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The present experimental engine efficiency study explores the effects of intake pressure and temperature, and premixed and global equivalence ratios on gross thermal efficiency (GTE) using the reactivity controlled compression ignition (RCCI) combustion strategy. Experiments were conducted in a heavy-duty single-cylinder engine at constant net load (IMEPn) of 8.45 bar, 1300 rev/min engine speed, with 0% EGR, and a 50% mass fraction burned combustion phasing (CA50) of 0.5°CA ATDC. The engine was port fueled with E85 for the low reactivity fuel and direct injected with 3.5% 2-ethylhexyl nitrate (EHN) doped into 91 anti-knock index (AKI) gasoline for the high-reactivity fuel. The resulting reactivity of the enhanced fuel corresponds to an AKI of approximately 56 and a cetane number of approximately 28. The engine was operated with a wide range of intake pressures and temperatures, and the ratio of low- to high-reactivity fuel was adjusted to maintain a fixed speed-phasing-load condition.

Reactivity Controlled Compression Ignition (RCCI) is an engine combustion strategy that utilizes in-cylinder fuel blending to produce low NOx and PM emissions while maintaining high thermal efficiency. The current study investigates RCCI and conventional diesel combustion (CDC) operation in a light-duty multi-cylinder engine over transient operating conditions using a high-bandwidth, transient capable engine test cell. Transient RCCI and CDC combustion and emissions results are compared over an up-speed change from 1,000 to 2,000 rev/min. and a down-speed change from 2,000 to 1,000 rev/min. at a constant 2.0 bar BMEP load. The engine experiments consisted of in-cylinder fuel blending with port fuel-injection (PFI) of gasoline and early-cycle, direct-injection (DI) of ultra-low sulfur diesel (ULSD) for the RCCI tests and the same ULSD for the CDC tests.

The transient response of an engine with both High Pressure (HP) and Low Pressure (LP) EGR loops was compared by conducting step changes in EGR fraction at a constant engine speed and load. The HP EGR loop performance was shown to be closely linked to turbocharger performance, whereas the LP EGR loop was relatively independent of turbocharger performance and vice versa. The same experiment was repeated with the variable geometry turbine vanes completely open to reduce turbocharger action and achieve similar EGR rate changes with the HP and LP EGR loops. Under these conditions, the increased loop volume of the LP EGR loop prolonged the response of intake O2 concentration following the change in air-fuel ratio. The prolonged change of intake O2 concentration caused emissions to require more time to reach steady state as well. Strong coupling between the HP EGR loop and turbochargers was again observed using a hybrid EGR strategy.

Control of the timing and magnitude of heat release is one of the biggest challenges for premixed compression ignition, especially when attempting to operate at high load. Single-fuel strategies such as partially premixed combustion (PPC) use direct injection of gasoline to stratify equivalence ratio and retard heat release, thereby reducing pressure rise rate and enabling high load operation. However, retarding the heat release also reduces the maximum work extraction, effectively creating a tradeoff between efficiency and noise. Dual-fuel strategies such as reactivity controlled compression ignition (RCCI) use premixed gasoline and direct injection of diesel to stratify both equivalence ratio and fuel reactivity, which allows for greater control over the timing and duration of heat release. This enables combustion phasing closer to top dead center (TDC), which is thermodynamically favorable.

The focus of the present study was to characterize Reactivity Controlled Compression Ignition (RCCI) using a single-fuel approach of gasoline and gasoline mixed with a commercially available cetane improver on a multi-cylinder engine. RCCI was achieved by port-injecting a certification grade 96 research octane gasoline and direct-injecting the same gasoline mixed with various levels of a cetane improver, 2-ethylhexyl nitrate (EHN). The EHN volume percentages investigated in the direct-injected fuel were 10, 5, and 2.5%. The combustion phasing controllability and emissions of the different fueling combinations were characterized at 2300 rpm and 4.2 bar brake mean effective pressure over a variety of parametric investigations including direct injection timing, premixed gasoline percentage, and intake temperature. Comparisons were made to gasoline/diesel RCCI operation on the same engine platform at nominally the same operating condition.

An experimental investigation of non-intrusive combustion sensing was performed using a tri-axial accelerometer mounted to the engine block of a small-bore high-speed 4-cylinder compression-ignition direct-injection (CIDI) engine. This study investigates potential techniques to extract combustion features from accelerometer signals to be used for cycle-to-cycle engine control. Selection of accelerometer location and vibration axis were performed by analyzing vibration signals for three different locations along the block for all three of the accelerometer axes. A magnitude squared coherence (MSC) statistical analysis was used to select the best location and axis. Based on previous work from the literature, the vibration signal filtering was optimized, and the filtered vibration signals were analyzed. It was found that the vibration signals correlate well with the second derivative of pressure during the initial stages of combustion.

Premixed diesel combustion blending high volatility fuels into diesel fuel were investigated in a modern diesel engine. First, various fractions of normal heptane and diesel fuel were examined to determine the influence of the blending of a highly ignitable and volatile fuel into diesel fuel. The indicated thermal efficiency improves almost linearly with increasing normal heptane fraction, particularly at advanced injection timings when the fuel is not injected directly into the piston cavity. This improvement is mainly due to decreases in the other losses, ϕother which are calculated with the following equation based on the energy balance. ηu: The combustion efficiency calculated from the exhaust gas compositions ηi: The indicated thermal efficiency ϕex: The exhaust loss calculated from the enthalpy difference between intake and exhaust gas The decreases in the other losses with normal heptane blends are due to a reduction in the unburned fuel which does not reach the gas analyzer.

Reductions in combustion noise are necessary in high load diesel engine operation and multiple fuel injections can achieve this with the resulting reductions in the maximum rate of pressure rise. In 2014, Dr. Fuyuto reported the phenomenon that the combustion noise produced in the first combustion can be reduced by the combustion noise of the second fuel injection, and this has been named “Noise Cancelling Spike Combustion (NCS combustion)”. To investigate more details of NCS combustion, the effects of timings and heating values of the first and second heat releases on the reduction of overall combustion noise are investigated in this paper. The engine employed in the research here is a supercharged, single cylinder DI diesel engine with a high pressure common rail fuel injection system.

This study makes use of the detailed mechanisms of n-heptane combustion, from gas reactions to soot particle formation and oxidation, and a two-stage model based on the CHEMKIN reactor network is developed and used to investigate the trade-off between soot and NOx emissions. The effects of the equivalence ratio, EGR, ambient pressure and temperature, and initial particle diameter are observed for various residence times. The results show that high rates of NOx formation are unavoidable under conditions where high reduction rates of soot particles are obtained. This suggests that suppression of the amount of soot during the formation stage is essential for simultaneous reductions in engine-out soot and NOx emissions.

Deviations between transient and steady state operation of a modern light duty diesel engine were identified by comparing rapid load transitions to steady state tests at the same speeds and fueling rates. The validity of approximating transient performance by matching the transient charge air flow rate and intake manifold pressure at steady state was also assessed. Results indicate that for low load operation with low temperature combustion strategies, transient deviations of MAF and MAP from steady state values are small in magnitude or short in duration and have relatively little effect on transient engine performance. A new approximation accounting for variations in intake temperature and excess oxygen content of the EGR was more effective at capturing transient emissions trends, but significant differences in magnitudes remained in certain cases indicating that additional sources of variation between transient and steady state performance remain unaccounted for.

The influence of fuel properties on the operational range and the thermal efficiency of premixed diesel combustion was evaluated with an ordinary diesel fuel, a primary reference fuel for cetane numbers, three primary reference fuels for octane numbers, and two normal heptane-toluene blend fuels in a single-cylinder DI diesel engine. The fuel injection timing was set at 25°CA BTDC and the maximum rate of pressure rise was maintained below 1.0 MPa/°CA when lowering the intake oxygen concentration by cooled EGR. With increasing octane numbers, the higher intake oxygen concentration can be used, resulting in higher indicated thermal efficiency due to a higher combustion efficiency. The best thermal efficiency at the optimum intake oxygen concentration with the ordinary diesel fuel is lower than with the primary reference fuels with the similar ignitability but higher volatility.

Water and diesel fuel emulsions containing 13% and 26% water by volume were investigated in a modern diesel engine with relatively early pilot injection, supercharging, and cooled EGR. The heat release from the pilot injection with water emulsions is retarded toward the top dead center due to the poor ignitability, which enables larger pilot and smaller main injection quantities. This characteristic results in improvements in the thermal efficiency due to the larger heat release near the top dead center and the smaller afterburning. With the 26% water emulsion, mild, smokeless, and very low NOx operation is possible at an optimum pilot injection quantity and 15% intake oxygen with EGR at or below 0.9 MPa IMEP, a condition where large smoke emissions are unavoidable with regular unblended diesel fuel. Heat transfer analysis with Woschni's equation did not show the decrease in cooling loss with the water emulsion fuels.

Combustion and exhaust gas emissions of alcohol and vegetable oil blends including a 20% ethanol + 40% 1-butanol + 40% vegetable oil blend and a 50% 1-butanol + 50% vegetable oil blend were examined in a single cylinder, four-stroke cycle, 0.83L direct injection diesel engine, with a supercharger and a common rail fuel injection system. A 50% diesel oil + 50% vegetable oil blend and regular unblended diesel fuel were used as reference fuels. The boost pressure was kept constant at 160 kPa (absolute pressure), and the cooled low pressure loop EGR was realized by mixing with a part of the exhaust gas. Pilot injection is effective to suppress rapid combustion due to the lower ignitability of the alcohol and vegetable oil blends. The effects of reductions in the intake oxygen concentration with cooled EGR and changes in the fuel injection pressure were investigated for the blended fuels.

Fuel spray atomization and breakup processes within a direct-injection spark-ignition (DISI) engine and outside the engine were modeled using a modified KIVA-3V code with improved spray models. The structures of the predicted sprays were qualitatively compared with planar images. The considered sprays were created by a prototype pressure-swirl injector and the planar images were obtained by laser sheet imaging in an optical DISI engine. In the out-of-engine case, the spray was injected into atmospheric air, and was modeled in a two dimensional bomb. In the engine case, the injection started from 270° ATDC, and full 3-D computations in the same engine were performed. In both cases, two liquid injection pressure conditions were applied, that is, 3.40 MPa and 6.12 MPa. The model gives good prediction of the tip penetration, and external spray shape, but the internal structure prediction has relatively lower accuracy, especially near the spray axis.

The University of Wisconsin-Madison Snowmobile Team has designed and constructed a clean, quiet, high performance snowmobile for entry in the 2008 Society of Automotive Engineers' Clean Snowmobile Challenge. Built on a 2003 cross-country touring chassis, this machine features a 750 cc fuel-injected four-stroke engine equipped with a fuel sensor which allows operation ranging from regular gasoline to an 85% blend of ethanol and gasoline (E85). The engine has been customized with a Mototron control system which allows for full engine optimization using a range of fuels from E00 to E85. Utilizing a heated oxygen sensor and a 3-way catalyst customized for this engine by W.C. Heraeus-GmbH, this sled reduces NOx, HC and CO emissions by up to 89% to an average specific mass of 0.484, 0.154, 4.94 g/kW-hr respectively. Finally, the Mototron system also allowed Wisconsin to extract another 4 kW from the Weber 750cc engine; producing 45 kW and 65 Nm of torque.

Premixed diesel combustion modes including low temperature combustion and MK combustion are expected to realize smokeless and low NOx emissions. As ignition must be delayed until after the end of fuel injection to establish these combustion modes, methods for active ignition control are being actively pursued. It is reported that alcohols including methanol and ethanol strongly inhibit low temperature oxidation in HCCI combustion offering the possibility to control ignition with alcohol induction. In this research improvement of diesel combustion and emissions by ethanol intake port injection for the promotion of premixing of the in-cylinder injected diesel fuel, and by increased EGR for the reduction of combustion temperature.

Increasing CO2 emissions from vehicles is becoming a major concern in automotive society, and variety of future types of cars are intensively investigated. However it is not clear which level of performance and cost must be achieved for the future cars to be available in a market and how much percentage of cars is necessary to be replaced by the future cars for the conservation of environment. The objective of this paper is to evaluate the possibility of market growth of future cars, as hybrid cars, electric vehicles and fuel cell cars, based on the performance and economic aspects. This paper investigates the emission reduction potential of these vehicles, and also compares the composition of vehicle types and emissions for a variety of scenarios of consumer characteristics, economic growth, fuel price, performance of cars, and carbon tax control measures. A model of user preference of cars was established from the statistic analysis of past data.

Smokeless and ultra low NOx combustion without knocking in a dual-fuel diesel engine with induced LPG as the main fuel was established with a uniquely developed piston cavity divided by a lip in the sidewall. A small quantity of diesel fuel was directly injected at early compression stroke into the lower part of the cavity as an ignition source for this confined area, and this suppressed explosively rapid combustion just after ignition and spark-knock like combustion at later stage. A combination of the divided cavity, EGR, and intake air throttling was effective to simultaneously eliminate knocking, and reduce THC and NOx significantly.

Simultaneous measurements of the radial and the tangential components of velocity are obtained in a high-speed, direct-injection diesel engine typical of automotive applications. Results are presented for engine operation with fuel injection, but without combustion, for three different swirl ratios and four injection pressures. With the mean and fluctuating velocities, the r-θ plane shear stress and the mean flow gradients are obtained. Longitudinal and transverse length scales are also estimated via Taylor's hypothesis. The flow is shown to be sufficiently homogeneous and stationary to obtain meaningful length scale estimates. Concurrently, the flow and injection processes are simulated with KIVA-3V employing a RNG k-ε turbulence model. The measured turbulent kinetic energy k, r-θ plane mean strain rates ( 〈Srθ〉, 〈Srr〉, and 〈Sθθ〉 ), deviatoric turbulent stresses , and the r-θ plane turbulence production terms are compared directly to the simulated results.

This paper presents a theoretical and experimental study on the possibility of combustion similarity in differently sized diesel engines. Combustion similarity means that the flow pattern and flame distribution develop similarly in differently sized engines. The study contributes to an understanding and correlating of data which are presently limited to specific engine designs. The theoretical consideration shows the possibility of combustion similarity, and the similarity conditions were identified. To verify the theory, a comparison of experimental data from real engines was performed; and a comparison of results of a three dimensional computer simulation for different engine sizes was also attempted. The results showed good agreement with the theoretical predictions. THE PURPOSE of this research is to determine the possibility of the existence of combustion similarity in differently sized diesel engines, and to propose conditions for realizing model experiments.