Demonstrating the Multi Fuel Capability of a Homogeneous Charge Compression Ignition Engine with Variable Compression Ratio

Christensen, Magnus; Hultqvist, Anders; Johansson, Bengt

doi:10.4271/1999-01-3679

Cited by 418 publications

(181 citation statements)

References 17 publications

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“…However, the concept has demonstrated difficulties at low load conditions [10] [11] using gasoline with octane number (ON) greater than 90. With the aim of improving the PPC cycle-to-cycle control at low loads using high ON gasolines, PPC spark assisted concept has been studied [12] [13].…”

Section: Introductionmentioning

confidence: 99%

Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels

Benajes

Molina

García

et al. 2015

Energy Conversion and Management

154

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ElsevierBenajes Calvo, JV.; García Martínez, A.; Monsalve Serrano, J. (2015). Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels. Energy Conversion and Management. 99:193-209. doi:10.1016/j.enconman.2015.04.046. Effects of Direct injection timing and Blending Ratio on RCCI combustion with different Low Reactivity FuelsEnergy Conversion and Management, Volume 99, 2015, Pages 193-209. http://dx.doi.org/10.1016/j.enconman.2015 AbstractThis work investigates the effects of the direct injection timing and blending ratio on RCCI performance and engine-out emissions at different engine loads using four low reactivity fuels: E10-95, E10-98, E20-95 and E85 (port fuel injected) and keeping constant the same high reactivity fuel: diesel B7 (direct injected). The experiments were conducted using a heavy-duty single-cylinder research diesel engine adapted for dual-fuel operation. All the tests were carried out at 1200 rpm. To assess the blending ratio effect, the total energy delivered to the cylinder coming from the low reactivity fuel was kept constant for the different fuel blends investigated by adjusting the low reactivity fuel mass as required in each case. In addition, a detailed analysis of the air/fuel mixing process has been developed by means of a 1-D in-house developed spray model.Results suggest that notable higher diesel amount is required to achieve a stable combustion using E85. This fact leads to higher NOx levels and unacceptable ringing intensity. By contrast, EURO VI NOx and soot levels are fulfilled with E20-95, E10-98 and E10-95. Finally, the higher reactivity of E10-95 results in a significant reduction in CO and HC emissions, mainly at low load.

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Section: Introductionmentioning

confidence: 99%

Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels

Benajes

Molina

García

et al. 2015

Energy Conversion and Management

154

View full text Add to dashboard Cite

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“…Christensen et al [11] achieved homogenous CAI with a number of fuels operating at various compression ratios and intake temperatures. Combustion efficiencies were found to be adversely affected by increasing compression ratio.…”

Section: Introductionmentioning

confidence: 99%

Performance and Analysis of a 4-Stroke Multi-Cylinder Gasoline Engine with CAI Combustion

Zhao

Jian

et al. 2002

SAE Technical Paper Series

166

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Controlled Auto-Ignition (CAI) combustion was realised in a production type 4-stroke 4-cylinder gasoline engine without intake charge heating or increasing compression ratio. The CAI engine operation was achieved using substantially standard components modified only in camshafts to restrict the gas exchange processThe engine could be operated with CAI combustion within a range of load (0.5 to 4 bar BMEP) and speed (1000 to 3500 rpm). Significant reductions in both specific fuel consumption and CO emissions were found. The reduction in NOx emission was more than 93% across the whole CAI range. Though unburned hydrocarbons were higher under the CAI engine operation.In order to evaluate the potential of the CAI combustion technology, the European NEDC driving cycle vehicle simulation was carried out for two identical vehicles powered by a SI engine and a CAI/SI hybrid engine, respectively. The simulation results showed only moderate improvement in fuel economy and exhaust emissions because of low utilisation of CAI during the drive cycle.In order to take full advantage of the CAI combustion technology, detailed analyses were carried out on the engine's performance, heat release and combustion characteristics, emissions and the effect of gas exchange processes. These analyses showed that the engine's performance and emissions were mainly affected by the trapped residual fractions and residual temperature. In addition, the backflow was found to affect the combustion and emission as well.

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“…The major advantages with Homogeneous Charge Compression Ignition, HCCI, are high efficiency and low NOx emissions [1,2]. The major drawback is the problem of controlling the ignition timing over a wide load and speed range [3,4].…”

Section: Introductionmentioning

confidence: 99%

Fuel Effects on Ion Current in an HCCI Engine

Vressner¹,

Hultqvist²,

Tunestål³

et al. 2005

SAE Technical Paper Series

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An interest in measuring ion current in Homogeneous Charge Compression Ignition (HCCI) engines arises when one wants to use a cheaper probe for feedback of the combustion timing than expensive piezo electric pressure transducers. However the location of the ion current probe, in this case a spark plug, is of importance for both signal strength and the crank angle position where the signal is obtained. Different fuels will probably affect the ion current in both signal strength and timing and this is the main interest of this investigation. The measurements were performed on a Scania D12 engine in single cylinder operation and ion current was measured at 7 locations simultaneously. By arranging this setup there was a possibility to investigate if the ion current signals from the different spark plug locations would correlate with the fact that, for this particular engine, the combustion starts at the walls and propagates towards the centre of the combustion chamber. The fuels investigated were isooctane, nheptane, PRF80, gasoline, diesel, ethanol and methanol. A special interest was how the ion current timing was affected by low temperature reactions, which were present with the n-heptane and diesel fuels as well as mixtures of isooctane and n-heptane, i.e.PRF80. The most interesting results were that ion current is both affected by the ion current probe location in the combustion chamber and the fuel used. Fuels with higher octane number seem to provoke ion current more easily, thus with LTR fuels as n-heptane and diesel ion current was only achieved at richer mixtures. The cycle to cycle variations of ion current increased with leaner mixtures. Ion current was also affected by combustion phasing and engine speed.

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Demonstrating the Multi Fuel Capability of a Homogeneous Charge Compression Ignition Engine with Variable Compression Ratio

Cited by 418 publications

References 17 publications

Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels

Effects of direct injection timing and blending ratio on RCCI combustion with different low reactivity fuels

Performance and Analysis of a 4-Stroke Multi-Cylinder Gasoline Engine with CAI Combustion

Fuel Effects on Ion Current in an HCCI Engine

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