Clean Diesel V
Consortium


CHEDE VI logo website

Contact Information

Charles Roberts, Ph.D.
Institute Engineer
Clean Diesel V Consortium
Engine, Emissions & Vehicle Research
(210) 522-5521
croberts@swri.org

The Clean Diesel V Consortium will end October 31, 2011. We will continue to post reports until they are completed. SwRI has begun a new Clean High-Efficiency Diesel Engine VI Consortium (CHEDE-VI). Please visit www.chede.swri.org for details about the new 4-year program.

Clean Diesel V builds on 16 years of Clean Diesel Consortium programs managed by Southwest Research Institute (SwRI). Clean Diesel V began on November 1, 2007, immediately following the successful completion of Clean Diesel IV. The consortium encompasses several projects focused on the development of advanced combustion engines, including projects such as:

  • Full operating range HCCI (homogeneous charge-compression ignition) engine development
  • Dilute diffusion combustion engine development
  • Expansion of the advanced SwRI low-temperature combustion technology
  • Integration of cost-effective aftertreatment systems
  • Advanced model-based control system development

Objectives of Clean Diesel V

 image of full-time HCCI engine photograph

 

image of Full-time HCCI engine schematic

Full-time HCCI engine photograph and schematic

The Consortium is designed to develop pre-competitive technologies that member companies can incorporate into their products.

  • Project Goals

    Achieve the most stringent emissions regulations at thermal efficiencies exceeding the 2004 model year levels

  • Heavy-Duty Emissions Goals

    U.S. 2010 and EURO VI on-road and Tier IV off-road standards

  • Light-Duty Emissions Goals

    U.S. Tier II, Bin 5 and EURO VI, with U.S. Tier II, Bin 2 as a stretch target

Clean Diesel Successes

Clean Diesel I (1991-1995)

  • Focused on development of EGR (exhaust gas recirculation) technology for control of engine-out NOx emissions
  • Achieved 2004 emissions regulations in 1994
  • Technology now in production on all on-road diesel engines

Clean Diesel II (1995-1999)

  • Examined in detail the effects of dilute combustion on engine-out emissions
  • Focused on advanced EGR systems, including development of model-based control technology
  • Developed a fuel-injection system that demonstrated the advantages of rapid mixing using small holes and high pressures (up to 300 MPa), a concept that is now becoming part of the production solution

Clean Diesel III (1999-2003)

  • Initially focused on development of diesel aftertreatment systems, including SCR+cDPF and LNT+cDPF systems
  • Demonstrated US 2010 compliant emissions levels using MBC+LNT+cDPF system in 2003
  • Approached low operating temperature emissions control using advanced low-temperature combustion technology, incorporating VVA (variable valve actuation) technology
  • Developed full operating range HCCI, including fuel effects

Clean Diesel IV (2003-2007)

  • Refined model-based control demonstrated, again, US 2010 compliant emissions levels using MBC+LNT+cDPF system
  • Continued development of full operating range HCCI engine concept
  • Demonstrated acceptable operation with peak loads of 11 Bar in a multi-cylinder HCCI engine using low-octane gasoline specially formulated for HCCI operation
  • Preliminary data indicated that Tier II, Bin 2 diesel technology is possible

Current Clean Diesel Projects

image of Tier II, Bin 4 LD advanced diesel concept photograph

 

image of Tier II, Bin 4 LD advanced diesel concept schematic

Tier II, Bin 4 LD advanced diesel concept photograph and schematic

Tier II, Bin 5 and Bin 2 (continued from CD IV)

  • Goal

    Achieve Tier II, Bin 5 emissions regulations at the lowest possible fuel consumption, and achieve peak thermal efficiency of 40 percent

  • Stretch Goal

    Achieve Tier II, Bin 2
  • Incorporate variable effective compression ratio and VVA and high injection pressure with multiple injections
  • Use advanced combustion strategies to minimize engine-out emissions and control exhaust gas composition and temperature for optimum operation of post-combustion emissions control system (PM and NOx)
  • Determine fuel property effects and monitor effects of advanced combustion processes on lubricant degradation
  • Develop diagnostics strategies of aftertreatment and combustion control devices
  • Incorporate advanced model-based control

Massive EGR in Heavy-Duty Diesel Engines (continued from CD IV)

  • Goal

    Achieve 2010 HD on-road emissions standards using minimum post-combustion NOx emissions control
  • Incorporate massive EGR for in-cylinder NOx control
  • Use high boost to maintain power density at acceptable overall air-fuel ratios for control of soot formation
  • Use small injection nozzle holes and high injection pressure to increase fuel-air mixing rates for additional control of soot formation processes
  • Incorporate advanced model-based control for system optimization
  • Determine fuel property effects, including use of oxygenated fuels, and monitor lube oil condition to determine effects of low-temperature combustion

Full-Time HCCI in Medium-Duty Engine

  • Goal

    Achieve operation in HCCI mode over entire operating range of a typical medium-duty diesel engine
  • Optimize engine design and fuel formulation simultaneously
  • Refine fuel formulation developed in Clean Diesel IV
  • Continue development of engine combustion system
  • Optimize model-based control system required for successful operation of this type of engine
  • Monitor lube oil quality to document effects of this mode of engine operation

Advanced SCR

  • Goal

    Develop an ammonia storage model for an SCR catalyst with real-time learning algorithms for long-term accuracy and a potential for OBD
  • Streamline the existing ammonia storage model developed in CD-III and CD-IV so that the model can run on a production intent ECU
  • Develop a controller that takes advantage of ammonia and NOx measurements downstream of the catalyst to continuously update urea dosing rates to correct for drift of a urea dosing system and changes in performance of an SCR catalyst
  • Examine approaches to improve the low exhaust temperature performance of SCR catalysts

CO2 Control

  • Identification of CO2 reduction technologies for future diesel-powered vehicles
  • Thorough simulation, quantify expected CO2 reductions from technologies identified in step 1
  • Utilize existing SwRI data sets and data derived from other CDV engines to "calibrate" the simulation tools
  • Analysis of results and compilation of "best practices" design and operating conditions for various CO2 reduction technologies

Stoichiometric Diesel

  • Verify potential of stoichiometric diesel for high efficiency at ultra-low emissions
    • Review of existing data sets
    • Simulation task
  • Demonstrate stoichiometric diesel operation at steady state with continuously-regenerating DPF and 3-way catalyst
  • Demonstrate stoichiometric diesel operation through transients with DPF and 3-way catalyst

Clean Diesel Consortium Membership and Benefits

  • Interested companies may join the Clean Diesel V Consortium at any time during the four-year program
  • A yearly renewable contract is offered to members
  • The impact of the yearly contribution is multiplied by the number of participants
  • SwRI's internal research program involving control algorithms and modified combustion concepts will be shared with Consortium members
  • SwRI will aggressively pursue patent applications for technology developed during the Clean Diesel V program
  • Consortium participants will receive a royalty-free license to use the technology

Related Terminology

clean diesel engine technology  •  NOx reduction  •  particulate reduction •  exhaust gas recirculation  •  EGR  •  heavy-duty diesel engine •  diesel engine emissions

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Southwest Research Institute® (SwRI®), headquartered in San Antonio, Texas, is a multidisciplinary, independent, nonprofit, applied engineering and physical sciences research and development organization with 11 technical divisions.
12/28/12