High Efficiency and Clean Diesel Combustion Concept using Double Premixed Combustion: D-SPIA Toyota Industries Corporation

Format:

Conference/Event

Author/Creator:

Kuzuyama, Kuzuyama, author.

Contributor:

Aoki, Hideki

Kawae, Tsutomu

Machida, Masahiro

Sugiyama, Yoshio

Tanaka, Takeshi

Umehara, Tsutomu

Conference Name:

SAE 2012 World Congress & Exhibition (2012-04-24 : Detroit, Michigan, United States)

Language:

English

Physical Description:

1 online resource

Place of Publication:

Warrendale, PA SAE International 2012

Summary:

A new concept, Diesel Staggered Premixed Ignition withAccelerated oxidation (D-SPIA) was developed for lower exhaustemissions and carbon dioxide (CO₂) and this is based on dividedfuel injection before top dead center (TDC). D-SPIA is a result ofinvestigating various diesel combustion methods. Although theD-SPIA is a type of Premixed Charge Compression Ignition (PCCI), ithas a distinct feature of double premixed combustion by optimuminjection quantities and staggered timing, which can achieve anideal heat release rate for low pollutant emissions and fuelconsumption.Based on this concept, second injection timing and theproportion of the second fuel injection quantity play significantroles to reduce smoke, and hydrocarbon (HC) and carbon monoxide(CO) emissions. The second injection timing has a close relation tothe premixed time of the second fuel injection and smoke level. Thein-cylinder temperature at the second injection timing, which isrelated to the premixed time of the second fuel injection, isaffected by the low-temperature heat release (LTHR) or thehigh-temperature heat release (HTHR) of the first fuel injection.The premixed time of the second fuel injection is required to belonger with the increase in the second fuel injection quantity. Inaddition, the second injection timing and quantity affect thein-cylinder temperature during the latter phase of the combustion,which is involved with the oxidation of HC and CO. As the resultsof optimizing the D-SPIA combustion, we clarify that our newconcept has clear merits of lower emission levels and lower fuelconsumption together with lower combustion noise compared toanother PCCI that we tested.We investigated the combustion robustness of the D-SPIA for theintake air temperature, engine coolant temperature and fuel cetaneindex as PCCI has weakness to changes for these environmentalconditions including fuel quality. Through these tests, we foundout that the heat release rate of the D-SPIA could be maintained atthe desired crank angle by control of the air-fuel ratio and/orinjection timing based on changes in the environmental conditions.In addition, stability of the D-SPIA combustion was maintained evenwhen using a low cetane index fuel. Finally, we tested a prototypeengine using the D-SPIA combustion concept on a transient enginetest bench and verified that it had a potential to meet the Euro6regulation without any DeNOx after-treatment and withoutdeteriorating of fuel consumption. Therefore, we can say that theD-SPIA has a high potential for introduction into the market

Notes:

Vendor supplied data

Publisher Number:

2012-01-0906

Access Restriction:

Restricted for use by site license