Combustion and emission characteristics of Multiple Premixed Compression Ignition (MPCI) mode fuelled with different low octane gasolines

Wang, Buyu; Wang, Zhi; Shuai, Shijin; Xu, Hongming

doi:10.1016/j.apenergy.2015.01.115

Cited by 38 publications

(10 citation statements)

References 33 publications

(39 reference statements)

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“…Several other groups have also shown that control of particulates and NO x in CI engines is much easier if gasoline-like fuels with a high resistance to autoignition are used. 36–46…”

Section: Gasoline Compression Ignition (Gci): Principles and Mechanismsmentioning

confidence: 99%

“…Several other groups have also shown that control of particulates and NO x in CI engines is much easier if gasoline-like fuels with a high resistance to autoignition are used. [36][37][38][39][40][41][42][43][44][45][46] Gasoline-like fuels are resistant to autoignition and hence allow more time for mixing before combustion starts, enabling PPC combustion. The mechanisms involved in GCI are illustrated below with the results in CI engines for a single injection of fuel per cycle although a practical GCI engine has to use multiple injections.…”

Section: Particulate and No X Considerationsmentioning

confidence: 99%

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Gasoline compression ignition approach to efficient, clean and affordable future engines

Kalghatgi

Johansson

2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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The worldwide demand for transport fuels will increase significantly but will still be met substantially (a share of around 90%) from petroleum-based fuels. This increase in demand will be significantly skewed towards commercial vehicles and hence towards diesel and jet fuels, leading to a probable surplus of lighter low-octane fuels. Current diesel engines are efficient but expensive and complicated because they try to reduce the nitrogen oxide and soot emissions simultaneously while using conventional diesel fuels which ignite very easily. Gasoline compression ignition engines can be run on gasoline-like fuels with a long ignition delay to make low-nitrogen-oxide low-soot combustion very much easier. Moreover, the research octane number of the optimum fuel for gasoline compression ignition engines is likely to be around 70 and hence the surplus low-octane components could be used without much further processing. Also, the final boiling point can be higher than those of current gasolines. The potential advantages of gasoline compression ignition engines are as follows. First, the engine is at least as efficient and clean as current diesel engines but is less complicated and hence could be cheaper (lower injection pressure and after-treatment focus on control of carbon monoxide and hydrocarbon emissions rather than on soot and nitrogen oxide emissions). Second, the optimum fuel requires less processing and hence would be easier to make in comparison with current gasoline or diesel fuel and will have a lower greenhouse-gas footprint. Third, it provides a path to mitigate the global demand imbalance between heavier fuels and lighter fuels that is otherwise projected and improve the sustainability of refineries. The concept has been well demonstrated in research engines but development work is needed to make it feasible on practical vehicles, e.g. on cold start, adequate control of exhaust carbon monoxide and hydrocarbons and control of noise at medium to high loads. Initially, gasoline compression ignition engines technology has to work with current market fuels but, in the longer term, new and simpler fuels need to be supplied to make the transport sector more sustainable.

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“…Several other groups have also shown that control of particulates and NO x in CI engines is much easier if gasoline-like fuels with a high resistance to autoignition are used. 36–46…”

Section: Gasoline Compression Ignition (Gci): Principles and Mechanismsmentioning

confidence: 99%

Section: Particulate and No X Considerationsmentioning

confidence: 99%

Gasoline compression ignition approach to efficient, clean and affordable future engines

Kalghatgi

Johansson

2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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show abstract

“…Their work demonstrated that naphtha MPCI can operate stably in a wide load range. With the same experimental system and combustion mode, they also found that the ignition delay of naphtha fuel is extended with the increase of injection pressure and the soot emission decreases at a high injection pressure with higher CO and HC emissions [22]. Manente et al [23] studied the effect of gasoline-like fuels on the performance and emissions of an engine running in a partially premixed combustion (PPC) mode.…”

Section: Introductionmentioning

confidence: 96%

Auto-ignition of direct injection spray of light naphtha, primary reference fuels, gasoline and gasoline surrogate

Wang

Ahmed

et al. 2019

Energy

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In this work, the spray and auto-ignition characteristics of light naphtha (LN), primary reference fuels (PRF65, PRF95), Haltermann gasoline (CARB LEVIII, 10vol% ethanol), and a gasoline surrogate were studied in an optically accessible constant volume combustion chamber. An outwardly opening hollow cone piezoelectric gasoline direct injection fuel injector was used. Five ambient temperatures from 650 to 950 K with a 75 K step were selected with a fixed ambient density of 3.5 kg/m 3 , similar to the Spray G density defined by the engine combustion network 2 (ECN). Fuel auto-ignition was achieved with varying ignition delays for the five investigated fuels depending on the selected experimental conditions. Results show that the auto-ignition locations are randomly distributed in the combustion chamber. Differences in ignition delay times among the five fuels are more significant when the ambient temperature is lower than 750 K. When the ambient temperature is lower than 750 K, PRF95 always has the longest ignition delay and LN has the shortest. Ignition delays of the five fuels are almost identical when the ambient temperature exceeds 750 K. Meanwhile, the five fuels have a similar spray front penetration length and spray angles before the occurrence of auto-ignition under all the investigated conditions.

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“…For the study of fuel characteristics, researchers have paid close attention to the impact of fuel cetane number and octane number on combustion and emissions. Wang et al 13 studied the combustion and emission characteristics of naphtha, gasoline/n-heptane blends, and gasoline/diesel blends in MPCI mode. The results showed that pressure rise rate, soot and NO emissions of diesel fuel were much higher than gasoline.…”

Section: Introductionmentioning

confidence: 99%

Effect of gasoline additive on combustion and emission characteristics of an n-butanol Partially Premixed Compression Ignition engine under different parameters

Liu

Zhang

et al. 2021

Sci Rep

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The experiments were conducted on a modified two-cylinder diesel engine to investigate the effects of excess-air coefficient (λ) and intake temperature (Tin) of different blending ratios (volume ratio of gasoline in the blends) on the combustion and emission characteristics of a Partially Premixed Compression Ignition (PPCI) engine. The results show that with the increase of gasoline blending ratio, the peak in-cylinder pressure (Pmax), the peak in-cylinder temperature (Tmax) and the peak heat release rate (HRRmax) of four test fuels all increase first and then decrease. When gasoline volume fraction is 10%, HC and CO emissions are the lowest. In addition, intake temperature (Tin) has a significant effect on the n-butanol/gasoline PPCI engine. With the increase of Tin, the in-cylinder Pmax and HRRmax of four test fuels gradually increase, the combustion phase advances and HC and CO emissions decrease, while NOx emissions increase slightly. Furthermore, as λ increases, the Pmax, Tmax and HRRmax of the four test fuels show monotonously reducing trend. At the same time, mixture concentration has basically no effect on start of combustion (CA10), the combustion duration (CD) gradually extends, and HC and CO emissions increase.

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Combustion and emission characteristics of Multiple Premixed Compression Ignition (MPCI) mode fuelled with different low octane gasolines

Cited by 38 publications

References 33 publications

Gasoline compression ignition approach to efficient, clean and affordable future engines

Gasoline compression ignition approach to efficient, clean and affordable future engines

Auto-ignition of direct injection spray of light naphtha, primary reference fuels, gasoline and gasoline surrogate

Effect of gasoline additive on combustion and emission characteristics of an n-butanol Partially Premixed Compression Ignition engine under different parameters

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