Search Results

With all the environmental concern of diesel fuelled vehicle, it is a formidable challenge to phase out them completely specifically from Heavy duty application. Most pragmatic solution lies in solutions which improves the fuel economy and reduce the carbon emission of existing diesel fuelled vehicle fleet and have economical & feasible for vast geographical extent of country. With implementation of BS VI emission norms across country from April 2020, supply of BS VI complied diesel fuel started and BS VI complied vehicles with upgraded engine technologies and after treatment devices have started to come which make present vehicle fleets heterogeneous with substantive number of BS IV vehicle. Beside improvement of engine technologies, existing BS IV vehicle fleet performance can be enhanced through improved fuel and lubricants solutions.

A reactivity-controlled compression ignition (RCCI) engine offers ultralow soot and nitrogen oxide (NOx) emission in addition to higher thermal efficiency than diesel or compression ignition (CI) engines. However, the higher emissions of unburned hydrocarbons (HC) and carbon monoxide (CO) from RCCI engines pose a significant challenge that hinders their adoption in the future automotive sector. Additionally, HC includes several hydrocarbons that harm human health and the environment. This study aims to minimize HC and CO formation and emissions by implementing different injection strategies, including adjustments to spray angle configuration, injection timing, and fuel premixing ratio. Additionally, the study examines how different injection strategies affect the spatial and temporal distribution of HC and CO inside the combustion chamber.

The development of new fuels for internal combustion engines requires further technical support by understanding the pollutant formation mechanism in various phases of combustion so that emissions can be minimized. This research will therefore utilize a bespoke in-cylinder sampling system to analyze the precursors of PAHs and particulates during bio-derived lactone combustion in a single-cylinder diesel engine. The sampling system was composed of a poppet-type in-cylinder sampling valve that displaced one of the engine intake valves and protruded into the combustion chamber beyond the flame quenching layer, and a Gas Chromatography Flame Ionization Detector (GC-FID) that examined the samples. The sampling valve was electromagnetically actuated, and its operation was referenced to the engine crank shaft encoder, allowing the valve to open at any Crank Angle Degree (CAD) within a timing resolution of 0.2 CAD.

The combustion of hydrogen (H2) as a fuel is attractive due to its clean combustion or combustion-enhancing properties when used as a supplement to other fuels. However, the challenge of using H2 as a fuel for transportation applications is the difficulty of onboard storage. Cracking onboard stored ammonia (NH3) into H2 can also improve combustion performance and emissions in mobile applications fuelled with zero and carbon-neutral fuels. However, the reforming process is not always 100 % efficient which can lead to the presence of NH3 in the combustion process. The presence of NH3 can influence engine performance, combustion and emissions. Therefore, this experimental study reports the effect of H2 and H2/NH3/N2 fuel blends added to gasoline in a dual-fuel operation under both stoichiometric (λ=1.0) and lean-burn (λ>1.0) operating conditions in a spark ignition (SI) engine.

The Advanced Fuel Ignition Delay Analyzer (AFIDA) apparatus can measure the ignition delay times with high repeatability within very short time. The device also requires small quantities of fuel samples. During AFIDA experiments, liquid fuel is injected into a hot and constant-volume chamber at high pressure. This way the ignition of the spray combines the effects of realistic influences like liquid evaporation and combustion chemistry. The present work investigates the effects of blending ethanol and 2,5-dimethylfuran with primary reference fuels (i.e., mixtures of iso-octane and n-heptane). The primary motivation of this study is to show the differences in ignition delay times of different gasoline-ethanol and gasoline-2,5-dimethylfuran blends where both physical mixing and chemical kinetics have considerable influences. The primary reference fuel is considered as the gasoline surrogate in this work. The study has been conducted at a range of temperatures and pressures.

Hydrogen as a chemical energy carrier is considered as one of the most promising options to achieve effective decarbonization of the transportation sector, due to its carbon-free chemical composition. This is particularly true for applications that rely on internal combustion engines (ICEs), although much research is still needed to achieve stable, reliable, and safe operations of the engine. To this purpose, direct injection (DI) of gaseous hydrogen during the compression stroke offers great potential to avoid backfire and largely reduce preignition issues, as opposed to port-fuel injection. Recently, much research has been dedicated, both experimentally and numerically, to understanding the physics and chemistry connected with hydrogen’s mixing and combustion processes in ICEs. This work presents a computational fluid dynamics (CFD) study of the hydrogen DI process in an optical engine operating at relatively low tumble conditions.

The use of carbon-free fuels, such as ammonia or hydrogen, or at least carbon neutral fuels, such as green methane or methanol is one of the most important paths in the development of clean internal combustion engines (ICE). Especially for large, heavy-duty engines, this seems to be the most promising route, as replacing them with battery electric or fuel cell drives poses even greater challenges, at least for the time being. But for some applications or areas of the world, even small ICEs for trucks, passenger cars or off-road vehicles, operated with alternative fuels will still remain the mean of choice. One of the biggest challenges in the development of hydrogen combustion engines is achieving high compression ratios and mean effective pressures due to combustion anomalies, caused by the low ignition delay and broad flammability limit of hydrogen. Oil droplets are considered to be one of the main triggers for pre-ignition and knocking.

Because it can be produced in a green form, methanol is envisioned as a potential fuel to replace conventional diesel fuel and directly reduce the greenhouse gas (GHG) impact of maritime transportation. For these reasons, Original Equipment Manufacturers (OEMs) working on marine applications are focusing on making methanol easily usable in Compression Ignition (CI) engines. While it is an easy-to-use substance with manageable energy content, methanol has a few drawbacks, including a high latent heat of vaporization and a high auto-ignition temperature, all of which affect combustion quality. Therefore, solutions have been found or are still under study to give it Diesel-like behavior. One solution is to use a pilot fuel for ignition in significant quantities. A previous study conducted at the PRISME laboratory highlighted the possibility of using a Combustion Enhancer based on Nitrates (CEN) as an additive.

The function of powertrain mounts is to securely anchor the engine and gearbox within a vehicle, effectively absorbing vibrations and shielding the vehicle's body from powertrain movements and road irregularities. Traditionally crafted from aluminum, sheet metal, or cast iron, there has been a notable transition towards employing fibre-reinforced polymer (FRP) as a viable alternative. This shift is motivated by the potential to reduce weight and cost, alongside enhancing noise, vibration, and harshness (NVH) characteristics. This study aims to evaluate the relative strengths of existing brackets compared to those made of FRP, with a focus on their modal response and crash resistance. Due to the absence of a standardized method for modelling orthotropic materials in powertrain mounting brackets, this paper proposes a systematic approach to address this gap.

Find out why you should attend the 2025 Noise and Vibration Conference and Exhibition.

Contact the appropriate representative of the 2025 Noise and Vibration Conference and Exhibition.

Find out why you should attend the 2025 Noise and Vibration Conference and Exhibition.