platform independent
GDI PM/PN reduction with EGR may offer emissions compliance without a filter● PM/PN reduction maintained at
high power levels
0 5 10 15 20 25 300
4
8
12
16
20
24
28
EGR [%]
BSCO BSNOx BSHC BSPM [x1000]
Em
issio
ns [g
/kWh]
CO, NOx and PM are reduced at lower combustion temperatures
Reduced post-flame oxidation
TC MPI engine 1500 rpm / 10 bar bmep
TC GDI engine2500 rpm / 7 bar bmep
Reduced Exhaust Temperatures
Reduced exhaust temperatures eliminated enrichment requirement● Can meet emissions at WOT for HD / off-road certification● Immediate 5-30% reduction in BSFC at WOT
Allows for variable geometry turbines May reduce catalyst aging / durability requirements Potentially decrease the cost of exhaust hardware
0 5 10 15 20 25650
700
750
800
850
900
Pre-
Turb
ine
Tem
pera
ture
s [o C]
Cooled EGR [%]
High Speed / High Load Condition
Elimination of LSPI
EGR suppresses LSPI occurrence● > 15% cooled EGR eliminates it completely
Combination of improved phasing / earlier spark and increased ignition delay with EGR
BMEP
No. of PI Events per
30,000 engine cycles
1250 rpm
Advanced Ignition Systems: Electrical Ignition
High EGR mixtures are difficult to ignite● EGR rate limited by combustion
instability SwRI ‘s DCO™* system maximizes
EGR tolerance● Long duration discharge● Energy use can be tailored for operating
conditions Sole ignition source in LD
applications Used in SI mode for dual-fuel
applications
0 5 10 15 200
2
4
6
8
EGR [%]
Low Speed / Low Load
SwRI DCO system
Stock ignition system
CoV
IMEP
[%]
9% reduction in BSFC
* Patent Pending
Advanced Ignition Systems:Pilot Ignition
Typical fuel fractions:● 85-95% gasoline● 15-5% diesel fuel
High pressure not required
For best efficiency, use pilot ignition● Ignition fluid is a “chemical spark
plug” Useful in applications that typically
employ a diesel engine
PFI: Gasoline
DI: Ignition FluidSpark plug
SwRI Dual-Fuel Multi-Mode Concept
Mid-Load Condition
50
1200 1600 2000 2400Engine Speed [rpm]
BMEP
[bar
]
40
1200 1600 2000 2400Engine Speed [rpm]
BMEP
[bar
]
Enabling Technologies: Boost System
1500 RPM
5000 RPM
Boosting at high dilution levels (EGR with or without lean burn) is challenged by● High pressure ratios● Low exhaust temperatures reduce the blade speed ratio and
maximum turbine efficiencies● For LD - broad speed range (800 RPM to 5000 RPM) requires
wide flow range● Transient performance must be maintained
2-stage boosting is required for dilution levels > 25%High dilution engine with 2-stage boosting
> 40% EGR 0.85 < φ ≤ 1
ITE [%]
Air handling realities and transient
requirements rapidlydecrease indicated
efficiencies
BTE [%]
Light Duty Results Fuel consumption
significantly reduced from baseline● 5-11% at low loads● 10-40% at high loads
Demonstrates potential for high-efficiency downsized application
BSFC [g/kWh]
240
1500 2000 2500 3000 3500 4000 4500 50002
4
6
8
10
12
14
16
18
20
22
Engine Speed [rpm]
BMEP
[bar
]
BSFC [g/kW-hr]
MPI application ( > 11:1 CR)
GDI application (> 10:1 CR)
MD Results MD application can match diesel
torque and BSFC with ultra-low emissions● TWC compliant● Packaging and cost benefits for off-
road applications● SwRI working on large-bore, multi-
cylinder application
310270
250240230
220
210
1000 1200 1400 1600 1800 2000 2200 24002
4
6
8
10
12
14
16
18
20
g
Engine Speed (rpm)
BMEP
(bar
)
40
1200 1600 2000 2400Engine Speed [rpm]
BMEP
[bar
]
BTE [%]
Peak BTE ~ 42%
Option for all-electric application with small BTE penalty
Alternative fuel compatible CNG LPG Alcohols
Summary Cooled EGR is a solution
to both efficiency and emissions concerns● Very low cost / benefit
ratio compared to alternative options
● Significant efficiency increases while maintaining or reducing emissions- May present solution for
GDI PM challenge SwRI’s HEDGE
technology addresses many of the issues in cooled EGR performance● Control● Stability● Performance