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Pilot injection has been used widely in diesel engines for its NOx and noise reducing characteristics. In this paper, its impacts to the particle emissions were studied using a light-duty common-rail Euro 4 diesel engine with different pilot injection strategies. Three steady-state engine modes were selected from the EU legislative diesel engine test cycle to represent low, medium and high engine speeds and loads. The quantities and injection timings of the pilot injection strategies were then varied. The particle number concentration and size distributions were investigated along with the smoke and regulated gas emissions such as the NOx trade-off. These results indicate how a pilot injection alongside a main injection can increase the particle size compared to a single main injection event. Furthermore, the split injection was closely related to the engine mode.

In this study, the application of two closely coupled Diesel Particle Filters (DPFs), composed of an assistant DPF and a main standard honeycomb DPF, was investigated. A series of tests were carried out on a light-duty common-rail Euro 4 diesel engine and the emissions were measured and compared with those when a standard DOC+DPF system was used for the after-treatment. Replacing the DOC with an assisting DPF (ADPF) showed significant advantages in the reduction of particles, which had a direct impact in reducing the soot loading rate of the main DPF by up to 30%. Its oxidation characteristics not only showed equivalent exhaust-conversion efficiency, which concern the regulated gaseous emissions (CO and HC) under most engine conditions, but also continuously regenerated the soot it trapped.

The main obstacle for the development of Homogeneous Charge Compression Ignition (HCCI) engines is the control of auto-ignition timing, and one key is to control the trapped gas temperature so as to enable the autoignition at the end of compression stroke. Using special valve mechanisms, very high residual gas mass fraction can be achieved to raise the charge temperature. Gas exchange process hence plays a crucial role in such HCCI engines because of its strong interaction with combustion. The modification of the gas exchange process in a 4-stroke automotive engine for HCCI combustion is not straightforward, since the engine must be able to operate across a considerably wide range of speeds and loads. Intake air temperatures and the valve mechanism need to be controlled in order to deliver optimal engine performance and fuel economy. This paper presents a modelling study of the combustion and gas exchange in a HCCI engine.

A single zone combustion model based on a chemical kinetic solver has been combined with a one-dimension thermo/gas dynamic engine simulation code to study the operating characteristics of a V6 engine in which Homogeneous Charge Compression Ignition (HCCI) operation (also referred to as ‘Controlled Auto-ignition” CAI) is enabled by a cam profile switching (CPS) system with negative valve overlap. An operational window within which HCCI combustion is possible has been identified and the limit of HCCI operating region for varied valve lift possibilities is explored. The mechanisms and potential fuel economy improvements within the HCCI envelope are studied and modelled results compared against data from similar engines. It is shown that for the best fuel economy the valve timing strategy needs to be selected very carefully, despite the engine's capability to operate at a range of valve timing combinations.

The demand for more efficient and clean engines have prompted the research and development of new engine technologies. Automotive engines expected to run with leaner mixtures and higher compression ratios. Lean burn is effective to increase fuel economy whilst reducing emissions but unreliable ignition of the lean mixtures by the conventional spark plug is one of the problems which causes concerns to the engine designers. Laser ignition is a promising technology and holds many benefits over the spark ignition because it can extend the ignitability of lean mixtures with flexibility of the ignition location and absence of electrode degradation for improved engine performance with lean burn. In this study, high-speed photography is used to investigate the flame kernel growth and propagation in an optical direct injection engine using laser ignition by an Nd:YAG laser.

The bio-fuel, 2,5 - dimethylfuran (DMF) is currently regarded as a potential alternative fuel to gasoline due to the development of new production technology. However, little is known about the flame behavior in an optical engine. In this paper, high speed imaging (with intensifier) was used during the combustion of DMF and its blends with gasoline and ethanol (D50, D85, E50D50 and E85D15) in an SI optical engine. The flame images from the combustion of each fuel were analyzed at two engine loads: 3bar and 4bar IMEP. For DMF, D50 and E50D50, two modes were compared: DI and PFI. The average flame shapes (in 2D) and the average flame speeds were calculated and combined with mass fraction burned (MFB) data. The results show that when using DMF, the rate of flame growth development and flame speed is higher than when using gasoline. The differences in flame speed between DMF and gasoline is about 10% to 14% at low IMEP.

The new fuel, 2, 5-dimenthylfuran, known as DMF, captured worldwide attention since the discovery of its new production method. As a potential bio-fuel, DMF is competitive to gasoline in many areas, such as energy density, combustion efficiency and emissions. However, little work has been performed on its unconventional combustion mode. In this work, high speed imaging and thermal investigation are carried out to study DMF and gasoline dual-injection on a single cylinder, direct injection spark ignition optical engine. This dual-injection strategy combines direct injection (DI) and port fuel injection (PFI) simultaneously which means two different fuels can blend in the cylinder with any ratio. It provides a flexible way to use bio-fuels with gasoline. DMF DI with gasoline PFI and ethanol DI with gasoline PFI are studied under different injection proportions (by volume) and IMEPs.

For Homogeneous Charge Compression Ignition (HCCI) combustion, the auto-ignition process is very sensitive to in-cylinder conditions. This includes the change in in-cylinder temperature, the composition of chemical components and their concentrations. This sensitivity presents a major challenge for the accurate control of reliable and efficient HCCI combustion. This paper outlines our recent work: 1. a real-time control oriented gasoline-fueled HCCI combustion model and its implementation in Simulink with fixed step for the conversion into dSPACE Hardware-in-the-Loop (HIL) simulation purpose. 2. The development of model-based fast calibration for the best fuel efficiency and hydrocarbon emissions via evolutionary algorithm (EA). The model reported in this paper is able to run in real-time cycle-to-cycle under engine speeds below 4000rpm and with fixed simulation steps.

In this paper blends of diesel and gasoline (dieseline) fuelled Partially Premixed Compression Ignition (PPCI) combustion and the comparison to conventional diesel combustion is investigated. The tests are carried out using a light duty four cylinder Euro IV diesel engine. The engine condition is maintained at 1800 rpm, 52 Nm (equivalent IMEP around 4.3 bar). Different injection timings and different amounts of EGR are used to achieve the PPCI combustion. The results show that compared to the conventional diesel combustion, the smoke and NOx emissions can be reduced by more than 95% simultaneously with dieseline fuelled PPCI combustion. The particle number total concentration can be reduced by 90% as well as the mean diameter (from 54 nm for conventional diesel to 16 nm for G50 fuelled PPCI). The penalty is a slightly increased noise level and lower indicated efficiency, which is decreased from 40% to 38.5%.

Ambient temperature has significant impact on engine start ability and cold start emissions from diesel engines. These cold start emissions are accounted for substantial amount of the overall regulatory driving cycle emissions like NEDC or FTP. It is likely to implement the low temperature emissions tests for diesel vehicles, which is currently applicable only for gasoline vehicles. This paper investigates the potential of the intake heating strategy on reducing the driving cycle emissions from the latest generation of turbocharged common rail direct injection diesel engines at low ambient temperature conditions. For this investigation an air heater was installed upstream of the intake manifold and New European Driving Cycle (NEDC) tests were conducted at -7°C ambient temperature conditions for the different intake air temperatures. Intake air heating reduced the cranking time and improved the fuel economy at low ambient temperatures.

It is well known that direct injection (DI) is a technology enabler for stratified combustion in spark-ignition (SI) engines. At full load or wide-open throttle (WOT), partial charge stratification can suppress knock, enabling greater spark advance and increased torque. Such split-injection or double-pulse injection strategies are employed when using gasoline in DI (GDI). However, as the use of biofuels is set to increase, is this mode still beneficial? In the current study, the authors attempt to answer this question using two gasoline-alternative biofuels: firstly, ethanol; the widely used gasoline-alternative biofuel and secondly, 2,5-dimethylfuran (DMF); the new biofuel candidate. These results have been benchmarked against gasoline in a single-cylinder, spray-guided DISI research engine at WOT (λ = 1 and 1500 rpm). Firstly, single-pulse start of injection (SOI) timing sweeps were conducted with each fuel to find the highest volumetric efficiency and IMEP.

HVO contains paraffin only and UVOME is methyl ester with long chain alkyl while mineral diesel is complex compound and contains lots of aromatic and Naphthenic. This paper compares the effects of EGR on the two different types of biodiesels blends compared to diesel. The combustion performance and emissions of biodiesel blends of UVOME and HVO were investigated in a turbocharged direct injection V6 diesel engine with EGR swept from 0% to the calibration setting for diesel. The EGR sweep tests with increment of 5% were conducted at the engine speed of 1500 RPM for the load of between 72 Nm to 143 Nm, using sulfur-free diesel blended with UVOME and HVO at 30% and 60% by volume respectively. As the EGR rate was increased, the brake specific fuel consumption (BSFC) for each fuel was reduced at lower load but increased at higher load. The BSFC of mineral diesel was lower than UVOME blends and similar to the HVO blends.

2, 5-Dimethylfuran (DMF) has been receiving increasing interest as a potential alternative fuel to fossil fuels, owing to the recent development of new production technology. However, the influence of DMF properties on the in-cylinder fuel spray and its evaporation, subsequent combustion processes as well as emission formation in current gasoline direct injection (GDI) engines is still not well understood, due to the lack of comprehensive understanding of its physical and chemical characteristics. To better understand the spray characteristics of DMF and its application to the IC engine, the fuel sprays of DMF and gasoline were investigated by experimental and computational methods. The shadowgraph and Phase Doppler Particle Analyzer (PDPA) techniques were used for measuring spray penetration, droplet velocity and size distribution of both fuels.

Research studies show that 2-methylfuran (MF) is a promising gasoline alternative regarding its positive effect on engine performance and emissions. Before using pure MF in spark ignition engines, it is more likely to be used in a low-level blended form in gasoline. An experimental research study was carried out to investigate the impacts of low-level MF content in gasoline (volumetric 10% MF in blend) on direct-injection spark-ignition (DISI) engine combustion behavior and emissions. The tests were conducted on a single-cylinder spray-guided DISI research engine at an engine speed of 1500 rpm under stoichiometric conditions. The engine loads of 3.5 ~ 8.5 bar IMEP were tested and gasoline-optimized spark timing was used. Furthermore, the effects of spark timing, exhaust gas recirculation (EGR) and valve overlap on NOx emissions were tested.

Two premixed compression ignition modes for low octane gasoline are numerically investigated. The multiple premixed compression ignition (MPCI) mode is featured with a sequence of “spray- combustion- spray- combustion”, while the partially premixed compression ignition (PPCI) mode is a sequence of “spray- spray- combustion”. This paper compares the combustion process of the two modes using multi-dimensional CFD code, KIVA-3v, which can perform chemical reaction calculations for different fuels by a discrete multiple component (DMC) method. The fuel used for simulation consists of 58.5% i-C8H18 and 41.5% n-C7H16 in volume, and has the same RON and similar physical properties to straight-run naphtha used in the experiment. The engine operating condition is fixed at a 1600rpm and 0.7 MPa IMEP. The injection strategies for these two modes are different. All of the parameters in the simulation come from the single cylinder engine experiments.

Exhaust Gas Fuel Reforming has potential to be used for on-board generation of hydrogen rich gas, reformate, and to act as an energy recovery system allowing the capture of waste exhaust heat. High exhaust gas temperature drives endothermic reforming reactions that convert hydrocarbon fuel into gaseous fuel when combined with exhaust gas over a catalyst - the result is an increase in overall fuel energy that is proportional to waste energy capture. The paper demonstrates how the combustion of reformate in a direct injection gasoline (GDI) engine via Reformed Exhaust Gas Recirculation (REGR) can be beneficial to engine performance and emissions. Bottled reformate was inducted into a single cylinder GDI engine at a range of engine loads to compare REGR to conventional EGR. The reformate composition was selected to approximate reformate produced by exhaust gas fuel reforming at typical gasoline engine exhaust temperatures.

While Homogeneous Charge Compression Ignition (HCCI) is a promising combustion mode with significant advantages in fuel economy improvement and emission reductions for vehicle engines, it is subject to a number of limitations, for example, hardware and control complexity, or NOx and NVH deterioration near its operating upper load boundary, diminishing its advantages. Conventional spark-ignition combustion mode is required for higher loads and speeds, thus the operating conditions near the HCCI boundaries and their corresponding alternatives in SI mode must be studied carefully in order to identify practical strategies to minimise the impact of the combustion mode transition on the performance of the engine. This paper presents the results of an investigation of the combustion mode transitions between SI and HCCI, using a combination of an engine cycle simulation code with a chemical kinetics based HCCI combustion code.

Natural gas has a high auto-ignition temperature, requiring high compression ratios and/or intake charge heating to achieve HCCI (homogeneous charge compression ignition) engine operation. Previous work by the authors has shown that hydrogen addition improves combustion stability in various difficult combustion conditions. It is shown here that hydrogen, together with residual gas trapping, helps also in lowering the intake temperature required for HCCI. It has been argued in literature that the addition of hydrogen advances the start of combustion in the cylinder. This would translate into the lowering of the minimum intake temperature required for auto-ignition to occur during the compression stroke. The experimental results of this work show that, with hydrogen replacing part of the fuel, a decrease in intake air temperature requirement is observed for a range of engine loads, with larger reductions in temperature noted at lower loads.

This paper focuses on supercharged HCCI engines employing internal EGR that is obtained by the use of negative valve overlap. In HCCI engines, the absence of throttling coupled with the use of high compression ratio to facilitate auto-ignition and with the use of lean mixtures result in improved fuel efficiency. High dilution is required to control the auto-ignition and it also results in reduction of the production of NOx. To compensate for the charge dilution effect, the method used to recover the loss of power is to introduce more air in to the engine which allows introducing also more fuel while maintaining high lambda. A supercharger is required to introduce the required amount of air into the engine. The modelling investigation performed with Ricardo WAVE® coupled with CHEMKIN® and experimental investigation for supercharged HCCI show significant improvement in terms of extension of load range and reduction of NOx over the naturally aspirated HCCI and also over SI operation.

It is well-known that gasoline is a poor fuel for HCCI operation due to its high autoignation temperature, while the major problem for diesel HCCI is that the ignition temperature of diesel fuel is too low so that diesel autoignites too early. Interestingly a blend of gasoline and diesel fuel could have desirable characteristics for HCCI operation. The negative valve overlap (NVO) is a practical and feasible control mode for production applications of the HCCI concept. At present, the most serious problem is the difficulty to control the moment of auto-ignition and extend the limited operating window of smooth HCCI operation. In this paper, the promotive effects of diesel fuel on gasoline HCCI combustion were experimentally examined. The diesel fuel as additive was added in advance in different proportion (10% and 20% by mass) into gasoline for the purpose of improving its ignitability. The experiments conducted on a gasoline HCCI engine which was naturally aspirated and unthrottled.