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Alternative fuels, such as natural and bio-gas, are attractive options for reducing greenhouse gas emissions from combustion engines. However, the naturally occurring variation in gas composition poses a challenge and may significantly impact engine performance. The gas composition affects fundamental fuel properties such as flame propagation speed and heat release rate. Deviations from the gas composition for which the engine was calibrated result in changes in the combustion phase, reducing engine efficiency and increasing fuel consumption and emissions. However, the efficiency loss can be limited by estimating the combustion phase and adapting the spark timing, which could be implemented favorably using a closed-loop control approach. In this paper, we evaluate the efficiency loss resulting from varying gas compositions and the benefits of using a closed-loop controller to adapt the spark timing to retain the nominal combustion phase.

In passenger car development, extreme ICE downsizing trends have been observed over the past decade. While this comes with fuel economy benefits, they are often obtained at the expense of Brake Mean Effective Pressure (BMEP) rise time in transient engine response. Through advanced control strategies, the use of Fully Variable Valvetrain (FVVT) technologies has the potential to completely mitigate the associated drivability-penalizing constraints. Adopting a statistical approach, key part load performance engine parameters are analyzed. Design-of-Experiment data is generated using a validated GT-Power model for a Freevalve-converted turbocharged Ultraboost engine. Subsequently, MathWorks' Model Based Calibration (MBC) toolbox is utilized to interpret the data through model fitments using neural network models of optimized architectures.

Throughout its history, the internal combustion engine has been continuously scrutinized to achieve strict legislative emission targets. With the dawn of renewable fuels fast approaching, most Internal Combustion Engine (ICE) equipped hybrid electric vehicles (HEVs) face difficulty in adjusting their precise control strategies to new fuels. This is partly due to constrained limitations associated with camshaft-induced design-point air induction limitations. Freevalve is a fully variable valvetrain technology enabling independent control of valve lifts, durations, and timings. Additionally, the added degrees-of-freedom enable the capability to shut-off individual engine valves, optimizing combustion performance and stability through specific speed ranges. By design, it minimizes the existing breathing-related constraints that are currently hindering the extraction of the higher efficiency potential of ICEs.

Increasingly stringent pollutant and CO2 emission standards require the car manufacturers to investigate innovative solutions to further improve the fuel economy and environmental impact of their fleets. Nowadays, NOx emissions standards are stringent for spark-ignition (SI) internal combustion engines (ICEs) and many techniques are investigated to limit these emissions. Among these, an extremely lean combustion has a large potential to simultaneously reduce the NOx raw emissions and the fuel consumption of SI ICEs. Engines with pre-chamber ignition system are promising solutions for realizing a high air-fuel ratio which is both ignitable and with an adequate combustion speed. In this work, the combustion characteristics of an active pre-chamber system are experimentally investigated using a single-cylinder research engine. The engine under exam is a large bore heavy-duty unit with an active pre-chamber fuelled with compressed natural gas.

With ever stricter legislative requirements for CO2 and other exhaust emissions, significant efforts by OEMs have launched a number of different technological strategies to meet these challenges such as Battery Electric Vehicles (BEVs). However, a multiple technology approach is needed to deliver a broad portfolio of products as battery costs and supply constraints are considerable concerns hindering mass uptake of BEVs. Therefore, further investment in Internal Combustion (IC) engine technologies to meet these targets are being considered, such as lean burn gasoline technologies alongside other high efficiency concepts such as dedicated hybrid engines. Hence, it becomes of sound reason to further embrace diversity and develop complementary technologies to assist in the transition to the next generation hybrid powertrain. One such approach is to provide increased valvetrain flexibility to afford new degrees of freedom in engine operating strategies.

Active prechamber combustion systems for SI engines represent a feasible and effective solution in reducing fuel consumption and pollutant emissions for both marine and ground heavy-duty engines. However, reliable and low-cost numerical approaches need to be developed to support and speed-up their industrial design considering their geometry complexity and the involved multiple flow length scales. This work presents a CFD methodology based on the RANS approach for the simulation of active prechamber spark-ignition engines. To reduce the computational time, the gas exchange process is computed only in the prechamber region to correctly describe the flow and mixture distributions, while the whole cylinder geometry is considered only for the power-cycle (compression, combustion and expansion). Outside the prechamber the in-cylinder flow field at IVC is estimated from the measured swirl ratio.

Adaptation of predictive combustion models for their use in in-cycle closed-loop combustion control of a multi-cylinder engine is studied in this article. Closed-loop combustion control can adjust the operation of the engine closer to the optimal point despite production tolerances, component variations, normal disturbances, ageing or fuel type. In the fastest loop, in-cycle closed-loop combustion control was proved to reduce normal variations around the operational point to increase the efficiency. However, these algorithms require highly accurate predictive models, whilst having low complexity for their implementation. Three models were used to exemplify the proposed adaptation methods: the pilot injection’s ignition delay, the pilot burned mass, and the main injection’s ignition delay. Different approaches for the adaptation of the models are studied to obtain the demanded accuracy under the implementation constraints.

In recent years, stricter regulations on emissions and higher demands for more fuel efficient vehicles have led to a greater focus on increasing the efficiency of the internal combustion engine. Nowadays, there is increasing interest in the recovery of waste heat from different engine sources such as the coolant and exhaust gases using, for example, a Rankine cycle. In diesel engines 15% to 30% of the energy from the fuel can be lost to the coolant and hence, does not contribute to producing work on the piston. This paper looks at reducing the heat losses to the coolant by increasing coolant temperatures within a single cylinder Scania D13 engine and studying the effects of this on the energy balance within the engine as well as the combustion characteristics. To do this, a GT Power model was first validated against experimental data from the engine.

The concept of Partially Premixed Combustion (PPC) in internal combustion engines has shown to yield high gross indicated efficiencies, but at the expense of gas exchange efficiencies. Most of the experimental research on partially premixed combustion has been conducted on compression ignition engines designed to operate on diesel fuel and relatively high exhaust temperatures. The partially premixed combustion concept on the other hand relies on dilution with high exhaust gas recirculation (EGR) rates to slow down the combustion which results in low exhaust temperatures, but also high mass flows over cylinder, valves, ports and manifolds. A careful design of the gas exchange system, EGR arrangement and heat exchangers is therefore of utter importance. Experiments were performed on a heavy-duty, compression ignition engine using a fuel consisting of 80 volume % 95 RON service station gasoline and 20 volume % n-heptane.

Our previous research investigated the sensitivity of combustion phasing to intake temperature and injection timing during the transition from homogeneous charge compression ignition (HCCI) to partially premixed combustion (PPC) fuelled with generic gasoline. The results directed particular attention to the relationship between intake temperature and combustion phasing which reflected the changing of stratification level with the injection timing. To confirm its applicability with the use of different fuels, and to investigate the effect of fuel properties on stratification formation, primary reference fuels (PRF) were tested using the same method: a start of injection sweep from -180° to -20° after top dead center with constant combustion phasing by tuning the intake temperature. The present results are further developed compared with those of our previous work, which were based on generic gasoline.

Humid air motor (HAM) is an engine operated with humidified inlet charge. System simulations study on HAM showed the waste heat recovery potential over a conventional system. An HAM setup was constructed, to comprehend the potential benefits in real-time, the HAM setup was built around a 13-litre six cylinder Volvo diesel engine. The HAM engine process is explained in detail in this paper. Emission analysis is also performed for all three modes of operation. The experiments were carried out at part load operating point of the engine to understand the effects of humidified charge on combustion, efficiency, and emissions. Experiments were conducted without EGR, with EGR, and with humidified inlet charge. These three modes of operation provided the potential benefits of each system. Exhaust heat was used for partial humidification process. Results show that HAM operation, without compromising on efficiency, reduces NOx and soot significantly over the engine operated without EGR.

In this paper, a control-oriented soot model was developed for real-time soot prediction and combustion condition optimization in a gasoline Partially Premixed Combustion (PPC) Engine. PPC is a promising combustion concept that achieves high efficiency, low soot and NOx emissions simultaneously. However, soot emissions were found to be significantly increased with high EGR and pilot injection, therefore a predictive soot model is needed for PPC engine control. The sensitivity of soot emissions to injection events and late-cycle heat release was investigated on a multi-cylinder heavy duty gasoline PPC engine, which indicated main impact factors during soot formation and oxidation processes. The Hiroyasu empirical model was modified according to the sensitivity results, which indicated main influences during soot formation and oxidation processes. By introducing additional compensation factors, this model can be used to predict soot emissions under pilot injection.

Factors influencing the effect of pilot-injection on main-injection combustion were investigated using heat release analysis in a heavy-duty diesel engine fuelled with standard diesel fuel, and included the effect of those factors on engine performance and emissions. Combinations of pilot injection parameters i.e. pilot start of injection, pilot mass, pilot-main injection separation, and rail pressure were studied for various operating conditions and combustion phases. It was concluded that the effect of pilot-injection combustion on main injection can be studied based on the phase of pilot combustion at the start of main injection. Four cases were identified: a) main injection during the mixing phase of pilot injection; b) main injection during the premixed phase of pilot combustion; c) main injection during the diffusive phase of pilot combustion and d) main injection after pilot combustion was completed.

Factors influencing pilot-injection combustion were investigated using heat release analysis in a heavy-duty diesel engine fuelled with standard diesel fuel. Combinations of pilot-injection parameters i.e. pilot start of injection, pilot mass, pilot-main injection separation, and rail pressure were studied for various operating conditions and combustion phases. An experiment was designed to investigate the factors influencing the combustion of the pilot. For improved injected fuel-mass accuracy, reference data for the injectors were measured in a spray rig prior to the engine experiments. Results show that cycle-to-cycle variations and cylinder-to-cylinder variations influence pilot autoignition and the amount of heat released. Rail pressure and injected pilot mass affect the obtained variance depending on the chamber conditions. The obtained combustion modes (premixed, diffusive) of pilot combustion were found to be a function of the injected mass and rail pressure.

The focus has recently been directed towards the engine out soot from Diesel engines. Running an engine in PPC (Partially Premixed Combustion) mode has a proven tendency of reducing these emissions significantly. In addition to combustion strategy, several studies have suggested that using alcohol fuels aid in reducing soot emissions to ultra-low levels. This study analyzes and compares the characteristics of PM emissions from naphtha gasoline PPC, ethanol PPC, methanol PPC and methanol diffusion combustion in terms of soot mass concentration, number concentration and particle size distribution in a single cylinder Scania D13 engine, while varying the intake O2. Intake temperature and injection pressure sweeps were also conducted. The fuels emitting the highest mass concentration of particles (Micro Soot Sensor) were gasoline and methanol followed by ethanol. The two alcohols tested emitted nucleation mode particles only, whereas gasoline emitted accumulation mode particles as well.

Increased research is being driven by the automotive industry facing challenges, requiring to comply with both current and future emissions legislation, and to lower the fuel consumption. The reason for this legislation is to restrict the harmful pollution which every year causes 3.3 million premature deaths worldwide [1]. One factor that causes this pollution is NOx emissions. NOx emission legislation has been reduced from 8 g/kWh (Euro I) down to 0.4 g/kWh (Euro VI) and recently new legislation for ammonia slip which increase the challenge of exhaust aftertreatment with a SCR system. In order to achieve a good NOx conversion together with a low slip of ammonia, small droplets of Urea solution needs to be injected which can be rapidly evaporated and mixed into the flow of exhaust gases.

This article presents a study related to application of pre-chamber ignition system in heavy duty natural gas engine which, as previously shown by the authors, can extend the limit of fuel-lean combustion and hence improve fuel efficiency and reduce emissions. A previous study about the effect of pre-chamber volume and nozzle diameter on a single cylinder 2 liter truck-size engine resulted in recommendations for optimal pre-chamber geometry settings. The current study is to determine the dependency of those settings on the engine size. For this study, experiments are performed on a single cylinder 9 liter large bore marine engine with similar pre-chamber geometry and a test matrix of similar and scaled pre-chamber volume and nozzle diameter settings. The effect of these variations on main chamber ignition and the following combustion is studied to understand the scalability aspects of pre-chamber ignition. Indicated efficiency and engine-out emission data is also presented.

The use of compressed natural gas (CNG) in light duty applications is still restricted to conventional spark ignition engines operating at low compression ratio, so overall efficiency is limited. A combustion concept that has been successfully applied on large stationary engines and to some extent on heavy-duty engines is dual-fuel combustion, where a compression-ignited diesel pilot injection is used to ignite a homogeneous charge of methane gas and air. CNG is injected in the intake ports during the intake stroke and later in the cycle the premixed air-CNG mixture is ignited via a pilot diesel injection close to top dead center. However, this concept has not been applied to a significant extent on light duty engines yet. The main reasons are linked to high temperature methane oxidation requirements and poor combustion efficiency at diluted conditions at low loads.

The combustion timing in internal combustion engines affects the fuel consumption, in-cylinder peak pressure, engine noise and emission levels. The combination of an in-cylinder pressure sensor together with a direct injection fuel system lends itself well for cycle-to-cycle control of the combustion timing. This paper presents a method of controlling the combustion timing by the use of a cycle-to-cycle injection-timing algorithm. At each cycle the currently estimated heat-release rate is used to predict the in-cylinder pressure change due to a combustion-timing shift. The prediction is then used to obtain a cycle-to-cycle model that relates combustion timing to gross indicated mean effective pressure, max pressure and max pressure derivative. Then the injection timing that controls the combustion timing is decided by solving an optimization problem involving the model obtained.

Internal combustion engine (ICE) fuel efficiency is a balance between good indicated efficiency and mechanical efficiency. High indicated efficiency is reached with a very diluted air/fuel-mixture and high load resulting in high peak cylinder pressure (PCP). On the other hand, high mechanical efficiency is obtained with very low peak cylinder pressure as the piston rings and bearings can be made with less friction. This paper presents studies of a combustion engine which consists of a two stage compression and expansion cycle. By splitting the engine into two different cycles, high-pressure (HP) and low-pressure (LP) cycles respectively, it is possible to reach high levels of both indicated and mechanical efficiency simultaneously. The HP cycle is designed similar to today's turbo-charged diesel engine but with an even higher boost pressure, resulting in high PCP. To cope with high PCP, the engine needs to be rigid.