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This paper shows development challenges for 6 liter heavy duty off-road diesel engines to meet the Tier4 final emission regulations with a base diesel engine compliant with Tier4 interim emission regulations. Even if an after-treatment system helps to reduce emissions, quite amount of particulate matters (PM) reduction is still necessary since a diesel particulate filter (DPF) system is supposed to be excluded in Tier4 final diesel engine. The objective of this research is to see if the base engine has a feasibility to meet Tier4 final emission regulations by a change of piston bowl geometry without DPF. Quite amount of PM can be reduced by piston bowl geometry because piston bowl geometry is a very important part that enhances air and fuel mixing process that help the combustion process.

Much research has been devoted to reducing NOx and soot emissions simultaneously in diesel engines. The low temperature combustion (LTC) concept has the potential to reduce these emissions at the same time, but it has limitations to its commercialization. In-cylinder EGR stratification is another combustion concept meant to reduce both types of emissions simultaneously using non-uniform in-cylinder EGR gas distribution. The EGR stratification concept uses a locally high EGR region of the in-cylinder so that the emissions can be reduced without increasing the overall EGR rate. In this study, the EGR stratification concept was improved with a CFD-based analysis. First, a two-step piston was developed to maximize the stratified EGR effect. Then, the feasibility of combustion and emission control by stratified EGR was evaluated under cases of artificially distributed EGR stratification and conventional diesel engine conditions.

To reduce diesel engine emissions, a split injection strategy with PHCCI combustion in a diesel engine was investigated with simulation. A multidimensional CFD application, Star-CD coupled with a modified 2-D flamelet was used to simulate multiple injection combustion. Several mass ratios of the first injection and second injection conditions compared to the conventional pilot and main injection strategy were evaluated. The injection angle and the injection timing of the first injection were fixed to 150° and 55° BTDC, respectively. Because of the early injection, the in-cylinder pressure and temperature were much lower than those of normal injection conditions, and the fuel could not fully evaporate. As a result, wall impingement can be occurred, and THC and CO would be increased. To eliminate the wall impingement, the injection timing of the first injection was then retarded to 35-30° BTDC, and the piston bowl geometry was modified to capture droplets in the piston bowl.