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Iida Laboratory Research Projects 2005. 2005/6/27. Keio University Faculty of Science & Technology Department of System Design Engineering School of Integrated Design Engineering. 3-14-1 Hiyohsi, Kouhoku-ku, Yokohama-city, Kanagawa, 223-8522 Japan, Yagami Campus 25-311 - PowerPoint PPT Presentation
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Iida Laboratory Research Projects
2005
Keio University Faculty of Science & Technology
Department of System Design Engineering
School of Integrated Design Engineering
3-14-1 Hiyohsi, Kouhoku-ku, Yokohama-city,
Kanagawa, 223-8522 Japan, Yagami Campus 25-311
TEL: 045-563-1151 (Ext. 43026)
FAX: 045-560-3232
2005/6/27
Study on Local Air Pollution Using On-board Measurement System
M2 Norifumi Takada, M1 Mio Tanaka, B4 Yumi Kawakami
KEIOKEIO UNIVERSITYUNIVERSITY
Analysis of Local air pollution
Research Projects and Member
Development of the Control System Using EGR for the HCCI Engine Running on DME
M2 Masato Ikemoto, M1 Tetsuo Omura, B4Yoshihiko Kanoto
Chemiluminescence Measurement of HCCI Combustion
M2 Satoshi Ketadani, M1 Daisei Nagaoka, B4Satoshi Yamaoki
The Study on Auto-ignition and Combustion Process of the Fuel Blended with Methane and DME in HCCI Engine
D3 Susumu Sato, M2 Daisuke Yamashita,
M1 Junpei Ozaki, B4 Azusa Ito
Diesel Spray Combustion in a HCCI Using a RCM
D3 Ock Taeck Lim, B4 Akihito Taiji, B4 Hiroaki Nakano
GX team
LEV team
YAM team
OAE team
RCM team
KEIOKEIO UNIVERSITYUNIVERSITY
Development of the Control System Using EGR for the HCCI Engine Running on DME
Masato Ikemoto, Tetsuo Omura, Yoshihiko Kanoto
2005 IIDA LABORATORY2005 IIDA LABORATORY
Air
Heat Exchanger
Fuel
ExhaustGas
ExhaustGas
LaminarFlowMeter
Mass FlowController Unit External
EGR(Cold)
ExternalEGR
(Cold)
B
D
InternalEGR(Hot)
InternalEGR(Hot)
DME
C
A
Controller
PressureSensor
DesiredValue
-+
Calculator
Controller
PressureSensor
DesiredValue
-+
Calculator
A :Ext. EGR ThrottleB :Int. EGR ThrottleC :Ex. Press. ValveD :Ext. EGR Valve
PremixturePremixtureCOCH
H
H
H
H
H COCH
H
H
H
H
H
0
10
20
30
40
50
60
0 0.2 0.4 0.6 0.8Indicated Mean Effective Pressure MPa
Ind
ica
ted
Th
erm
al
Eff
icie
nc
y
i%
DENYODiesel
DENYOGasoline
HONDAGasoline
AchievementPoint
Original Engine
ObjectiveObjective
Cam L2.1
Cam L1.6Cam L1.0
Cam L0 (Normal)
Cam L2.1=9.12
1E-5
1E-4
1E-3
1E-2
1E-1
1E+0
1E+1
0.8 1 1.2 1.4 1.6
1000/T0 1000/K
Ign
itio
n D
ela
y m
s
MethaneGRI Mech 3.0Species : 53Reactions : 325
n-ButaneKojima’s ModelSpecies : 143Reactions : 473
DMECurran’s ModelSpecies : 79Reactions : 336
P0=4.0 MPaV=Constant=1.0=0 %Calculation
0
5 0 0
1 0 0 0
1 5 0 0
2 0 0 0
2 5 0 0
- 1 0
0
1 0
2 0
3 0
4 0
5 0
6 0
- 1 8 0 - 1 2 0 - 6 0 0 6 0 1 2 0 1 8 0C r a n k A n g l e A T D C d e g
Ga
s T
em
pe
ratu
re T(
)K
R.H
.R.d
Q/d
J
/de
g
D M EG X 3 4 0 K 1 m i x = V a r i o u s I I E G = V a r i o u s E E G R = 0 v o l % N e = 1 5 0 0 r p m = 8 . 0E x p e r i m e n t
I E G R = 5 2 . 9 %T I V C = 4 7 4 . 5 K
I E G R = 7 0 . 9 %T I V C = 5 0 6 . 8 K
I E G R = 5 2 . 9 %T I V C = 4 7 4 . 5 K
I E G R = 7 0 . 9 %T I V C = 5 0 6 . 8 K
1
κ
IVCIVC V
)θ(VT)θ(T
C a l c u l a t i o n w i t hE q . o f A d i a b a t i c C h a n g e
T H T R = 8 7 9 ± 1 9 KT L T R = 7 4 2 ± 1 3 KT H T R = 8 7 9 ± 1 9 KT L T R = 7 4 2 ± 1 3 K C a l c u l a t i o n
T I V C = 3 0 0 K
Ignition TimingInternal EGR
External EGR
Premixture(=1.0)
Temperatureat Comp. Start
Maximum GasTemperature
CombustionReaction Speed
Control ObjectControl Factor
CombustionEfficiency
Avoidance ofKnocking
IMEP
eq.(3)
eq.(4)
eq.(2) eq.(1)
ref.(4)
Fig.1 DME Structure, Ignition Delay Fig.2 Proposed Control System
Fig.3 Temperature, R.H.R. History Fig.4 Engine Performance
Purposes
Results
・ To develop Homogeneous Charge Compression Ignition (HCCI) engine running on Di-Methyl Ether(DME)・ To construct the control system using EGR which resolve the problem of HCCI combustion, ignition timing, knocking and combustion efficiency
・ DME is suitable fuel for the HCCI engine in terms of combustion characteristics・ internal EGR and external EGR are effective to control ignition timing and combustion reaction speed・ Developed DME HCCI engine gets high thermal efficiency but much lower IMEP
Exhaust gas
・Data logger
Smoke meter
Engine NOx sensor
GPS receiverGPS satellite
Video camera O2 sensor
・・Data logger
Smoke meter
Engine NOx sensor
GPS receiverGPS satellite
Video camera O2 sensor
Study on Local Air Pollution Using On-board Measurement System
Norifumi Takada, Mio Tanaka, Yumi Kawakami
KEIOKEIO UNIVERSITYUNIVERSITY
Where?What affect Exhaust gas?How much gases were exhausted?
NOxPMCO2
N
0 200m
STARTGOAL
To south gate
To west gate
East gate
2s
2001-0904-1605Seika Univ Route in ChinaDriver:趙英Payload:Full(750kg)Engine condition :HOT
:0.05:0.02
ENOx,t g/ s
N
0 200m
STARTGOAL
To south gate
To west gate
East gate
2s
2001-0904-1605Seika Univ Route in ChinaDriver:趙英Payload:Full(750kg)Engine condition :HOT
:0.05:0.02
ENOx,t g/ s:0.05:0.02
ENOx,t g/ s
Video image
Driving test at Seika Univ. in China
Previous researches・ Relationships differences of drivers ,vehicles and exhaust emissions.・ Behavior of exhaust emissions around inter section ・ Relationship classification of roads(wide and narrow) and exhaust emissions. ・ Estimation of emission factor by vehicle speed and travel resistanceSponsored by
2000~2003 National Institute for Environmental Studies, 2004~2006 Aid of environmental Studies from NISSAN
0
1
2
3 P M e m i s s i o n f a c t o r g / k m
0
1
2
3
0
1
2
3 P M e m i s s i o n f a c t o r g / k m0
6 0 08 0 0
1 0 0 0
2 0 04 0 0
C O 2 e m i s s i o n f a c t o r g / k m
0
6 0 08 0 0
1 0 0 0
2 0 04 0 0
0
6 0 08 0 0
1 0 0 0
2 0 04 0 0
C O 2 e m i s s i o n f a c t o r g / k m0
2 0
3 0
4 0
1 0
N O x e m i s s i o n s f a c t o r g / k m
0
2 0
3 0
4 0
1 0
0
2 0
3 0
4 0
1 0
N O x e m i s s i o n s f a c t o r g / k m
0123
- 2- 3
- 1
A c c e l e r a t i o n m / s 2
0123
- 2- 3
- 10123
- 2- 3
- 1
A c c e l e r a t i o n m / s 2
0
2 0
3 0
4 0
1 0
V e h i c l e s p e e d k m / h
0
2 0
3 0
4 0
1 0
0
2 0
3 0
4 0
1 0
V e h i c l e s p e e d k m / h
C l u t c h
3 r d
4 t h
2 n d
G e a r p o s i t i o n
C l u t c h
3 r d
4 t h
2 n d
C l u t c h
3 r d
4 t h
2 n d
G e a r p o s i t i o n
O F F
O N B r a k e O N / O F F
O F F
O N
O F F
O N B r a k e O N / O F F0
2 0
3 0
4 0
1 0
A c c e l e r a t o r m m
0
2 0
3 0
4 0
1 0
0
2 0
3 0
4 0
1 0
A c c e l e r a t o r m m
0 5 0 1 0 0 1 5 0 2 0 0D i s t a n c e m
0 5 0 1 0 0 1 5 0 2 0 0D i s t a n c e m
0.05 g-NOx/s0.02 g-NOx/s
2002-12-7 Yokohama Urban RouteDriver : Y.Takada Payload : 1000kgEngine condition : HOT
Analysis of Local air pollution
Intensive pollution
2005 IIDA LABORATORY2005 IIDA LABORATORY
KEIOKEIO UNIVERSITYUNIVERSITY
Background
Object : Investigation of the effect of residualgas on HCCI combustion
Method : Spatial structure of HCCIcombustion flame is investigated usingtwo dimensional luminescencemeasurement with 4-stroke engine and Rapid Compression Machine (RCM).
Object and Method
Experimental apparatusThe engine with residual gas:4-stroke optical accessibly engine The engine Without residual gas:RCM
Result (two dimensional images and histogram)
0 64 128 192 256
Luminescence Intensity A.U.
0
0.4
0.8
1.2
1.6
2
Pix
els
/Pix
els
%
0 64 128 192 256Luminescence Intensity A.U.
0
0.4
0 .8
1 .2
1 .6
2
Pix
el/
Pix
el
%
4-stroke engine with residual gas RCM without residual gas
It was appeared that the fluctuation of luminescence intensity was more equal than in the case with residual gas.
Framing camera
Combustion Chamber
Mirror
Framing camera
mirror
fuze box
Combustionchamber
Accumulator chamber
Analysis of the effect of residual gas on spatial structure of HCCI combustion flame using two dimensional luminescence measurement
DME/Air =0.32=7.2600rpmI.I. Gain 500Exposure time 0.55ms
DME/Air =0.24=14.6Compression speedabout 300rpmI.I. Gain 5000Exposure time 1ms
Satoshi Ketadani, Daisei Nagaoka, Satoshi Yamaoki
I n t a k e v a l v e E x h a u s t v a l v e
E x h a u s t G a sA i r
I n h o m o g e n e i t y o f t e m p e r a t u r e a n d g a s c o m p o s i t i o n g e n e r a t e d b y r e s i d u a l g a s
I n h o m o g e n e i t y o f f u e l c o n c e n t r a t i o n g e n e r a t e d b y d i f f e r e n c e
o f f u e l s u p p l y m e t h o d
I n h o m o g e n e i t y o f t e m p e r a t u r e g e n e r a t e d b y h e a t t r a n s f e r o n t h e w a l l
f u e l
2005 IIDA LABORATORY2005 IIDA LABORATORY
KEIOKEIO UNIVERSITYUNIVERSITY
Background and ObjectiveA Diesel combustion has
serious problem ; PM, NOx etc
Rapid Compression Machine
2
4
6
8
10
12
In-c
yli
nd
er
Ga
s P
res
su
re P
c M
Pa
0
20
40
60
80
100
Co
mb
us
tio
n E
ffic
ien
cy
c%
C o m b u sitio n E ffic ien cy
Pressu re
0 0.02 0 .04 0 .06 0.08 0.1 0 .12 0.14 0 .16E qu iv a lenc e ra tio
1x10 -12
1x10 -11
1x10 -10
1x10 - 9
1x10 - 8
1x10 - 7
1x10 - 6
1x10 - 5
1x10 - 4
1x10 - 3
1x10 - 2
1x10 - 1
1x10 0
Mo
le F
rac
tio
n m
ol/
mo
l
4 00
600
800
1000
1200
1400
1600
In-c
yli
nd
er
Ga
s T
em
pe
ratu
re T
C K
C H 3OC H 3
O 2
H 2O
CO
C O 2Tem p .
H C H O
H 2O 2
O H
2
4
6
8
10
12
In-c
yli
nd
er
Ga
s P
res
su
re P
c M
Pa
0
20
40
60
80
100
Co
mb
us
tio
n E
ffic
ien
cy
c%
C o m b u sitio n E ffic ien cy
Pressu re
0 0.02 0 .04 0 .06 0.08 0.1 0 .12 0.14 0 .16E qu iv a lenc e ra tio
1x10 -12
1x10 -11
1x10 -10
1x10 - 9
1x10 - 8
1x10 - 7
1x10 - 6
1x10 - 5
1x10 - 4
1x10 - 3
1x10 - 2
1x10 - 1
1x10 0
Mo
le F
rac
tio
n m
ol/
mo
l
4 00
600
800
1000
1200
1400
1600
In-c
yli
nd
er
Ga
s T
em
pe
ratu
re T
C K
C H 3OC H 3
O 2
H 2O
CO
C O 2Tem p .
H C H O
H 2O 2
O H
3.00 ms 3.83 ms 4.93 ms 6.04 ms 7.14 ms 7.97 ms 9.07 ms 9.90 ms
2.91 ms 4.95 ms 7.00 ms3.93 ms 5.98 ms 8.03 ms 10.1 ms
2.90 ms 4.12 ms 5.10 ms 6.07 ms 7.05 ms 8.02 ms 9.00 ms 9.73 ms
1.11 ms 1.37 ms 1.63 ms 1.88 ms 2.14 ms 2.39 ms0 ms
1.68 ms1.12 ms 1.44 ms 1.94 ms 2.17 ms 2.41 ms0 ms
1.07 ms 1.34 ms 1.62 ms 1.90 ms 2.17 ms 2.45 ms0 ms
A B C D E F G H I J K L M N O
Air+JIS2
DME/AirФ=0.01+JIS2
DME/AirФ=0.02+JIS2
9.05 ms
3.00 ms 3.83 ms 4.93 ms 6.04 ms 7.14 ms 7.97 ms 9.07 ms 9.90 ms
2.91 ms 4.95 ms 7.00 ms3.93 ms 5.98 ms 8.03 ms 10.1 ms
2.90 ms 4.12 ms 5.10 ms 6.07 ms 7.05 ms 8.02 ms 9.00 ms 9.73 ms
1.11 ms 1.37 ms 1.63 ms 1.88 ms 2.14 ms 2.39 ms0 ms
1.68 ms1.12 ms 1.44 ms 1.94 ms 2.17 ms 2.41 ms0 ms
1.07 ms 1.34 ms 1.62 ms 1.90 ms 2.17 ms 2.45 ms0 ms
A B C D E F G H I J K L M N O
Air+JIS2
DME/AirФ=0.01+JIS2
DME/AirФ=0.02+JIS2
9.05 ms
0
20
40
60
80
100
Fu
el In
ject
ion
P
ress
ure
Pinj M
Pa
- 6 - 4 - 2 0 2 4 6 8 1 0 1 2T i m e A f t e r I n j e c t i o n S t a r t tai m s
880
900
920
940
960
In-c
ylin
der
Gas
Tem
per
atu
re Tc
K
A B CDEFG H I J K L M N O
0
20
40
60
80
100
Fu
el In
ject
ion
P
ress
ure
Pinj M
Pa
- 6 - 4 - 2 0 2 4 6 8 1 0 1 2T i m e A f t e r I n j e c t i o n S t a r t tai m s
880
900
920
940
960
In-c
ylin
der
Gas
Tem
per
atu
re Tc
K
0
20
40
60
80
100
Fu
el In
ject
ion
P
ress
ure
Pinj M
Pa
- 6 - 4 - 2 0 2 4 6 8 1 0 1 2T i m e A f t e r I n j e c t i o n S t a r t tai m s
880
900
920
940
960
In-c
ylin
der
Gas
Tem
per
atu
re Tc
K
A B CDEFG H I J K L M N O
•Grateful effect of reducing PM, NOx using intermediate as like H2O2, HCHO
HCCI-DI
H2O2,HCHO,CO, etc.
Piston Cylinder
Accumulator BDC TDCFuse Box
Stroke 692.3mm
Quartz Window
Mirror
Quartz Window
Exhaust Gas
HeatExchanger
Silica Gel
Orifice
Syringe Pump Mixture
Chamber
Intake Air
Fuel
Driving AirOil Damper
Trigger
Aluminum Plate
Combustion ChamberDriving Parts
Mixture
Pre-mixture
Intermediate HCCI
CHEMKIN Result
•Using CHEMKIN, we can presumes how much is the intermediate of HCCI combustion process
• duplicated a single diesel type compression cycle• No effect of flow, residual gas and cycle by cycle • Direct Photograph with Optical accessible head
Conclusion
•There are H2O2, HCHO at DME Φ=0.01 and
0.02 HCCI combustion.•The ignition delay and flame existence
at DME Φ=0.02 is about 1.5ms delay and
about 0.75ms at DME Φ=0.01
2005 IIDA LABORATORY2005 IIDA LABORATORY
DME/Air, tinj=285ms,P0=0.1MPa, T0=353K
•Inject at inhomogeneous condition, Change of Injection timing•Change HCCI fuel ; Butane, n-Heptane, iso-Octane, DME
This year Project
Diesel Spray Combustion in a HCCI Using a RCM Ock Taeck Lim, Akihito Taiji, Hiroaki Nakano
0
0.1
0.2
0.3
0.4
0.5
0 0.1 0.2 0.3 0.4 0.5
knocking
miss firing
CH4/DME/AirPin=0.1MPaTin=300±8KNe=960rpm=21.6Experiment
Equal inletcalories
▲ knocking●HCCI combustion ×miss firing
HCCI combustion
A
DM
E-b
ased
Eq
uiv
ale
nce R
ati
o DME
Methane-based Equivalence Ratio CH4
B
C
2005 IIDA LABORATORY2005 IIDA LABORATORY
We make the same experiment by using CH4/n-C4H10, CH4/CO2, CH4/H2 etc.
Chargeamp
Fair
DME
Methane
Ffuel
Air
Engine
Ffuel
Tin TexP
DynamoMeter
Exhaust
80 12515001595
Exhaust
Crank Angleamp
A/D dataLogger PC
SurgeTank
ControlUnit
FlowOperator
Encoder
CO,CO2
Meter
THCMeter
NOxMeter
Mass Flow Controller
ControlUnit
Laminar Flow meter
Purpose
Experiment system
Results
The Study on Auto-ignition and Combustion Process of the Fuel Blended with Methane and DME in HCCI Engine
Plan
We use the Fuel blended with Methane and DME and search the effect of mixing ratio on ignition temperature and ignition timing .
・ Ignition temperature became higher ( lower ) by increasing Methane ( DME ) ratio. ・ Ignition timing and RHR peak timing became later ( faster ) by increasing Methane ( DME ) ratio. ・ Peak pressure became lower by delaying RHR peak timing.
Pmax: Peak pressure , Tig: Ignition temperature , ig: Ignition timing , RHR_max: RHR peak timing
OC CH H
H
H H
H
CH
H
H
H
DMElarge
large
CH4
Pressure Temperature RHR
-50
0
50
100
150
200
RH
R [
J/d
eg]
-50
0
50
100
150
200
RH
R [
J/d
eg]
-30 -20 -10 0 10 20 30Crank Angle [deg]
-50
0
50
100
150
200
RH
R [
J/d
eg]
-30 -20 -10 0 10 20 30Crank Angle [deg]
400
800
1200
1600
2000
Tem
per
atu
re [
K]
400
800
1200
1600
2000
Tem
per
atu
re [
K]
400
800
1200
1600
2000
Tem
per
atu
re [
K]
0
2
4
6
8
10
Pre
ssu
re [
MP
a]
0
2
4
6
8
10
Pre
ssu
re [
MP
a]
-30 -20 -10 0 10 20 30Crank Angle [deg]
0
2
4
6
8
10
Pre
ssu
re [
MP
a]
A CH4=0 DME=0.355
B CH4=0.16 DME=0.18
C CH4=0.25 DME=0.1
Pmax=8.0MPa
Pmax=7.9MPa
Pmax=6.4MPa
A CH4=0 DME=0.355
B CH4=0.16 DME=0.18
C CH4=0.25 DME=0.1
A CH4=0 DME=0.355
B CH4=0.16 DME=0.18
C CH4=0.25 DME=0.1
Tig=732K
Tig=689K
Tig=663K ig=-28deg
ig=-26deg
ig=-21deg
RHR_mac=-19deg
RHR_mac=-9deg
RHR_mac=5deg
KEIOKEIO UNIVERSITYUNIVERSITY
Susumu Sato, Daisuke Yamashita, Junpei Ozaki, Azusa Ito