Sufficiently premixed compression ignition of a gasoline-like fuel using three different nozzles in a diesel engine

Won, Hyun Woo; Peters, N.; Tait, Nigel; Kalghatgi, Gautam

doi:10.1177/0954407011423453

Cited by 36 publications

(18 citation statements)

References 16 publications

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“…However, given that GCI requires appropriate stratification to ensure combustion at low loads and to mitigate high heat release rates at high loads, it might indeed be better to have larger hole sizes. In fact, preliminary experiments by Won et al 53,54 demonstrated, in a single-cylinder engine, that the operating limits can be extended by larger-diameter injector nozzle holes and lower injection pressures. Since mixture preparation is so critical in GCI engines, other injector parameters such as the included angle 36 have to be optimized with the combustion bowl shape.…”

Section: Injection Pressure Injection Strategy and Injector Design Cmentioning

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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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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Section: Injection Pressure Injection Strategy and Injector Design Cmentioning

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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“…29–40 Finally, HFS utilizes the highest level of fuel stratification and typically features no premixed fuel and direct injection(s) relatively close to TDC. 41–69 HFS tends to utilize higher fuel injection pressure compared to PFS and MFS in order to get the fuel injection events completed before the autoignition event, as illustrated in Figure 4 by the bar height. However, with gasoline-like fuels, due to their resistance to autoignition and high volatility, the injection pressure requirements for HFS are still significantly lower than those required for diesel PCCI.…”

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

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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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“…In PCCI or PPCI derived from HCCI, the end point of fuel injection and the start point of combustion are separated for preferred control over the start of combustion and better fuel-air premixed state at the beginning of combustion [14]. References [15][16][17][18] conducted numerical simulation or experimental study on PPCI combustion.…”

Section: Introductionmentioning

confidence: 99%

Identifying Unregulated Emissions from Conventional Diesel Self-Ignition and PPCI Marine Engines at Full Load Conditions

Wang

Han³

et al. 2020

JMSE

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A study on unregulated emissions of a conventional diesel self-ignition and partial premixed compression ignition (PPCI) marine engine at full load condition was performed, respectively. In this work, PPCI was realized in a marine engine by blending 15% diesel with 85% light hydrocarbons (LHC). Gas chromatography-mass spectrometry (GC-MS) was used to detect and identify unregulated emissions, and the chemical formula and peak area of representative species were obtained. Furthermore, the unregulated emissions were classified and semi-quantitatively analyzed. The results show that the maximum in-cylinder pressure of PPCI is almost 11 bar lower than that of conventional diesel combustion, and the crank angle at that moment is also delayed by 2 • CA. Compared to conventional diesel combustion, the maximum pressure rise rate of PPCI is reduced by 3.5%, while the maximum heat release rate of PPCI increases by 23.5%. Further, PPCI produces fewer species in unregulated emissions, and their chemical formula are less complex than that of conventional diesel combustion. Compared to conventional diesel combustion, the relative concentration of alkane and organic components in PPCI decreases significantly, while ketone and ester increase.

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Sufficiently premixed compression ignition of a gasoline-like fuel using three different nozzles in a diesel engine

Cited by 36 publications

References 16 publications

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

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

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

Identifying Unregulated Emissions from Conventional Diesel Self-Ignition and PPCI Marine Engines at Full Load Conditions

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