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Low temperature combustion engine technologies are being investigated for high efficiency and low emissions. However, such engine technologies often produce higher engine-out hydrocarbon (HC) and carbon monoxide (CO) emissions, and their operating range is limited by the fuel properties. In this study, two different fuels, a US market gasoline containing 10% ethanol (RON 92 E10) and a higher reactivity gasoline (RON 80 E0), were compared on Delphi’s second generation Gasoline Direct-Injection Compression Ignition (Gen 2.0 GDCI) multi-cylinder engine. The engine was evaluated at three operating points ranging from a light load condition (800 rpm/2 bar IMEPg) to medium load conditions (1500 rpm/6 bar and 2000 rpm/10 bar IMEPg). The engine was equipped with two oxidation catalysts, between which was located the exhaust gas recirculation (EGR) inlet. Samples were taken at engine-out, between the catalysts, and at tailpipe locations.

Gasoline compression ignition (GCI) technology shows the potential to obtain high thermal efficiencies while maintaining low soot and NOx emissions in light-duty engine applications. Recent experimental studies and numerical simulations have indicated that high reactivity gasoline-like fuels can further enable the benefits of GCI combustion. However, there is limited empirical data in the literature studying the gasoline compression ignition process at relevant in-cylinder conditions, which are required for further optimizing combustion system designs. This study investigates the temporal and spatial evolution of the compression ignition process of various high reactivity gasoline fuels with research octane numbers (RON) of 71, 74 and 82, as well as a conventional RON 97 E10 gasoline fuel. A ten-hole prototype gasoline injector specifically designed for GCI applications capable of injection pressures up to 450 bar was used.

Experimental data and modeling work have shown that gasoline-like fuels can potentially be used to simultaneously achieve high efficiency and low pollutant emissions in compression ignition engines. Demonstrating that existing hardware systems are tolerant to these fuels is a key step in harnessing this potential. In this study, a 400-hour North Atlantic Treaty Organization (NATO) test cycle was used to assess the overall robustness of a Cummins XPI common-rail injection system operating with gasoline-like fuel. The cycle was designed to accelerate wear and identify any significant failure modes that could appear under normal operating conditions. Although prior work has investigated injection system durability with a wide variety of alternative fuels, this study uniquely focuses on a high-volatility, low-viscosity, gasoline-like fuel that has been dosed with lubricity additive.

Toluene primary reference fuel (TPRF) (mixture of toluene, iso-octane and heptane) is a suitable surrogate to represent a wide spectrum of real fuels with varying octane sensitivity. Investigating different surrogates in engine simulations is a prerequisite to identify the best matching mixture. However, running 3D engine simulations using detailed models is currently impossible and reduction of detailed models is essential. This work presents an AramcoMech reduced kinetic model developed at King Abdullah University of Science and Technology (KAUST) for simulating complex TPRF surrogate blends. A semi-decoupling approach was used together with species and reaction lumping to obtain a reduced kinetic model. The model was widely validated against experimental data including shock tube ignition delay times and premixed laminar flame speeds. Finally, the model was utilized to simulate the combustion of a low reactivity gasoline fuel under partially premixed combustion conditions.