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The use of hydrogen as a possible fuel for internal combustion (IC) engines can help build a society with a clean transportation framework. Diluting the in-cylinder mixture can improve the efficiency of the engines. To prove the validity of lean burn in hydrogen IC engines, three different combustion modes are investigated in this study. The engine experiments are conducted in a spray-guided direct-injection (DI) spark-ignition engine with 10 MPa of hydrogen DI. When lean burn is applied to a hydrogen IC engine, the characteristics of pumping and heat transfer loss improve. The improvement in heat transfer loss is more significant than the reduction in negative pumping work for the indicated thermal efficiency. Among the three combustion modes, stratified charge combustion (SCC) develops the maximum indicated mean effective pressure. However, this mode deteriorates the combustion stability slightly. The nitrogen oxide emission is reduced when the excess air ratio is increased.

Most internal combustion engine makers have adopted after-treatment systems, such as selective catalytic reduction (SCR), diesel particulate filter (DPF), and diesel oxidation catalyst (DOC), to meet emission regulations. However, as the emission regulations become stricter, the size of the after-treatment systems become larger. This aggravates the price competitiveness of engine systems and causes fuel efficiency to deteriorate due to the increased exhaust pressure. Dual-fuel premixed charge compression ignition (DF-PCCI) combustion, which is one of the advanced combustion technologies, makes it possible to reduce nitrogen oxides (NOx) and particulate matter (PM) during the combustion process, while keeping the combustion phase controllability as a conventional diesel combustion (CDC). However, DF-PCCI combustion produces high amounts of hydrocarbon (HC) and carbon monoxide (CO) emissions due to the bulk quenching phenomenon under low load conditions as a huddle of commercialization.

Knocking combustion limits the downsized gasoline engines’ potential for improvement with regard to fuel economy. The high in-cylinder pressure and temperature caused by the adaptation of a turbocharger aggravates the tendency of the end-gas to autoignite. Thus, the knocking combustion does not allow for further advancing of the combustion phase. In this research, the effects of the ignition and valve timings on knocking combustion were investigated under steady-state conditions. Moreover, the optimal ignition and valve timings for the transient operations were derived with the aim of a greater fuel economy improvement, based on the steady-state analysis. A 2.0 liter turbocharged gasoline direct injection engine with continuously variable valve timing (CVVT), was utilized for this experiment. 2, 10, and 18 bar brake mean effective pressure (BMEP) load conditions were used to represent the low, medium, and high load operations, respectively.

The effects of hydrogen ratio and exhaust gas recirculation (EGR) on combustion and emissions in a hydrogen/diesel dual-fuel premixed charge compression ignition (PCCI) engine were investigated. The control of combustion phasing could be improved using hydrogen enrichment and EGR due to the retarded combustion phasing with a higher hydrogen ratio. The indicated mean effective pressure (IMEP) was increased with a higher hydrogen ratio because the hydrogen enrichment intensified the high temperature reactions and thus decreased the combustion duration. Hydrocarbon (HC) and carbon monoxide (CO) emissions were reduced significantly in a hydrogen/diesel dual-fuel PCCI mode with a similar NOx emissions level as that of the diesel PCCI mode.

Low Temperature Combustion (LTC) is known to be feasible only in lower load ranges so in real world application of LTC, engine operation mode should frequently change back and forth between LTC mode in lower loads and conventional mode in higher loads. In this research, effect of injection strategy on smoothness and emissions during mode transition in a single cylinder heavy duty diesel engine is studied. The Exhaust Gas Recirculation (EGR) line was controlled by a servo-valve capable of opening or closing the EGR loop within only one engine cycle. Ten cycles after the EGR valve closure were taken as the transition period during which injection timing and quantity were shifted in various ways (i.e. injection strategies) and the effect on Indicated Mean Effective Pressure (IMEP) stability and emissions was studied.

Spray and combustion of gasoline and diesel were visualized under different ambient conditions in terms of pressure, temperature and density in a constant volume chamber. Three different ambient conditions were selected to simulate the three combustion regimes of homogeneous charge compression ignition, premixed charge compression ignition and conventional combustion. Ambient density was varied from 3.74 to 23.39 kg/m3. Ambient temperature at the spray injection were controlled to the range from 474 to 925 K. Intake oxygen concentration was also modulated from 15 % to 21 % in order to investigate the effects of intake oxygen concentrations on combustion characteristics. The injection pressure of gasoline and diesel were modulated from 50 to 150 MPa to analyze the effect of injection pressure on the spray development and combustion characteristics. Liquid penetration length and vapor penetration length were measured based on the methods of Mie-scattering and Schileren, respectively.

Mode transition between low temperature combustion (LTC) and conventional combustion was performed by changing the exhaust gas recirculation (EGR) rate from 60% to 0% or vice versa in a light duty diesel engine. The indicated mean effective pressure (IMEP) before mode transition was set at 0.45 MPa, representing the maximum load of LTC in this research engine. Various engine operating parameters (rate of EGR change, EGR path length, and residual gas) were considered in order to investigate their influence on the combustion mode transition. The characteristics of combustion mode transition were analyzed based on the in-cylinder pressure and hydrocarbon (HC) emission of each cycle. The general results showed that drastic changes of power output, combustion noise, and HC emission occurred during the combustion mode transition due to the improper injection conditions for each combustion mode.

In this study, premixed charge compression ignition (PCCI) combustion was implemented using an injector that had a narrow injection angle of 70° and a moderately early injection timing of -40° crank angle after top dead center (CA ATDC). In-cylinder pressure measurements and high-speed direct imaging of the flame were performed in an optically accessible single-cylinder diesel engine. Frequency analysis of the acquired in-cylinder pressure data was carried out to obtain the frequency range of diesel knock. Meanwhile, image segmentation and a tracking algorithm based on YCbCr color space were implemented to determine the frequency range of diesel knock from the obtained high-speed image. The results show that the frequency of diesel knock was dominated by the range from 13 kHz to 15 kHz. Still, frequency with low power existed down until 7 kHz. The frequencies of the area movement were shown to be 13 kHz and, in some cases, 8.67 kHz.

Low temperature combustion (LTC) may allow simultaneous reduction of nitrogen oxides (NOx) and soot with acceptable compromise in the efficiency of a diesel engine. Recently oxygenate biodiesel fuels were tested to resolve the problem of CO emission at higher exhaust gas recirculation (EGR) rates in LTC operation. In this paper 3-D simulation is performed by KIVA with soybean biodiesel blends of D100 and BD20 for a heavy duty test engine. The oxygen fraction in intake gas is controlled between 7% and 19% to simulate EGR in LTC operation. A surrogate mechanism is constructed by combining the skeletal mechanisms of methyl butanoate (MB) and n-heptane for low and high temperature chemistry. It consists of 76 species and 243 reaction steps with detailed NOx chemistry. The conditional moment closure (CMC) model is employed to address coupling between turbulence and chemistry.

Nowadays, automobile manufacturers are focusing on reducing exhaust-gas emissions because of their harmful effects on humans and the environment, such as global warming due to greenhouse gases. Direct injection combustion is a promising technology that can significantly improve fuel economy compared to conventional port fuel injection spark ignition engines. However, previous studies indicate that relatively high levels of nitrogen oxide (NOx) emission were produced with gasoline fuel in a spray-guided-type combustion system as a result of the stratified combustion characteristics. Because a lean-burn engine cannot employ a three-way catalyst, NOx emissions can be an obstacle to commercializing a lean-burn direct injection engine. Liquefied petroleum gas (LPG) fuel was proposed as an alternative for reducing NOx emission because it has a higher vapor pressure than gasoline and decreases the local rich mixture region as a result of an improved mixing process.

Combustion and emission characteristics were investigated in a compression ignition engine with dual-fuel strategy using dimethyl ether (DME) and gasoline. Experiments were performed at the low load condition corresponding to indicated mean effective pressure of 0.45 MPa. DME was directly injected into the cylinder and gasoline was injected into the intake manifold during the intake stroke. The proportion of DME in the total input energy was adjusted from 10% to 100%. DME DME injection timing was widely varied to investigate the effect of injection timing on the combustion phase. Injection pressure of DME was varied from 20 MPa to 60 MPa. Exhaust gas recirculation (EGR) was controlled from 0% to 60% to explore the effect of EGR on the combustion and emission characteristics. As DME proportion was decreased with the increased portion of gasoline, the combustion efficiency was decreased but thermal efficiency was increased.

In this study, single and double post injections were applied to diesel premixed charge compression ignition (PCCI) combustion to overcome the drawbacks those are high level of hydrocarbons (HC) and carbon monoxide (CO) emissions in a single-cylinder direct-injection diesel engine. The operating conditions including engine speed and total injection quantity were 1200 rpm and 12 mg/cycle, which are the representative of low engine speed and low load. The main injection timing of diesel PCCI combustion was set to 28 crank angle degree before top dead center (CAD BTDC). This main injection timing showed 32% lower level of nitric oxides (NOx) level and 8 CAD longer ignition delay than those of conventional diesel combustion. However, the levels of HC and CO were 2.7 and 3 times higher than those of conventional diesel combustion due to over-lean mixture and wall wetting of fuel.

The influence of fuel injection pressure and intake pressure on conventional and low temperature diesel combustion was investigated in a light duty diesel engine. The in-cylinder pressure and exhaust emissions were measured and analyzed in each operating condition. The two combustion regimes were classified in terms of intake oxygen concentrations, which were adjusted by varying the amount of exhaust gas recirculation. The fuel injection quantity and injection timing were fixed in order to minimize the influencing factors. Fuel injection pressures of 40 MPa and 120 MPa were used to verify the effect of the fuel injection pressure in both combustion regimes. The injection pressure significantly affected the combustion phase in the low temperature diesel combustion regime due to the longer premixing time relative to the conventional diesel combustion regime.

The compression ignition combustion fuelled with hydrogen and dimethyl-ether was investigated. Exhaust gas recirculation was applied to reduce noise and nitrogen oxide (NOx) emission. When dimethyl-ether was injected earlier, combustion showed two-stage ignitions known as low temperature reaction and high temperature reaction. With advanced dimethyl-ether injection, combustion temperature and in-cylinder pressure rise were lowered which resulted in high carbon monoxide and hydrocarbon emissions. However, NOx emission was decreased due to relatively low combustion temperature. The engine combustion showed only high temperature reaction when dimethyl-ether was injected near top dead center. When exhaust gas recirculation gas was added, the in-cylinder pressure and heat release rate were decreased. However, it retarded combustion phase resulting in higher indicated mean effective pressure.

The effect of pilot injection and exhaust gas recirculation (EGR) on premixed charge compression ignition (PCCI) combustion was investigated in a single-cylinder direct-injection diesel engine with low engine speed and low load. The injection timing of PCCI combustion was fixed at 25 ~ 30 crank angle degree before top dead center (°CA BTDC) based on the ignition delay and power output. The level of oxides of nitrogen (NOx) emissions of PCCI combustion was 68% lower than that of conventional diesel combustion owing to the reduction of near-stoichiometric region which is well known as the main source of NOx formation. However, the indicated mean effective pressure (IMEP), hydrocarbon (HC), particulate matter (PM) and carbon monoxide (CO) emissions deteriorated compared with conventional diesel combustion because of early injection, advanced combustion phase and lowered combustion temperature. EGR has been applied to PCCI combustion.

Mode transition between low temperature combustion and conventional combustion was investigated in a direct injection diesel engine. Low temperature diesel combustion was realized by means of high exhaust gas recirculation rate (69~73%) and early injection timing (-28~ -16 crank angle degree after top dead center) compared with those (20% exhaust gas recirculation rate and -8 crank angle degree after top dead center) of conventional combustion. Tests were carried out at different engine speeds and injection pressures. Exhaust gas recirculation rate was changed transiently by controlling each throttle angle for fresh air and exhaust gas recirculation to implement mode transition. Various durations for throttle transition were applied to investigate the effect of speed change of exhaust gas recirculation rate on the characteristics of mode transition.

Premixed compression ignition (PCI) combustion was implemented using advanced injection strategy and exhaust gas recirculation in a direct-injection single-cylinder diesel engine. The injection timing swept experiment using a baseline injector, which had an injection angle of 146° and 8 nozzle holes, obtained three types of combustion regime: conventional diesel combustion for an injection timing of 10° CA (crank angle) BTDC (before top dead center), PCI combustion for an injection timing of 40° CA BTDC and homogeneous charge compression ignition (HCCI) combustion for an injection timing of 80° CA BTDC. PCI combustion can be verified by burn duration analysis. The burn duration, which was defined as the period from 10% to 90% of the accumulated heat release, was very short in PCI combustion but not in the others. PCI combustion with an injection timing of 40° CA BTDC was achieved in a range of an exhaust gas recirculation (EGR) rate from 0% to around 40%.

An experimental study was performed to evaluate the effects of ethanol blending on to gasoline spray and combustion characteristics in a spray-guided direct-injection spark-ignition engine under lean stratified operation. The spray characteristics, including local homogeneity and phase distribution, were investigated by the planar laser-induced fluorescence and the planar Mie scattering method in a constant volume chamber. Therefore, the single cylinder engine was operated with pure gasoline, 85 %vol, 50 %vol and 25vol % ethanol blended with gasoline (E85, E50, E25) to investigate the combustion and exhaust emission characteristics. Ethanol was identified to have the potential of generating a more appropriate spray for internal combustion due to a higher vapor pressure at high temperature conditions. The planar laser-induced fluorescence image demonstrated that ethanol spray has a faster diffusion velocity and an enhanced local homogeneity.

Combustion and emission characteristics of LPG(Liquefied Petroleum Gas) and gasoline fuels were compared in a single cylinder engine with direct fuel injection. While fuel injection pressure and IMEP(indicated mean effective pressure) were varied with 60, 90, 120 bar and 2 to 10 bar, another parameters for the engine operation as engine speed, air excess, and fuel injection timing were fixed at 1500 rpm, 1.0, and BTDC 300 CA respectively. Experimental results showed that MBT timing for LPG was less sensitive to IMEP, and high injection pressure made combustion stability worse at IMEP=2 bar. Through heat release analysis LPG showed shorter 10 and 90% MBD(mass burn duration) than gasoline due to fast flame speed and for both fuels injection pressure hardly affected burn duration. It was also found that thermal efficiency of LPG had a little higher than that of gasoline. Hydrocarbon emissions of gasoline rose to a level of three-fold than those of LPG.

The effect of the composition of propane (C₃H₈) and butane (C₄H₁₀) in liquefied petroleum gas (LPG) was investigated in a dual-fuel HCCI engine fueled with di-methyl ether (DME) and LPG. The composition of LPG affects DME-LPG dual fuel HCCI combustion due to the difference in the physical properties of propane that and butane such as octane number, auto-ignition temperature and heat of vaporization. DME was injected directly into the cylinder at various injection timing from 160 to 350 crank angle degrees (CAD). LPG was injected at the intake port with a fixed injection timing at 20 CAD. It was found that power output was increased with propane ratio. This gain in power output resulted from increased expansion work due to the better anti-knock properties of propane. However, higher propane ratio made combustion efficiency decrease because of the suppression in low temperature reaction of DME which determines heat release amount of high temperature reaction.