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In this study, the heated fuels were provided to the diesel engine in order to activate the fuel before the injection. Two test fuels: the normal diesel fuel and cetane, which have different boiling points were used. For both normal diesel fuel and cetane, crank angles at ignition and maximum pressure are delayed and the maximum combustion pressure is decreased as the fuel temperature rises. In cases of large and middle mass flow rate of fuel injection, the brake thermal efficiency and brake mean effective pressure are decreased when the fuel temperature is higher than 570 [K]. However, in the case of small mass flow rate of fuel injection, the brake thermal efficiency is almost independent of fuel temperature. HC and CO concentrations in the exhaust gas emission show constant values regardless of fuel temperature. However, NOx concentration is gradually decreased as the fuel temperature rises.

Controlled Autoignition (CAI) combustion processes can be broadly divided between a CAI process that is applied to four-stroke engines and a CAI process that is applied to two-stroke engines. The former process is generally referred to as Homogeneous Charge Compression Ignition (HCCI) combustion and the later process as Active Thermo-Atmosphere Combustion (ATAC). The region of stable engine operation differs greatly between these two processes, and it is thought that the elucidation of their differences and similarities could provide useful information for expanding the operation region of HCCI combustion. In this research, the same two-stroke engine was operated under both the ATAC and HCCI combustion processes to compare their respective combustion characteristics. The results indicated that the ignition timing was less likely to change in the ATAC process in relation to changes in the fuel octane number than it was in the HCCI combustion process.

In this study, it was shown that Homogeneous Charge Compression Ignition (HCCI) combustion in a 4-stroke engine, operating under the conditions of a high compression ratio, wide open throttle (WOT) and a lean mixture, could be simulated by raising the compression ratio of a 2-stroke engine. On that basis, a comparison was then made with the characteristics of Active Thermo-Atmosphere Combustion (ATAC), the HCCI process that is usually accomplished in 2-stroke engines under the conditions of a low compression ratio, partial throttle and a large quantity of residual gas. One major difference observed between HCCI combustion and ATAC was their different degrees of susceptibility to the occurrence of cool flames, which was attributed to differences in the residual gas state. It was revealed that the ignition characteristics of these two combustion processes differed greatly in relation to the fuel octane number.

This study was conducted to investigate the influence of low-temperature reactions on the Homogeneous Charge Compression Ignition (HCCI) combustion process. Specifically, an investigation was made of the effect of the residual gas condition on low-temperature reactions, autoignition and the subsequent state of combustion following ignition. Light emission and absorption spectroscopic measurements were made in the combustion chamber in order to investigate low-temperature reactions in detail. In addition, chemical kinetic simulations were performed to validate the experimental results and to analyze the elemental reaction process. The results made clear the formation behavior of the chemical species produced during low-temperature HCCI reactions.

In this study, experiments were conducted using a blend of two types of fuel with different ignition characteristics. One was dimethyl ether (DME) that has a high cetane number, autoignites easily and displays low-temperature oxidation reaction mechanisms; the other was methane that has a cetane number of zero and does not autoignite easily. A mechanically driven supercharger was provided in the intake pipe to adjust the intake air pressure. Moreover, flame light in the combustion chamber was extracted using a system for observing light emission that occurred in the space between the cylinder head and the cylinder and in the bore direction of the piston crown. The results of previous studies conducted with a supercharged HCCI engine and a blended fuel of DME and methane have shown that heat release of the hot flame is divided into two stages and that combustion can be moderated by reducing the peak heat release rate (HRR).

This study examined Homogeneous Charge Compression Ignition (HCCI) combustion characteristics in detail on the basis of in-cylinder combustion visualization, spectroscopic measurements of light emission and absorption and chemical kinetic simulations. Special attention was focused on investigating and comparing the effects of the fuel octane number and residual gas on combustion characteristics. The results made clear the relationship between the production/consumption of formaldehyde (HCHO) in the HCCI autoignition process and flame development behavior in the cylinder. Additionally, it was found that both the fuel octane number and residual gas have the effect of moderating low-temperature oxidation reactions. Furthermore, it was observed that residual gas has the effect of shifting the temperature for the occurrence of the hot flame to a higher temperature range.

The ignitability and engine performance of FAMEs at the cold condition were experimentally investigated by using two FAMEs, i.e. coconut oil methyl ester (CME) and soybean oil methyl ester (SME). The cold start test and forced over cooling test were conducted. In the forced over cooling test, engine was forced cooled by the injecting water mist to engine cooling fin. In the cold start test, the cylinder pressure of CME rose earliest because CME has a superior ignitability. The crank angle at ignitions of diesel fuel and CME were not so affected by the forced over cooling, however ignition timing of SME was remarkably delayed. In cases of forced over cooling, COV of maximum combustion pressure of CME was lower than that of normal air cooling condition. The forced over cooling has a potential to reduce NOx emission, however HC, CO and smoke concentrations were increased in a high load due to incomplete combustion.

The purpose of this study is to explore an effect of cooled-EGR on the diesel engine performance fueled with coconut-oil methyl ester (CME). The exhaust gas was cooled by the water at room temperature and was fed to the intake manifold, and the EGR rate was changed from 0 % to 30 % at every 10 %. The engine performances were measured at several EGR rates, fuel injection pressures and timings. Test fuels were CME and commercial diesel fuel. In the case of high EGR rate at which the compression ignition was deteriorated, the ignition timing of CME was always earlier than that of diesel fuel, therefore CME had good ignitability as compared with diesel fuel under EGR application. When the fuel injection pressure was increased at high EGR rate, the ignition delay was improved by the fuel atomization and air-fuel mixing effect.

This research focused on the light emission behavior of the OH radical (characteristic spectrum of 306.4 [nm]) that plays a key role in combustion reactions, in order to investigate the influence of the residual gas on autoignition. Authors also analyzed on the heat release and thermodynamic mean temperature due to research activity state of unburned gas. The test engine used was a 2-stroke, air-cooled engine fitted with an exhaust pressure control valve in the exhaust manifold. Raising the exhaust pressure forcibly recirculated more exhaust gas internally. When a certain level of internal EGR is forcibly applied, the temperature of the unburned end gas is raised on account of heat transfer from the hot residual gas and also due to compression by piston motion. As a result, the unburned end gas becomes active and autoignition tends to occur.

Homogeneous Charge Compression Ignition (HCCI) combustion has attracted considerable interest in recent years as a new combustion concept for internal combustion engines. On the other hand, two combustion concepts proposed for two-cycle spark-ignition (SI) engines are Active Thermo-Atmosphere Combustion (ATAC) and Activated Radical (AR) combustion. The authors undertook this study to examine the similarities and differences between HCCI combustion and ATAC (AR) combustion. Differences in the low-temperature oxidation reaction behavior between these two combustion processes were made clear using one test engine.

The uniform lean gasoline-air mixture was provided to the diesel engine and was ignited by the direct diesel fuel injection. In this study, the internal EGR is add to this ignition method in order to activate the fuel in the mixture before the ignition. It is confirmed that the lean mixture of air-fuel ratio between 150 and 40 could be ignited and burned by this ignition method when the back pressure of 80 [kPa] is added, and the burning period is shorted by internal EGR. However, as the back pressure increases, NOx concentration is increased by the high temperature residual gas.

In this research, the effect of high-temperature residual gas, resulting from the application of a certain level of EGR, on combustion was investigated using a two-stroke engine and alcohol fuels (ethanol and methanol) and gasoline as the test fuels. Measurements were made of the light emission intensity of the OH radical on the intake and exhaust port sides of the combustion chamber and of the combustion chamber wall temperature (spark plug washer temperature) and the exhaust gas temperature. Data were measured and analyzed in a progression from normal combustion to autoignited combustion to preignition and to knocking operation.

The purpose of this study is to elucidate the flame propagation behavior under the electric field application by using the constant volume vessel. The laser induced breakdown applies the ignition and Nd:YAG laser is used. A homogeneous propane-air mixture is used and three equivalence ratios, 0.7, 1.0 and 1.5 are tested. In the uniform electric field, the premixed flame rapidly propagates toward both upward and downward directions and the flame front becomes a cylindrical shape. The maximum combustion pressure decreases with an increase of input voltage because of an increase of heat loss to the electrode, however the combustion duration is hardly affected by the input voltage. In the non-uniform electric field, the flame propagation velocity of downward direction increases. The combustion enhancement effect is remarkably when the input voltage is larger than 12 kV because the brush corona occurs and intense turbulence is generated on the flame front.

The uniform lean methanol-air mixture was provided to the diesel engine and was ignited by direct diesel fuel injection. In this study, the internal EGR is added to this ignition method in order to activate the fuel in the mixture and to increase the temperature of the mixture before the ignition. It is confirmed that the lean methanol-air mixture of air-fuel ratio between 130 and 18 could be ignited and burned when the back pressure of 80 [kPa] is added. The ignition and combustion characteristics can be improved by the internal EGR, however the engine performance and NOx emission deteriorated.

The uniform lean methanol-air mixture was provided to the diesel engine and was ignited by the direct diesel fuel injection. The internal EGR is added to this ignition method in order to activate the fuel in the mixture and to increase the mixture temperature. The test engine was a 4-stroke, single- cylinder direct-injection diesel engine. The cooling system was forced-air cooling and displacement volume was about 211 (cm3). The compression ratio was about 19.9:1. The experiment was made under constant engine speed of 3000 (r/min). The boost pressure was maintained at 101.3 (kPa). Five values of mass flow rate of diesel fuel injection were selected from 0.060 (g/s) to 0.167 (g/s) and five levels of back pressure: 0), 26.7, 53.3, 80.0 and 106.6 (kPa) were selected for the experiment. The effect of internal EGR is varied by the back pressure level.

The composition ratio of saturated and unsaturated fatty acid methyl esters (FAME) is depended on feedstock. Three FAMEs: soybean (SME), palm (PME) and coconut oil (CME) methyl esters were mixed to make fuels which have different composition ratio. The ignitability of fuel which mainly consisted of unsaturated FAME was inferior. Power was slightly reduced with increasing of mixing ratio of CME; however exhaust gas emissions were improved because CME contained a lot of oxygen atoms. Fuel which was equal mixture SME and CME indicated almost the same ignition characteristic as that of PME because they have same composition ratio.

The investigation regarding performance of plasma jet igniters was explored by using a constant volume vessel. This study focused on investigating the relationship between the jet effect, the hot gas jet issued from the igniter, and combustion enhancement. The hot gas penetration was visualized by the schlieren system with CCD camera and image intensifier. In the cases of small energies, 0.63 and 0.90 J, the combustion enhancement effect is similar to that of combustion jet igniter. In cases of supplied energies, 2.45 and 5.00 J, the jet effect influences on the combustion enhancement effect for small characteristic length of the igniter.

In this study, light emission and absorption spectroscopic measurement techniques were used to investigate the Homogeneous Charge Compression Ignition (HCCI) combustion process in detail, about which there have been many unclear points heretofore. The results made clear the formation behavior and wavelength bands of the chemical species produced during low-temperature reactions. Specifically, with a low level of residual gas, a light emission band was observed from a cool flame in a wavelength range of 370–470 nm. That is attributed to the light emission of formaldehyde (HCHO) produced in the cool-flame reactions. Additionally, it was found that these light emission spectra were no longer observable when residual gas was applied. The light emission spectra of the combustion flame thus indicated that residual gas has the effect of moderating cool-flame reactions.

An air motor with regenerating system for propulsion of a bicycle was newly developed. An air motor was driven by the compressed air and the bicycle was propelled. When the bicycle was decelerating, the air motor was acted as a compressor and the kinetic energy of bicycle was regenerated as compressed air. The purpose of this study is to elucidate the performance of air motor and driving characteristic of bicycle. The air motor in this study was the reciprocating piston type like an internal combustion engine, and cylinder arrangement was in-line two-cylinder. The output power increased with an increase of supply air pressure although the maximum cylinder pressure was less than the supply air pressure. The output power decreased as the revolution increased due to friction loss. The maximum cylinder pressure reduced as the rotational frequency increased because the inlet valve opening duration was decreased.

The aim of this research was to investigate the mechanism causing autoignition and the effect of exhaust gas recirculation (EGR) on combustion by detecting the behavior of the OH radical and other excited molecules present in the flame in a spark ignition engine. The test equipment used was a 2-cycle engine equipped with a Schnürle scavenging system. Using emission spectroscopy, the behavior of the OH radical was measured at four locations in the end zone of the combustion chamber. The OH radical plays an important role in the elemental reactions of hydrocarbon fuels. When a certain level of EGR was applied according to the engine operating conditions, the unburned gas became active owing to heat transfer from residual gas near the measurement positions on the exhaust port side and the influence of excited species in the residual gas, and autoignition tended to occur.