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Lean-burn hydrogen internal combustion engines are a good option for future transportation solutions since they do not emit carbon-dioxide and unburned hydro-carbons, and the emissions of nitric-oxides (NOx) can be kept low. However, under lean-burn conditions the combustion duration increases, and the combustion stability decreases, leading to a reduced thermal efficiency. Turbulent jet ignition (TJI) can be used to extend the lean-burn limit, while decreasing the combustion duration and improving combustion stability. The objective of this paper is to investigate the feasibility of a passive pre-chamber TJI system on a heavy-duty hydrogen engine under lean-burn conditions using CFD modelling. The studied concept is mono-fuel, port-fuel injected, and spark ignited in the pre-chamber. The overall design of the pre-chamber is discussed and the effect of design parameters on the engine performance are studied.

Injector nozzle deposits can have a profound effect on particulate emissions from vehicles fitted with Gasoline Direct Injection (GDI) engines. Several recent publications acknowledge the benefits of using Deposit Control Additives (DCA) to maintain or restore injector cleanliness and in turn minimise particulates, but others claim that high levels of DCA could have detrimental effects due to the direct contribution of DCA to particulates, that outweigh the benefits of injector cleanliness. Much of the aforementioned work was conducted in laboratory scenarios with model fuels. In this investigation a fleet of 7 used GDI vehicles were taken from the field to determine the net impact of DCAs on particulates in real-world scenarios. The vehicles tested comprised a range of vehicles from different manufacturers that were certified to Euro 5 and Euro 6 emissions standards.

Reducing criteria pollutants while reducing greenhouse gases is an active area of research for commercial on-road vehicles as well as for off-road machines. The heavy duty on-road sector has moved to reducing NOx by 82.5% compared to 2010 regulations while increasing the engine useful life from 435,000 to 650,000 miles by 2027 in the United States (US). An additional certification cycle, the Low Load Cycle (LLC), has been added focusing on part load operation having tight NOx emissions levels. In addition to NOx, the total CO2 emissions from the vehicle will also be reduced for various model years. The off-road market is following with a 90% NOx reduction target compared to Tier 4 Final for 130-560 kW engines along with greenhouse gas targets that are still being established. The off-road market will also need to certify with a Low Load Application Cycle (LLAC), a version of which was proposed for evaluation in 2021.

It is useful for research purposes to define simple surrogate gasoline compositions that can replicate the chemical and physical properties of more complex mixtures. Ethanol is used in commercially available gasolines around the world as part of the pathway to the decarbonization of the transportation sector. In this study equations were developed to predict the Research Octane Number (RON), Motor Octane Number (MON) and Dry Vapour Pressure Equivalent (DVPE) of gasoline surrogates containing ethanol (10-25 vol%), isopentane, n-heptane, isooctane and toluene. The non-linear blending behaviour associated with ethanol is found to necessitate coefficients in the equations developed for MON that are a function of ethanol content, whereas surprisingly the equations for RON and DVPE do not need this added level of complexity.

The majority of today’s natural gas fired engines are applying a premixed combustion concept, which is commonly assumed to be based on the turbulence-enhanced propagation of a thin flame separating the burnt and unburnt fractions of the mixture volume. This concept has been confirmed by means of comprehensive experimental investigations on passenger car engines operating at air/fuel ratios close to stoichiometry; however, for larger industrial engines (4-stroke and 2-stroke) designed for ultra-lean (λ >1.8) operation in order to achieve highest efficiencies, this assumption is no longer valid, as will be shown in the following. On these engines, the combustion process is largely controlled by the reaction kinetics of the chemistry and hence exhibits more similarity to homogeneous charge or spark assisted compression ignition (HCCI or SACI) combustion concepts.

Exhaust Gas Recirculation (EGR) is employed in diesel engines to reduce engine-out NOx emissions. Despite the concerted design efforts of manufacturers, high-pressure Exhaust Gas Recirculation (HP-EGR) systems can be susceptible to fouling as the particulate matter, hydrocarbons and other entrained species deposit from the exhaust gas flow as it cools on its passage through the EGR system. Such deposits can lead to a number of problems including deterioration of emissions, fuel efficiency, performance and drivability, as well as breakdowns. The development of an engine test method to enable the study of the impact of fuel on deposits in the HP-EGR system was reported in 2020. In the test, a 4-cylinder light-duty diesel engine of 1.6L displacement runs at conditions conducive to EGR deposit formation over 24 hours and the impact of fuels on deposit formation is determined through weighing of the EGR system components before and after the test.

Design efforts to improve the hydraulic efficiency of high-pressure diesel fuel systems and thus further improve overall engine efficiency have resulted in the utilisation of low-spill control valves and reduced injector component clearances to reduce general leakage losses. Overall, these advances have contributed significantly to the high efficiency diesel engines of today. However, the combination of very high fuel pressures, cavitation and low fuel leakage volumes increases the heating of the remaining fuel, increasing temperature and, in turn, the propensity for deposits to form inside the injector. This deposit phenomenon is commonly known as Internal Diesel Injector Deposits (IDID) and can cause rough engine running and failed engine starts requiring injector cleaning or replacement. Methods studying this phenomenon are under development in the industry.

A model-based control approach is proposed to give proper reference for the feed-forward combustion control of Partially Pre-mixed Combustion (PPC) engines. The current study presents a simplified first principal model, which has been developed to provide a base estimation of the ignition properties. This model is used to describe the behavior of a single-cylinder heavy-duty diesel engine fueled with a mix of bio-butanol and n-heptane (80vol% bio-butanol and 20 vol% n-heptane). The model has been validated at 8 bar gross Indicated Mean Effective Pressure (gIMEP) in PPC mode. Inlet temperature and pressure have been varied to test the model capabilities. First the experiments were conducted to generate reference points with BH80 under PPC conditions. And then CFD simulations were conducted to give initial parameter set up, e.g. fuel distribution, zone dividing, for the multi-zone model.

Intensified emission regulations as well as consumption demands lead to an increasing significance of carbon monoxide (CO) emissions for diesel engines. On the one hand, the quantity of CO raw emissions is important for emission predictions as well as for the exhaust gas after treatment. On the other hand, CO emissions are also important for predicting combustion efficiency and thus fuel consumption, since a part of unreleased chemical energy of the fuel is still bound in the CO molecules. Due to these reasons, a simulation model for predicting CO raw emissions was developed for diesel engines based on a phenomenological two-zone model. The CO model takes three main sources of CO emissions of diesel engines into account: Firstly, it contains a sub model that describes CO from local understoichiometric areas. Secondly, CO emissions from overmixed regions are considered.

In Brazil, the introduction of high biodiesel blends has been defined by standard CNPE no 16 of 2018, which stablished the latest chronogram for compulsory biodiesel incorporation to all diesel fuel commercialized nationally, from 11% v/v in 2019 to 15% v/v in 2023, and up to B20 in case of captive fleets. Nevertheless, with the adoption of more stringent emission standards in Brazil, concerns arise from the unrestricted use of higher biodiesel blends, especially regarding the assurance of Heavy-Duty Diesel (HDD) emissions aftertreatment systems correct operation and of fulfillment of national emissions requirements defined by PROCONVE. Considering the current emission standards (PROCONVE P7, equivalent to EURO V), such concerns already take place and become critical with the perspective of PROCONVE P8 (EURO VI) implementation, in 2022 for new models and 2023 for all commercialized vehicles, as defined by CONAMA Resolution no 490/2018.

Diesel engines pollutants emissions are gaining more and more attention, as the intense use of fuels derived from petroleum, especially diesel oil, is one of the protagonists of an environmental threat capable of aggravating climate change and degradation of the air quality. Since its establishment, EURO vehicle emissions regulations, recognizing the urgency of the issue, have imposed a drastic reduction in pollutant emissions. In this scenario, the selective catalytic reduction (SCR) system appears as an essential tool to meet the most recent regulations. In view of the growing dependence of this technology to meet the most current limits and the high cost of AdBlue in the Brazilian market, it is necessary to develop engineering solutions aimed at increasingly efficient and competitive products in the market.

In the present study, Large Eddy Simulations (LES) have been performed with a 3D model of a step nozzle injector, using n-pentane as the injected fluid, a representative of the high-volatility components in gasoline. The influence of fuel temperature and injection pressure were investigated in conditions that shed light on engine cold-start, a phenomenon prevalent in a number of combustion applications, albeit not extensively studied. The test cases provide an impression of the in-nozzle phase change and the near-nozzle spray structure across different cavitation regimes. Results for the 20oC fuel temperature case (supercavitating regime) depict the formation of a continuous cavitation region that extends to the nozzle outlet. Collapse-induced pressure wave dynamics near the outlet cause a transient entrainment of air from the discharge chamber towards the nozzle.

Exhaust Gas Recirculation (EGR) is employed in diesel engines to reduce engine-out NOx. Carbon-containing deposits form in the EGR systems of modern diesel engines as the particulate matter, hydrocarbons and other entrained species deposit from the exhaust gas flow as it cools. Much work has been done by Original Equipment Manufacturers (OEMs) to reduce deposits and mitigate their effects by optimized dimensioning of EGR coolers and valves, introduction of EGR cooler bypass for use in the most sensitive cold conditions and experimenting with oxidation catalysts upstream of the EGR system. Nevertheless, deposits forming in the high-pressure Exhaust Gas Recirculation (HP-EGR) systems of modern diesel engines can sometimes lead to a number of problems including emissions and fuel consumption deterioration, poor performance and drivability, as well as breakdowns. An engine test method has been developed to enable the impact of fuel on deposits in the HP-EGR system to be studied.

The octane appetite of an engine is frequently characterised by the so-called K value. It is usually assumed that K is dependent only on the thermodynamic conditions in the engine when knock occurs. In this work we test this hypothesis: further analysis was conducted on experimental results from SAE 2019-01-0035 in which a matrix of fuels was tested in a single cylinder engine. The fuels consisted of a relatively small number of components, thereby simplifying the analysis of the chemical kinetic proprieties. Through dividing the original fuel matrix into subsets, it was possible to explore the variation of K value with fuel properties. It was found that K value tends to increase slightly with RON. The explanation for this finding is that higher RON leads to advanced ignition timing (i.e. closer to MBT conditions) and advanced ignition timing results in faster combustion because of the higher pressures and temperatures reached in the thermodynamic trajectory.

This paper focusses on the application of bioalcohols (ethanol and butanol) derived from seaweed in Heavy-Duty (HD) Compression Ignition (CI) combustion engines. Seaweed-based fuels do not claim land and are not in competition with the food chain. Currently, the application of high octane bioalcohols is limited to Spark Ignition (SI) engines. The Reactivity Controlled Compression Ignition (RCCI) combustion concept allows the use of these low carbon fuels in CI engines which have higher efficiencies associated with them than SI engines. This contributes to the reduction of tailpipe CO2 emissions as required by (future) legislation and reducing fuel consumption, i.e. Total-Cost-of-Ownership (TCO). Furthermore, it opens the HD transport market for these low carbon bioalcohol fuels from a novel sustainable biomass source. In this paper, both the production of seaweed-based fuels and the application of these fuels in CI engines is discussed.

Diesel spray mixture formation is investigated at target conditions using multiple diagnostics and laboratories. High-speed Particle Image Velocimetry (PIV) is used to measure the velocity field inside and outside the jet simultaneously with a new frame straddling synchronization scheme. The PIV measurements are carried out in the Engine Combustion Network Spray A target conditions, enabling direct comparisons with mixture fraction measurements previously performed in the same conditions, and forming a unique database at diesel conditions. A 1D spray model, based upon mass and momentum exchange between axial control volumes and near-Gaussian velocity and mixture fraction profiles is evaluated against the data.

Green zones are challenging problems for the thermal management systems of hybrid vehicles. This is because within the green zone the engine is turned off, and the only way to keep the aftertreatment system warm is lost. This means that there is a risk of leaving the green zone with a cold and ineffective aftertreatment system, resulting in high emissions. A thermal management strategy that heats the aftertreatment system prior to turning off the engine, in an optimal way, to reduce the NOx emissions when the engine is restarted, is developed. The strategy is also used to evaluate under what conditions pre-heating is a suitable strategy, by evaluating the performance in simulations using a model of a heavy-duty diesel powertrain and scenario designed for this purpose.

Plug-in electric vehicle (PHEV) has a promising prospect to reduce greenhouse gas (GHG) emission and optimize engine operating in high-efficiency region. According to the maximum electric power and all-electric range, PHEVs are divided into two categories, including “all-electric PHEV” and “blended PHEV” and the latter provides a potential for more rational energy distribution because engine participates in vehicle driving during aggressive acceleration not just by motor. However, the frequent use of engine may result in severe emissions especially in low state of charge (SOC) and ahead of catalyst light-off. This study quantitatively investigates the impact of oil viscosity and driving mode (hybrid/conventional) on oil dilution and emissions including particle number (PN).

Butanol is an attractive alternative fuel by virtue of its renewable source and low sooting tendency. In this paper, three butanol isomers (n-butanol, isobutanol, and tert-butanol) were induced via port injection respectively and n-heptane was directly injected into the cylinder to investigate reactivity controlled compression ignition in a heavy-duty diesel engine. This work evaluates the potential of applying butanol as low reactivity fuel and the effects of reactivity gradient on combustion and emission characteristics. The experiments were performed from low load to medium-high load. Due to the different reactivities among the butanol isomers, the exhaust gas recirculation rate and the direct injection strategy were varied for a specific butanol isomer and testing load. Particularly, isobutanol/n-heptane can be operated with single direct injection and no exhaust gas recirculation up to medium load due to the high octane rating.

Fuel with higher octane content is playing a key role in optimising engine performance by allowing a more optimal spark timing which leads to increased engine efficiency and lower CO2 emissions. In a previous study the impact of octane was investigated with a fleet of 20 vehicles using market representative fuels, varying from RON 91 to 100. The resulting data showed a clear performance and acceleration benefit when higher RON fuel was used. In this follow-up study 10 more vehicles were added to the database. The vehicle fleet was extended to be more representative of Asian markets, thus broadening the geographical relevance of the database, as well as adding vehicles with newer technologies such as boosted down-sized direct injection engines, or higher compression ratio engines. Eight different fuel combinations varying in RON were tested, representing standard gasoline and premium gasoline in different markets around the world.