GDI HCCI: Effects of Injection Timing and Air Swirl on Fuel Stratification, Combustion and Emissions Formation

Sjöberg, Magnus; Edling, Lars-Olof; Eliassen, Torbjörn; Magnusson, Lars; Ångström, Hans-Erik

doi:10.4271/2002-01-0106

Cited by 100 publications

(29 citation statements)

References 21 publications

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“…7 On the contrary, diesel fuels are highly reactive due to the long, saturated molecular structures (i.e. carbon number in the range of [10][11][12][13][14][15][16][17][18][19][20] and thus autoignite readily, making it difficult to achieve LTC.…”

Section: Ltc Operability and Fuel Properties: Gasoline And Diesel Fuelmentioning

confidence: 99%

“…Subsequent direct injections occur during the compression stroke to create slight levels of fuel stratification in an attempt to create sequential autoignition events while maintaining ultra-low NOx and soot emissions. [15][16][17][18][19][20][21][22][23][24][25][26][27][28] MFS increases the stratification level by reducing to the amount of premixed fuel and typically features all direct injections during the compression stroke. In addition, MFS strategies typically feature a fuel injection event near top dead center (TDC) of the compression stroke to trigger combustion.…”

Section: Fuel Stratification Levels For Ltgcimentioning

confidence: 99%

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A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

Dempsey

Curran

Wagner

2016

International Journal of Engine Research

136

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Many research studies have shown that low temperature combustion in compression ignition engines has the ability to yield ultra-low NOx and soot emissions while maintaining high thermal efficiency. To achieve low temperature combustion, sufficient mixing time between the fuel and air in a globally dilute environment is required, thereby avoiding fuel-rich regions and reducing peak combustion temperatures, which significantly reduces soot and NOx formation, respectively. It has been demonstrated that achieving low temperature combustion with diesel fuel over a wide range of conditions is difficult because of its properties, namely, low volatility and high chemical reactivity. On the contrary, gasoline has a high volatility and low chemical reactivity, meaning it is easier to achieve the amount of premixing time required prior to autoignition to achieve low temperature combustion. In order to achieve low temperature combustion while meeting other constraints, such as low pressure rise rates and maintaining control over the timing of combustion, in-cylinder fuel stratification has been widely investigated for gasoline low temperature combustion engines. The level of fuel stratification is, in reality, a continuum ranging from fully premixed (i.e. homogeneous charge of fuel and air) to heavily stratified, heterogeneous operation, such as diesel combustion. However, to illustrate the impact of fuel stratification on gasoline compression ignition, the authors have identified three representative operating strategies: partial, moderate, and heavy fuel stratification. Thus, this article provides an overview and perspective of the current research efforts to develop engine operating strategies for achieving gasoline low temperature combustion in a compression ignition engine via fuel stratification. In this study, computational fluid dynamics modeling of the in-cylinder processes during the closed valve portion of the cycle was used to illustrate the opportunities and challenges associated with the various fuel stratification levels.

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Section: Ltc Operability and Fuel Properties: Gasoline And Diesel Fuelmentioning

confidence: 99%

Section: Fuel Stratification Levels For Ltgcimentioning

confidence: 99%

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

Dempsey

Curran

Wagner

2016

International Journal of Engine Research

136

View full text Add to dashboard Cite

show abstract

“…For this reason they were desired by the Formula 1 pilots, but also and by many drivers willing to drive a car dynamically (nervous) (Christensen et al, 1999;Dahl et al, 2013;Dahl and Denbratt, 2012;Dempsey et al, 2013;Dernotte et al, 2014;Erjavec, 2009;Kavuri et al, 2016;Kitamura et al, 2002;Kokjohn et al, 2011;Li et al, 2007;Ludvigsen, 2005;Manente et al, 2011;Ozasa et al, 2016;Pan et al, 2016;Petrescu and Petrescu, 2011;Reed et al, 2016;Rezaei et al, 2016;Schmitt and Boulouchos, 2016;Sellnau et al, 2015;Shahlari et al, 2013;Sjöberg et al, 2002;Warnatz et al, 2006;Wong et al, 2016).…”

Section: Introductionmentioning

confidence: 99%

Something about the V Engines Design

Aversa¹,

Petrescu²,

Apicella³

et al. 2017

American Journal of Applied Sciences

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“…Fuel stratification as a means of controlling homogeneous charge combustion has been studied extensively. It started with the implementation of gasoline direct injection (GDI) in a diesel engine to achieve HCCI combustion [9]. It was found that the combustion efficiency increased with the increased level of stratification.…”

Section: Introductionmentioning

confidence: 99%

Diesel/CNG Mixture Autoignition Control Using Fuel Composition and Injection Gap

et al. 2017

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Combustion phasing is the main obstacle to the development of controlled auto-ignition based (CAI) engines to achieve low emissions and low fuel consumption operation. Fuel combinations with substantial differences in reactivity, such as diesel/compressed natural gas (CNG), show desirable combustion outputs and demonstrate great possibility in controlling the combustion. This paper discusses a control method for diesel/CNG mixture combustion with a variation of fuel composition and fuel stratification levels. The experiments were carried out in a constant volume combustion chamber with both fuels directly injected into the chamber. The mixture composition was varied from 0 to 100% CNG/diesel at lambda 1 while the fuel stratification level was controlled by the injection phasing between the two fuels, with gaps between injections ranging from 0 to 20 ms. The results demonstrated the suppressing effect of CNG on the diesel combustion, especially at the early combustion stages. However, CNG significantly enhanced the combustion performance of the diesel in the later stages. Injection gaps, on the other hand, showed particular behavior depending on mixture composition. Injection gaps show less effect on combustion phasing but a significant effect on the combustion output for higher diesel percentage (≥70%), while it is contradictive for lower diesel percentage (<70%).

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GDI HCCI: Effects of Injection Timing and Air Swirl on Fuel Stratification, Combustion and Emissions Formation

Cited by 100 publications

References 21 publications

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

Something about the V Engines Design

Diesel/CNG Mixture Autoignition Control Using Fuel Composition and Injection Gap

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