Investigation of Injection Strategies to Improve High Efficiency RCCI Combustion With Diesel and Gasoline Direct Injection

2012 ◽  
Author(s):  
Martin L. Wissink ◽  
Jae H. Lim ◽  
Derek A. Splitter ◽  
Reed M. Hanson ◽  
Rolf D. Reitz
Keyword(s):  
High Efficiency ◽  
Direct Injection ◽  
High Reactivity ◽  
Gasoline Direct Injection ◽  
Cylinder Wall ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Fuel Vaporization ◽  
Heavy Duty Diesel ◽  
Injection Strategies

Experiments were performed to investigate injection strategies for improving engine-out emissions of RCCI combustion in a heavy-duty diesel engine. Previous studies of RCCI combustion using port-injected low-reactivity fuel (e.g., gasoline or iso-octane) and direct-injected high-reactivity fuel (e.g., diesel or n-heptane) have reported greater than 56% gross indicated thermal efficiency while meeting the EPA 2010 heavy-duty PM and NOx emissions regulations in-cylinder. However, CO and UHC emissions were higher than in diesel combustion. This increase is thought to be caused by crevice flows of trapped low-reactivity fuel and lower cylinder wall temperatures. In the present study, both the low- and high-reactivity fuels were direct-injected, enabling more precise targeting of the low-reactivity fuel as well as independent stratification of equivalence ratio and reactivity. Experiments with direct-injection of both gasoline and diesel were conducted at 9 bar IMEP and compared to results from experiments with port-injected gasoline and direct-injected diesel at matched conditions. The results indicate that reductions in UHC, CO, and PM are possible with direct-injected gasoline, while maintaining similar gross indicated efficiency as well as NOx emissions well below the EPA 2010 heavy-duty limit. Additionally, experimental results were simulated using multi-dimensional modeling in the KIVA-3V code coupled to a Discrete Multi-Component fuel vaporization model. The simulations suggest that further UHC reductions can be made by using wider injector angles which direct the gasoline spray away from the crevices.

SI/HCCI Mode Switching Optimization in a Gasoline Direct Injection Engine Employing Dual Univalve System

2018 ◽  
Vol 141 (3) ◽  
Author(s):  
Yintong Liu ◽  
Liguang Li ◽  
Haifeng Lu ◽  
Stephan Schmitt ◽  
Jun Deng ◽  
...  
Keyword(s):  
High Efficiency ◽  
Direct Injection ◽  
Load Condition ◽  
Gasoline Direct Injection ◽  
Mode Switching ◽  
Nox Emissions ◽  
Combustion Mode ◽  
Timing Control ◽  
Main Challenge ◽  
Low Load

Homogeneous charge compression ignition (HCCI) is a feasible combustion mode meeting future stringent emissions regulations, and has high efficiency and low NOX and particle emissions. As the narrow working condition range is the main challenge limiting the industrialization of HCCI, combustion mode switching between SI and HCCI is necessary when employing HCCI in mass production engines. Based on a modified production gasoline direct injection (GDI) engine equipped with dual UniValve system (a fully continuously variable valvetrain system), SI/HCCI mode switching under low load condition is investigated. According to the results, combustion mode switching from SI to HCCI is more complicated than from HCCI to SI. As HCCI requires strict boundary conditions for reliable and repeatable fuel auto-ignition, abnormal combustion easily appears in transition cycle, especially when combustion switches from SI to HCCI. Timing control strategies can optimize the combustion of transition cycles. With the optimization of timing control, the mode switching from SI to HCCI can be completed with only two transition cycles of late combustion, and abnormal combustion can be avoided during the mode switching from HCCI to SI. Under the low load condition, the indicated efficiency reaches 39% and specific NOX emissions drop down to around 1 mg/L/s when the combustion mode is switched to HCCI mode. Compared to SI mode, the indicated efficiency is increased by 10% and the specific NOX emissions are reduced by around 85%.

Strategies for emissions control in heavy-duty diesel engines to achieve low-emissions combustion with a high efficiency

2015 ◽  
Vol 230 (5) ◽  
pp. 593-608 ◽  
Author(s):  
Guisheng Chen ◽  
Lei Di ◽  
Yinggang Shen ◽  
Wei Zhang ◽  
Bin Mao
Keyword(s):  
Diesel Engines ◽  
High Efficiency ◽  
Heavy Duty ◽  
Emissions Control ◽  
Heavy Duty Diesel

scholarly journals Understanding elevated real-world NOx emissions: Heavy-duty diesel engine certification testing versus in-use vehicle testing

Fuel ◽  
2022 ◽  
Vol 307 ◽  
pp. 121771
Author(s):  
Yu Jiang ◽  
Yi Tan ◽  
Jiacheng Yang ◽  
Georgios Karavalakis ◽  
Kent C. Johnson ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Real World ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Certification Testing ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Vehicle Testing

Modeling of NOx Emissions with Comparison to Exhaust Measurements for a Gas Fuel Converted Heavy-Duty Diesel Engine

1996 ◽  
Author(s):  
Gregory J. Hampson ◽  
Jun Xin ◽  
Yong Liu ◽  
Zhiyu Han ◽  
Rolf D. Reitz
Keyword(s):  
Diesel Engine ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Heavy Duty Diesel Engine ◽  
Gas Fuel ◽  
Heavy Duty Diesel ◽  
Exhaust Measurements

Assessment of In-Use NOx Emissions from Heavy-Duty Diesel Vehicles Equipped with Selective Catalytic Reduction Systems

2021 ◽  
Author(s):  
Yi Tan ◽  
Seungju Yoon ◽  
Chris R. Ruehl ◽  
Jorn Herner ◽  
Paul Henderick ◽  
...  
Keyword(s):  
Selective Catalytic Reduction ◽  
Catalytic Reduction ◽  
Nox Emissions ◽  
Heavy Duty ◽  
Diesel Vehicles ◽  
Heavy Duty Diesel

scholarly journals On-Board Sensor-Based NOx Emissions from Heavy-Duty Diesel Vehicles

2019 ◽  
Vol 53 (9) ◽  
pp. 5504-5511 ◽  
Author(s):  
Yi Tan ◽  
Paul Henderick ◽  
Seungju Yoon ◽  
Jorn Herner ◽  
Thomas Montes ◽  
...  
Keyword(s):  
Nox Emissions ◽  
Heavy Duty ◽  
Diesel Vehicles ◽  
Heavy Duty Diesel

scholarly journals Investigation on Blending Effects of Gasoline Fuel with N-Butanol, DMF, and Ethanol on the Fuel Consumption and Harmful Emissions in a GDI Vehicle

Energies ◽  
2019 ◽  
Vol 12 (10) ◽  
pp. 1845 ◽  
Author(s):  
Haifeng Liu ◽  
Xichang Wang ◽  
Diping Zhang ◽  
Fang Dong ◽  
Xinlu Liu ◽  
...  
Keyword(s):  
Steady State ◽  
Fuel Consumption ◽  
Large Fraction ◽  
Direct Injection ◽  
Transient State ◽  
Gasoline Direct Injection ◽  
Nox Emissions ◽  
Fuel Blends ◽  
Wide Range ◽  
Oxygenated Fuel

The effects of three kinds of oxygenated fuel blends—i.e., ethanol-gasoline, n-butanol-gasoline, and 2,5-dimethylfuran (DMF)-gasoline-on fuel consumption, emissions, and acceleration performance were investigated in a passenger car with a chassis dynamometer. The engine mounted in the vehicle was a four-cylinder, four-stroke, turbocharging gasoline direct injection (GDI) engine with a displacement of 1.395 L. The test fuels include ethanol-gasoline, n-butanol-gasoline, and DMF-gasoline with four blending ratios of 20%, 50%, 75%, and 100%, and pure gasoline was also tested for comparison. The original contribution of this article is to systemically study the steady-state, transient-state, cold-start, and acceleration performance of the tested fuels under a wide range of blending ratios, especially at high blending ratios. It provides new insight and knowledge of the emission alleviation technique in terms of tailoring the biofuels in GDI turbocharged engines. The results of our works showed that operation with ethanol–gasoline, n-butanol–gasoline, and DMF–gasoline at high blending ratios could be realized in the GDI vehicle without any modification to its engine and the control system at the steady state. At steady-state operation, as compared with pure gasoline, the results indicated that blending n-butanol could reduce CO2, CO, total hydrocarbon (THC), and NOX emissions, which were also decreased by employing a higher blending ratio of n-butanol. However, a high fraction of n-butanol increased the volumetric fuel consumption, and so did the DMF–gasoline and ethanol–gasoline blends. A large fraction of DMF reduced THC emissions, but increased CO2 and NOX emissions. Blending n-butanol can improve the equivalent fuel consumption. Moreover, the particle number (PN) emissions were significantly decreased when using the high blending ratios of the three kinds of oxygenated fuels. According to the results of the New European Drive Cycle (NEDC) cycle, blending 20% of n-butanol with gasoline decreased CO2 emissions by 5.7% compared with pure gasoline and simultaneously reduced CO, THC, NOX emissions, while blending ethanol only reduced NOX emissions. PN and particulate matter (PM) emissions decreased significantly in all stages of the NEDC cycle with the oxygenated fuel blends; the highest reduction ratio in PN was 72.87% upon blending 20% ethanol at the NEDC cycle. The high proportion of n-butanol and DMF improved the acceleration performance of the vehicle.

Effect of Piston Crevices on 3D Simulation of a Heavy-Duty Diesel Engine Retrofitted to Natural Gas Spark Ignition

2018 ◽  
Author(s):  
Iolanda Stocchi ◽  
Jinlong Liu ◽  
Cosmin E. Dumitrescu ◽  
Michele Battistoni ◽  
Carlo Nazareno Grimaldi
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Combustion Model ◽  
Heavy Duty ◽  
Ic Engine ◽  
Pressure Trace ◽  
Heavy Duty Diesel Engine ◽  
Heavy Duty Diesel ◽  
Flame Behavior ◽  
Experimental Pressure

3D CFD IC engine simulations that use a simplified combustion model based on the flamelets concept can provide acceptable results with minimum computational costs and reasonable running times. More, the simulation can neglect small combustion chamber details such as valve crevices, valve recesses and piston crevices volume. The missing volumes are usually compensated by changes in the squish volume (i.e., by increasing the clearance height of the model compared to the real engine). This paper documents some of the effects that such an approach would have on the simulated results of the combustion phenomena inside a conventional heavy-duty direct-injection CI engine, which was converted to port-fuel injection SI operation. 3D IC engine simulations with or without crevice volumes were run using the G-equation combustion model. A proper parameter choice ensured that the simulation results agreed well with the experimental pressure trace. The results show that including the crevice volume affected the mass of unburned mixture inside the squish region, which in turn influenced the flame behavior and heat release during late-combustion stages.

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