Experimental Investigation of the Compression Ignition Process of High Reactivity Gasoline Fuels and E10 Certification Gasoline using a High-Pressure Direct Injection Gasoline Injector

Zhang, Jiongxun; Tang, Meng; Atkinson, William; Schmidt, Henry; Lee, Seong-Young; Naber, Jeffrey; Tzanetakis, Tom; Sim, Jaeheon

doi:10.4271/2020-01-0323

Cited by 13 publications

(8 citation statements)

References 29 publications

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“…Since RON60 and RON92 share similar physical properties, it is expected that non-reacting spray characteristics like penetration and dispersion angle should also be similar. This hypothesis has been previously verified with gasoline direct injection (GDI) hardware up to fuel pressures of 450 bar (Zhang et al, 2020). The aim of the current work is to extend this validation to higher fuel pressures with common rail hardware at charge conditions relevant to heavy-duty engines.…”

Section: Fuel Specificationsmentioning

confidence: 66%

“…Figure 4 shows the near-simultaneous Z-type shadowgraph/ Mie-scattering layout designed to capture the time evolution of liquid length, vapor penetration, and vapor dispersion angle under evaporating conditions (Zhang et al, 2017a;Zhang et al, 2020). The same high-speed camera previously described was also used for this optical setup but with two Lightspeed Technologies HPLS-36AD3500 light emitting diodes (LEDs).…”

Section: Methodsmentioning

confidence: 99%

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Non-Reacting Spray Characteristics of Gasoline and Diesel With a Heavy-Duty Single-Hole Injector

et al. 2022

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Gasoline compression ignition (GCI) is a promising combustion technology that could help alleviate the projected demand for diesel in commercial transport while providing a pathway to achieve upcoming CO2 and criteria pollutant regulations for heavy-duty engines. However, relatively high (i.e., diesel-like) injection pressures are needed to enable GCI across the entire load range while maintaining soot emissions benefits and managing heat release rates. There have only been a limited number of previous studies investigating the spray characteristics of light distillates with high-pressure direct-injection hardware under charge gas conditions relevant to heavy-duty applications. The current work aims to address this issue while providing experimental data needed for calibrating spray models used in simulation-led design activities. The non-reacting spray characteristics of two gasoline-like fuels relevant to GCI were studied and compared to ultra-low-sulfur diesel (ULSD). These fuels shared similar physical properties and were thus differentiated based on their research octane number (RON). Although RON60 and RON92 had different reactivities, it was hypothesized that they would exhibit similar non-reacting spray characteristics due to their physical similarities. Experiments were conducted in an optically accessible, constant volume combustion chamber using a single-hole injector representing high-pressure, common-rail fuel systems. Shadowgraph and Mie-scattering techniques were employed to measure the spray dispersion angles and penetration lengths under both non-vaporizing and vaporizing conditions. Gasoline-like fuels exhibited similar or larger non-vaporizing dispersion angle compared to ULSD. All fuels followed a typical correlation based on air-to-fuel density ratio indicating that liquid density is the main governing fuel parameter. Injection pressure had a negligible effect on the dispersion angle. Gasoline-like fuels had slower non-vaporizing penetration rates compared to ULSD, primarily due to their larger dispersion angles. As evidenced by the collapse of data onto a non-dimensional penetration correlation over a wide range of test conditions, all fuels conformed to the expected physical theory governing non-vaporizing sprays. There was no significant trend in the vaporizing dispersion angle with respect to fuel type which remained relatively constant across the entire charge gas temperature range of 800–1200 K. There was also no discernable difference in vapor penetration among the fuels or across charge temperature. The liquid length of gasoline-like fuels was much shorter than ULSD and exhibited no dependence on charge temperature at a given charge gas pressure. This behavior was attributed to gasoline being limited by interphase transport as opposed to mixing or air entrainment rates during its evaporation process. RON92 had a larger non-vaporizing dispersion angle but similar penetration compared to RON60. Although this seems to violate the original similarity hypothesis for these fuels, the analysis was made difficult due to the use of different injector builds for the experiments. However, RON92 did show a slightly larger vapor dispersion angle than RON60 and ULSD. This observation was attributed to nuanced volatility differences between the gasoline-like fuels and indicates that vapor dispersion angle likely relies on a more complex correlation beyond that of only air-to-fuel density ratio. Finally, RON92 showed the same quantitative liquid length and insensitivity to charge gas temperature as RON60.

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Section: Fuel Specificationsmentioning

confidence: 66%

Section: Methodsmentioning

confidence: 99%

Non-Reacting Spray Characteristics of Gasoline and Diesel With a Heavy-Duty Single-Hole Injector

et al. 2022

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“…Therefore, no negative contribution in terms of energy spent on the volumetric compressor needs to be considered in the evaluation of combustion efficiency. Besides boost pressure, many works show that intake temperature also plays a crucial role in gasoline PPC stability [20,21,22]. For these reasons, to accurately control the intake air temperature, a high-temperature diathermic oil thermoregulation unit (TEMPCO T-REG HCE 609/15-O) has been installed midway between the centrifugal compressor and the intake manifold.…”

Section: Methodsmentioning

confidence: 99%

Investigation of Gasoline Partially Premixed Combustion with External Exhaust Gas Recirculation

Ravaglioli¹,

Ponti²,

Silvagni³

et al. 2021

SAE Int. J. Engines

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The stringent emission regulations for Internal Combustion Engines (ICEs) spawned a great amount of research in the field of innovative combustion approaches characterized by high efficiency and low emissions. Previous research demonstrate that such promising techniques, named Low-Temperature Combustion (LTC), combine the benefits of Compression Ignition (CI) engines, such as high compression ratio and unthrottled lean mixture, with low engine-out emissions using a properly premixed air-fuel mixture. Due to longer ignition delay and high volatility compared to diesel, gasoline-like fuels show good potential for the generation of a highly premixed charge, which is needed to reach LTC characteristics. In this scenario, gasoline Partially Premixed Combustion (PPC), characterized by the high-pressure direct injection of gasoline, showed good potential for the simultaneous reduction of pollutants and emissions in CI engines. However, previous research on gasoline CI highlight that a key factor for the optimization of both efficiency and pollutants is the proper management of Exhaust Gas Recirculation (EGR). This work presents the experimental investigation performed running a light-duty CI engine, operated with gasoline PPC, and varying the mass of recirculated gases trapped in the combustion chamber. To guarantee the stability of gasoline autoignition in all the tested conditions, a specific experimental layout has been developed to accurately quantify the amount of trapped residual gases due to the internal and external EGR. The obtained results clearly highlight the impact of EGR on the combustion process and emissions, demonstrating that optimization of charge dilution with EGR is fundamental to guarantee the optimal compromise between efficiency and emissions over the whole operating range.

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“…Despite the use of low reactivity fuels with high volatility, such as gasoline or gasoline-like bio-fuels, significantly limits the pollutants production, especially particulate matter and unburned hydrocarbons [15,[21][22][23], their different ignition dynamic strongly affects combustion stability. A lot of works report that, given a set of injection parameters, the longer ignition delay of low reactivity fuels (compared to standard diesel fuel) might lead a poor combustion of the first injection especially when GCI is run in cold operating conditions and generate a very retarded center of combustion (inefficient combustion) or misfire [19,[24][25][26].…”

Section: Introductionmentioning

confidence: 99%

Accelerometer-based SOC estimation methodology for combustion control applied to Gasoline Compression Ignition

Silvagni

Ravaglioli

Ponti

et al. 2022

J. Phys.: Conf. Ser.

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The European Community’s recent decision to suspend the marketing of cars with conventional fossil-fueled internal combustion engines from 2035 requires new solutions, based on carbon-neutral technologies, that ensure equivalent performances in terms of reliability, trip autonomy, refueling times and end-of-life disposal of components compared to those of current gasoline or diesel cars. The use of bio-fuels and hydrogen, which can be obtained by renewable energy sources, coupled with high-efficiency combustion methodologies might allow to reach the carbon neutrality of transports (net-zero carbon dioxide emissions) even using the well-known internal combustion engine technology. Bearing this in mind, experiments were carried out on compression ignited engines running on gasoline (GCI) with a high thermal efficiency which, in the future, could be easily adapted to run on a bio-fuel. Despite the well-reported benefits of GCI engines in terms of efficiency and pollutant emissions, combustion instability hinders the diffusion of these engines for industrial applications. A possible solution to stabilize GCI combustion is the use of multiple injections strategies, typically composed by 2 early injected fuel jests followed by the main injection. The heat released by the combustion of the earlier fuel jets allows to reduce the ignition delay of the main injection, directly affecting both delivered torque and center of combustion. As a result, to properly manage GCI engines, a stable and reliable combustion of the pre-injections is mandatory. In this paper, an estimation methodology of the start of combustion (SOC) position, based on the analysis of the signal coming from an accelerometer sensor mounted on the engine block, is presented (the optimal sensor positioning is also discussed). A strong correlation between the SOC calculated from the accelerometer and that obtained from the analysis of the rate of heat release (RoHR) was identified. As a result, the estimated SOC could be used to feedback an adaptive closed-loop combustion control algorithm, suitable to improve the stability of the whole combustion process.

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Experimental Investigation of the Compression Ignition Process of High Reactivity Gasoline Fuels and E10 Certification Gasoline using a High-Pressure Direct Injection Gasoline Injector

Cited by 13 publications

References 29 publications

Non-Reacting Spray Characteristics of Gasoline and Diesel With a Heavy-Duty Single-Hole Injector

Non-Reacting Spray Characteristics of Gasoline and Diesel With a Heavy-Duty Single-Hole Injector

Investigation of Gasoline Partially Premixed Combustion with External Exhaust Gas Recirculation

Accelerometer-based SOC estimation methodology for combustion control applied to Gasoline Compression Ignition

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