Characterization of Hydrocarbon Emissions from Gasoline Direct-Injection Compression Ignition Engine Operating on a Higher Reactivity Gasoline Fuel

2017 ◽  
Vol 10 (4) ◽  
pp. 1454-1464 ◽  
Author(s):  
John Storey ◽  
Samuel Lewis ◽  
Melanie Moses-DeBusk ◽  
Raynella Connatser ◽  
Jong Lee ◽  
...  
Keyword(s):  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Hydrocarbon Emissions ◽  
Compression Ignition ◽  
Compression Ignition Engine

Operation of a Gasoline Direct Injection Compression Ignition Engine on Naphtha and E10 Gasoline Fuels

2016 ◽  
Vol 9 (2) ◽  
pp. 979-1001 ◽  
Author(s):  
Christopher P. Kolodziej ◽  
Mark Sellnau ◽  
Kukwon Cho ◽  
David Cleary
Keyword(s):  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Compression Ignition ◽  
Compression Ignition Engine

Development of Electrical-Electronic Controls for a Gasoline Direct Injection Compression Ignition Engine

2016 ◽  
Author(s):  
Donald V. Johnson ◽  
Gregory Roth ◽  
Andrew Fedewa ◽  
Jeremy Kraenzlein ◽  
Xiaojian Yang
Keyword(s):  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Compression Ignition ◽  
Compression Ignition Engine

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.

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.

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