Fuel property effects on low-speed pre-ignition

Jatana, Gurneesh S.; Splitter, Derek; Kaul, Brian; Szybist, James P.

doi:10.1016/j.fuel.2018.05.060

Cited by 37 publications

(29 citation statements)

References 37 publications

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“…Andrews et al [43] reported that engine oils formulated with higher viscosity base stocks produced more LSPI events. The impact of fuel properties on LSPI has also been investigated [44,45]. Jatana et al [44] tested four different fuels in an engine run at identical LSPI prone operating conditions.…”

Section: Low Speed Pre-ignitionmentioning

confidence: 99%

“…The impact of fuel properties on LSPI has also been investigated [44,45]. Jatana et al [44] tested four different fuels in an engine run at identical LSPI prone operating conditions. They found that fuels with similar boiling properties and octane numbers exhibited similar LSPI number counts, but there were vastly different LSPI magnitudes and intensities.…”

Section: Low Speed Pre-ignitionmentioning

confidence: 99%

See 1 more Smart Citation

Fuel-Lubricant Interactions: Critical Review of Recent Work

Taylor

2021

Lubricants

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A critical review of recent work on fuel lubricant interactions is undertaken. The work focusses on liquid fuels used in diesel and gasoline vehicles. The amount of fuel that contaminates the lubricant depends on driving conditions, engine design, fuel type, and lubricant type. When fuel contaminates a lubricant, the viscosity of the lubricant will change (it will usually decrease), the sump oil level may increase, there may be a tendency for more sludge formation, there may be an impact on friction and wear, and low speed pre-ignition could occur. The increased use of biofuels (particularly biodiesel) may require a reduction in oil drain intervals, and fuel borne additives could contaminate the lubricant. The move towards the active regeneration of particulate filters by delayed fuel post-injection and the move towards hybrid electric vehicles and vehicles equipped with stop-start systems will lead to increased fuel dilution. This will be of more concern in diesel engines, since significant fuel dilution could persist at sump oil temperatures in the range of 100–150 °C (whereas in gasoline engines the more volatile gasoline fuel will have substantially evaporated at these temperatures). It is anticipated that more research into fuel lubricant interactions, particularly for diesel engines, will be needed in the near future.

show abstract

Section: Low Speed Pre-ignitionmentioning

confidence: 99%

Section: Low Speed Pre-ignitionmentioning

confidence: 99%

Fuel-Lubricant Interactions: Critical Review of Recent Work

Taylor

2021

Lubricants

View full text Add to dashboard Cite

show abstract

“…Andrews et al [39] reported that engine oils formulated with higher viscosity base stocks produced more LSPI events. The impact of fuel properties on LSPI has also been investigated [40,41]. Jatana et al [40] tested four different fuels in an engine run at identical LSPI prone operating conditions.…”

Section: Low Speed Pre-ignitionmentioning

confidence: 99%

“…The impact of fuel properties on LSPI has also been investigated [40,41]. Jatana et al [40] tested four different fuels in an engine run at identical LSPI prone operating conditions. They found that fuels with similar boiling properties and octane numbers exhibited similar LSPI number counts, but there were vastly dif-ferent LSPI magnitudes and intensities.…”

Section: Low Speed Pre-ignitionmentioning

confidence: 99%

Fuel-Lubricant Interactions: Critical Review of Recent Work

Taylor¹

2021

Preprint

View full text Add to dashboard Cite

A critical review of recent work on fuel lubricant interactions is undertaken. The work focusses on liquid fuels used in diesel and gasoline vehicles. The amount of fuel that contaminates the lubricant depends on driving conditions, engine design, fuel type and lubricant type. When fuel contaminates a lubricant, the viscosity of the lubricant will change (it will usually decrease), the sump oil level may increase, there may be a tendency for more sludge formation, there may be an impact on friction and wear, and low speed pre-ignition could occur. The increased use of biofuels (particularly biodiesel) may require a reduction in oil drain intervals, and fuel borne additives could contaminate the lubricant. The move to active regeneration of particulate filters by delayed fuel post-injection and the move to hybrid electric vehicles, and vehicles equipped with stop-start systems will lead to increased fuel dilution. This will be of more concern in diesel engines, since significant fuel dilution could still persist at sump oil temperatures in the range 100-150C (whereas in gasoline engines the more volatile gasoline fuel will have substantially evaporated at these temperatures). It is anticipated that more research into fuel lubricant interactions, particularly for diesel engines, will be needed in the near future.

show abstract

“…The increasing severity of the current energy crisis and environmental pollution are leading to technical downsizing and turbocharging in spark ignition (SI) engines due to their superior economy and power performance [1]. Theoretically, the engine performance, such as the torque and fuel consumption rate, is positively related to the fuel compression ratio; however, knocking, which is a devastating and abnormal combustion phenomenon, occurs under critically constrained conditions in the development of high-efficiency engine [2]. This trade-off makes it difficult to achieve the theoretical maximum combustion efficiency in practical engines.…”

Section: Introductionmentioning

confidence: 99%

Effects of Flame Propagation Velocity and Turbulence Intensity on End-Gas Auto-Ignition in a Spark Ignition Gasoline Engine

et al. 2020

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Knocking is a destructive and abnormal combustion phenomenon that hinders modern spark ignition (SI) engine technologies. However, the in-depth mechanism of a single-factor influence on knocking has not been well studied. Thus, the major aim of the present study is to study the effects of flame propagation velocity and turbulence intensity on end-gas auto-ignition through a large eddy simulation (LES) and a decoupling methodology in a downsized gasoline engine. The mechanisms of end-gas auto-ignition as well as strong pressure oscillation are qualitatively analyzed. It is observed that both flame propagation velocity and turbulence have a non-monotonic effect on knocking intensity. The competitive relationship between flame propagation velocity and ignition delay of the end gas is the primary reason responding to this phenomenon. A higher flame speed leads to an increase in the heat release rate in the cylinder, and consequently, quicker increases in the temperature and pressure of the unburned end-gas mixture are obtained, leading to end-gas auto-ignition. Further, the coupling of a pressure wave and an auto-ignition flame front results in super-knocking with a maximum peak of pressure of 31 MPa. Although the turbulence indirectly influences the end-gas auto-ignition by affecting the flame propagation velocity, it can accelerate the dissipation of radicals and heat in the end gas, which significantly influences knocking intensity. Moreover, it is found that the effect of turbulence is more pronounced than that of flame propagation velocity in inhibiting knocking. It can be concluded that the intensity of the pressure oscillation depends on the unburned mixture mass as well as the local thermodynamic state induced by flame propagation and turbulence, with mutual interactions. The present work is expected to provide valuable perspective for inhibiting super-knocking of an SI gasoline engine.

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Fuel property effects on low-speed pre-ignition

Cited by 37 publications

References 37 publications

Fuel-Lubricant Interactions: Critical Review of Recent Work

Fuel-Lubricant Interactions: Critical Review of Recent Work

Fuel-Lubricant Interactions: Critical Review of Recent Work

Effects of Flame Propagation Velocity and Turbulence Intensity on End-Gas Auto-Ignition in a Spark Ignition Gasoline Engine

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