Operating a Heavy-Duty Direct-Injection Compression-Ignition Engine with Gasoline for Low Emissions

2009 ◽  
Author(s):  
Reed Hanson ◽  
Derek Splitter ◽  
Rolf D. Reitz
Keyword(s):  
Direct Injection ◽  
Compression Ignition ◽  
Heavy Duty ◽  
Compression Ignition Engine

scholarly journals Numerical simulations of dual fuel combustion in a heavy duty compression ignition engine

2015 ◽  
Vol 163 (4) ◽  
pp. 47-56
Author(s):  
Łukasz KAPUSTA
Keyword(s):  
Direct Injection ◽  
System Optimization ◽  
Injection System ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Fuel System ◽  
Heavy Duty ◽  
Liquid Form ◽  
Compression Ignition Engine ◽  
Compression Ignition Engines

In this study dual fuel direct injection was studied in terms of utilizing in compression ignition engines gaseous fuels with high octane number which are stored in liquid form, specifically liquid propane. Due to the fact that propane is not as much knock-resistant as natural gas, instead of conventional dual fuel system a system based on simultaneous direct injection of two fuel was selected as the most promissing one. Dual fuel operation was compared with pure diesel operation. The performed simulations showed huge potential of dual fuel system for burning light hydrocarbons in heavy duty compression ignition engines. However, further secondary fuel injection system optimization is required in order to improve atomization and lower the emissions.

Mapping the combustion modes of a dual-fuel compression ignition engine

2021 ◽  
pp. 146808742110183
Author(s):  
Jonathan Martin ◽  
André Boehman
Keyword(s):  
Direct Injection ◽  
Fuel Combustion ◽  
Dual Fuel ◽  
Compression Ignition ◽  
Compression Ignition Engine ◽  
Combustion Modes ◽  
Si Engines ◽  
Dual Fuel Combustion ◽  
Soot Emissions ◽  
Ci Engines

Compression-ignition (CI) engines can produce higher thermal efficiency (TE) and thus lower carbon dioxide (CO2) emissions than spark-ignition (SI) engines. Unfortunately, the overall fuel economy of CI engine vehicles is limited by their emissions of nitrogen oxides (NOx) and soot, which must be mitigated with costly, resource- and energy-intensive aftertreatment. NOx and soot could also be mitigated by adding premixed gasoline to complement the conventional, non-premixed direct injection (DI) of diesel fuel in CI engines. Several such “dual-fuel” combustion modes have been introduced in recent years, but these modes are usually studied individually at discrete conditions. This paper introduces a mapping system for dual-fuel CI modes that links together several previously studied modes across a continuous two-dimensional diagram. This system includes the conventional diesel combustion (CDC) and conventional dual-fuel (CDF) modes; the well-explored advanced combustion modes of HCCI, RCCI, PCCI, and PPCI; and a previously discovered but relatively unexplored combustion mode that is herein titled “Piston-split Dual-Fuel Combustion” or PDFC. Tests show that dual-fuel CI engines can simultaneously increase TE and lower NOx and/or soot emissions at high loads through the use of Partial HCCI (PHCCI). At low loads, PHCCI is not possible, but either PDFC or RCCI can be used to further improve NOx and/or soot emissions, albeit at slightly lower TE. These results lead to a “partial dual-fuel” multi-mode strategy of PHCCI at high loads and CDC at low loads, linked together by PDFC. Drive cycle simulations show that this strategy, when tuned to balance NOx and soot reductions, can reduce engine-out CO2 emissions by about 1% while reducing NOx and soot by about 20% each with respect to CDC. This increases emissions of unburnt hydrocarbons (UHC), still in a treatable range (2.0 g/kWh) but five times as high as CDC, requiring changes in aftertreatment strategy.

Experimental Investigation of a Heavy-Duty Compression-Ignition Engine Retrofitted to Natural Gas Spark-Ignition Operation

2019 ◽  
Vol 141 (11) ◽  
Author(s):  
Jinlong Liu ◽  
Hemanth Kumar Bommisetty ◽  
Cosmin Emil Dumitrescu
Keyword(s):  
Natural Gas ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Compression Ignition ◽  
Heavy Duty ◽  
Compression Ignition Engine ◽  
Engine Operation ◽  
Cycle Variation ◽  
Spark Timing ◽  
Ci Engines

Heavy-duty compression-ignition (CI) engines converted to natural gas (NG) operation can reduce the dependence on petroleum-based fuels and curtail greenhouse gas emissions. Such an engine was converted to premixed NG spark-ignition (SI) operation through the addition of a gas injector in the intake manifold and of a spark plug in place of the diesel injector. Engine performance and combustion characteristics were investigated at several lean-burn operating conditions that changed fuel composition, spark timing, equivalence ratio, and engine speed. While the engine operation was stable, the reentrant bowl-in-piston (a characteristic of a CI engine) influenced the combustion event such as producing a significant late combustion, particularly for advanced spark timing. This was due to an important fraction of the fuel burning late in the squish region, which affected the end of combustion, the combustion duration, and the cycle-to-cycle variation. However, the lower cycle-to-cycle variation, stable combustion event, and the lack of knocking suggest a successful conversion of conventional diesel engines to NG SI operation using the approach described here.

Ozone-Assisted Combustion—Part I: Literature Review and Kinetic Study Using Detailed n-Heptane Kinetic Mechanism

2014 ◽  
Vol 136 (9) ◽  
Author(s):  
Christopher Depcik ◽  
Michael Mangus ◽  
Colter Ragone
Keyword(s):  
Ignition Delay ◽  
Equivalence Ratio ◽  
Atomic Oxygen ◽  
Direct Injection ◽  
Kinetic Mechanism ◽  
Combustion Model ◽  
Ozone Decomposition ◽  
Compression Ignition ◽  
Review Of The Literature ◽  
Compression Ignition Engine

In this first paper, the authors undertake a review of the literature in the field of ozone-assisted combustion in order to summarize literature findings. The use of a detailed n-heptane combustion model including ozone kinetics helps analyze these earlier results and leads into experimentation within the authors' laboratory using a single-cylinder, direct-injection compression ignition engine, briefly discussed here and in more depth in a following paper. The literature and kinetic modeling outcomes indicate that the addition of ozone leads to a decrease in ignition delay, both in comparison to no added ozone and with a decreasing equivalence ratio. This ignition delay decrease as the mixture leans is counter to the traditional increase in ignition delay with decreasing equivalence ratio. Moreover, the inclusion of ozone results in slightly higher temperatures in the cylinder due to ozone decomposition, augmented production of nitrogen oxides, and reduction in particulate matter through radial atomic oxygen chemistry. Of additional importance, acetylene levels decrease but carbon monoxide emissions are found to both increase and decrease as a function of equivalence ratio. This work illustrates that, beyond a certain level of assistance (approximately 20 ppm for the compression ratio of the authors' engine), adding more ozone has a negligible influence on combustion and emissions. This occurs because the introduction of O3 into the intake causes a temperature-limited equilibrium set of reactions via the atomic oxygen radical produced.

Combustion and vibration study of a direct injection compression ignition engine fuelled with Moringa oleifera biodiesel-diesel blends

2021 ◽  
pp. 1-24
Author(s):  
Jaikumar Sagari ◽  
Srinivas Vdapalli ◽  
Rajasekhar Medidi ◽  
Ravi Sankar Hota ◽  
Sankara Narayana Kota ◽  
...  
Keyword(s):  
Moringa Oleifera ◽  
Direct Injection ◽  
Compression Ignition ◽  
Compression Ignition Engine
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