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Using renewable fuels is a reliable approach for decarbonization of combustion engines. iso-Butanol and n-butanol are known as longer chain alcohols and have the potential of being used as gasoline substitute or a renewable fraction of gasoline. The combustion behavior of renewable fuels in modern combustion engines and advanced combustion concepts is not well understood yet. Low-temperature combustion (LTC) is a concept that is a basis for some of the low emissions-high efficiency combustion technologies. Fuel ɸ-sensitivity is known as a key factor to be considered for tailoring fuels for these engines. The Lund ɸ-sensitivity method is an empirical test method for evaluation of the ɸ-sensitivity of liquid fuels and evaluate fuel behavior in thermal. iso-Butanol and n-butanol are two alcohols which like other alcohol exhibit nonlinear behavior when blended with (surrogate) gasoline in terms of RON and MON.

In order to evaluate the ventilation characteristics of car interior, a model experiment was performed. Part 1 deals with the air flow properties in a half-scale car model. In this paper, a trace gas experimental method equipped with Flame Ionization Detector (FID) systems is introduced to examine the local ventilation efficiency and inhaled air quality in the car, which was ventilated at a flow rate of 100 m3/h and kept in an isothermal environment of 28°C in the experiment. Here, ventilation efficiency was evaluated by means of the Scales for Ventilation Efficiencies (SVEs), and inhaled air quality in terms of the influences of passive smoke and foot odor was evaluated by means of the Contribution Ratio of Pollution source 1 (CRP1). Therefore, calculation methods using trace gas concentration values were suggested for these indices, which were proposed based on the Computational Fluid Dynamics (CFD) technique.

In the last few years, the effect of diabatic test conditions on compressor performance maps has been widely investigated, leading some Authors to propose different correction models. The accuracy of turbocharger performance map constitute the basis for the tuning and validation of a numerical method, usually adopted for the prediction of engine-turbocharger matching. Actually, it is common practice in automotive applications to use simulation codes, which can either require measured compression ratio and efficiency maps as input values or calculate them “on the fly” throughout specific sub-models integrated in the numerical procedures. Therefore, the ability to correct the measured performance maps taking into account internal heat transfer would allow the implementation of commercial simulation codes used for engine-turbocharger matching calculations.

Detailed and fast combustion models are necessary to support design of Diesel engines with low emission and fuel consumption. Over the years, the importance of turbulence chemistry interaction to correctly describe the diffusion flame structure was demonstrated by a detailed assessment with optical data from constant-volume vessel experiments. The main objective of this work is to carry out an extensive validation of two different combustion models which are suitable for the simulation of Diesel engine combustion. The first one is the Representative Interactive Flamelet model (RIF) employing direct chemistry integration. A single flamelet formulation is generally used to reduce the computational time but this aspect limits the capability to reproduce the flame stabilization process. To overcome such limitation, a second model called tabulated flamelet progress variable (TFPV) is tested in this work.

Detailed chemistry and turbulence-chemistry interaction need to be properly taken into account for a realistic combustion simulation of IC engines where advanced combustion modes, multiple injections and stratified combustion involve a wide range of combustion regimes and require a proper description of several phenomena such as auto-ignition, flame stabilization, diffusive combustion and lean premixed flame propagation. To this end, different approaches are applied and the most used ones rely on the well-stirred reactor or flamelet assumption. However, well-mixed models do not describe correctly flame structure, while unsteady flamelet models cannot easily predict premixed flame propagation and triple flames. A possible alternative for them is represented by transported probability density functions (PDF) methods, which have been applied widely and effectively for modeling turbulent reacting flows under a wide range of combustion regimes.

The implementation and the combination of advanced boundary conditions and subgrid scale models for Large Eddy Simulation (LES) in the multi-dimensional open-source CFD code OpenFOAM® are presented. The goal is to perform reliable cold flow LES simulations in complex geometries, such as in the cylinders of internal combustion engines. The implementation of a boundary condition for synthetic turbulence generation upstream of the valve port and of the compressible formulation of the Wall-Adapting Local Eddy-viscosity sgs model (WALE) is described. The WALE model is based on the square of the velocity gradient tensor and it accounts for the effects of both the strain and the rotation rate of the smallest resolved turbulent fluctuations and it recovers the proper y₃ near-wall scaling for the eddy viscosity without requiring dynamic procedure; hence, it is supposed to be a very reliable model for ICE simulation.

In future decarbonized scenarios, hydrogen is widely considered as one of the best alternative fuels for internal combustion engines, allowing to achieve zero CO2 emissions at the tailpipe. However, NOx emissions represent the predominant pollutants and their production has to be controlled. In this work different strategies for the control and abatement of pollutant emissions on a H2-fueled high-performance V8 twin turbo 3.9L IC engine are tested. The characterization of pollutant production on a single-cylinder configuration is carried out by means of the 1D code Gasdyn, considering lean and homogeneous conditions. The NOx are extremely low in lean conditions with respect to the emissions legislation limits, while the maximum mass flow rate remains below the turbocharger technical constraint limit at λ=1 only.

The aim of the paper is to provide simple and accurate analytical formulae describing the straight motion of a road vehicle. Such formulae can be used to compute either the steering torque or the additional rolling resistance induced by vehicle side-slip angle. The paper introduces a revised formulation of the Handling Diagram Theory to take into account tire ply-steer, conicity and road banking. Pacejka’s Handling Diagram Theory is based on a relatively simple fully non-linear single track model. We will refer to the linear part of the Handling Diagram, since straight motion will be considered only. Both the elastokinematics of suspension system and tire characteristics are taken into account. The validation of the analytical expressions has been performed both theoretically and after a subjective-objective test campaign. By means of the new and unreferenced analytical formulae, practical hints are given to set to zero the steering torque during straight running.

Silicon Carbide (SiC) has been shown to have a high melting/decomposition temperature, good mechanical strength, and high thermal conductivity, which make it well suited for use as a material for diesel particulate filters. The high thermal conductivity of the material tends to reduce the temperature gradients and maximum temperature which arise during regeneration. The purpose of this paper is to experimentally investigate the thermal loading which arise under regenerations of varying severity. An experimental study is presented, in which regenerations of varying severity are conducted for uncoated SiC and Cordierite filters. The severity is varied through changes in the particle loading on the filters and by changing the flow conditions during the regeneration process itself. Temperature distributions throughout the filters are measured during these regeneration.

A comprehensive research is presented aiming at assessing the ride comfort of subjects seated into road or off-road vehicles. Although many papers and books have appeared in the literature, many issues on ride comfort are still to be understood, in particular, the paper investigates the mutual effects of the posture and the vibration caused mostly from road unevenness. The paper is divided into two parts. In the first part, a mathematical model of a seated subject is validated by means of actual measurements on human subjects riding on a car. Such measurements refer to the accelerations acting at the subject/seat interface (vertical acceleration at the seat cushion and horizontal acceleration at the seat back). A proper dummy is used to derive the seat stiffness and damping.

Transient and steady-state kinetic data are herein presented to analyze the inhibiting effect of ammonia on the NH₃-SCR of NO at low temperatures over a Fe-zeolite commercial catalyst for vehicles. It is shown that in SCR converter models a rate expression accounting for NH₃ inhibition of the Standard SCR reaction is needed in order to predict the specific dynamics observed both in lab-scale and in engine test bench runs upon switching on and off the ammonia feed. Two redox, dual site kinetic models are developed which ascribe such inhibition to the spill-over of ammonia from its adsorption sites, associated with the zeolite, to the redox sites, associated with the Fe promoter. Better agreement both with lab-scale intrinsic kinetic runs and with engine test-bench data, particularly during transients associated with dosing of ammonia to the SCR catalyst, is obtained assuming slow migration of NH₃ between the two sites.

The purpose of the ELEVATE (European Low Emission V4 Automotive Two-stroke Engine) industrial research project is to develop a small, compact, light weight, high torque and highly efficient clean gasoline 2-stroke engine of 120 kW which could industrially replace the relatively big existing automotive spark ignition or diesel 4-stroke engine used in the top of the mid size or in the large size vehicles, including the minivan vehicles used for multi people and family transportation. This new gasoline direct injection engine concept is based on the combined implementation on a 4-stroke bottom end of several 2-stroke engine innovative technologies such as the IAPAC compressed air assisted direct fuel injection, the CAI (Controlled Auto-Ignition) combustion process, the D2SC (Dual Delivery Screw SuperCharger) for both low pressure engine scavenging and higher pressure IAPAC air assisted DI and the ETV (Exhaust charge Trapping Valve).

The transportation industry has been scrutinized for its contribution towards the global greenhouse gas emissions over the years. While the automotive sector has been regulated by strict emission legislation globally, the emissions from marine transportation have been largely neglected. However, during the past decade, the international maritime organization focused on ways to lower the emission intensity of the marine sector by introducing several legislations. This sets limits on the emissions of different oxides of carbon, nitrogen and sulphur, which are emitted in large amounts from heavy fuel oil (HFO) combustion (the primary fuel for the marine sector). A 40% and 70% reduction per transport work compared to the levels of 2008 is set as target for CO2 emission for 2030 and 2050, respectively. To meet these targets, commonly, methanol, as a low-carbon fuel, and ammonia, as a zero-carbon fuel, are considered.

Dual-mode dual-fuel combustion is a promising combustion concept to achieve the required emissions and CO2 reductions imposed by the next standards. Nonetheless, the fuel formulation requirements are stricter than for the single-fuel combustion concepts as the combustion concept relies on the reactivity of two different fuels. This work investigates the effect of the low reactivity fuel sensitivity (S=RON-MON) and the octane number at different operating conditions representative of the different combustion regimes found during the dual-mode dual-fuel operation. For this purpose, experimental tests were performed using a PRF 95 with three different sensitivities (S0, S5 and S10) at operating conditions of 25% load/950 rpm, 50%/1800 rpm and 100%/2200 rpm. Moreover, air sweeps varying ±10% around a reference air mass were performed at 25%/1800 rpm and 50%/1800 rpm. Conventional diesel fuel was used as high reactivity fuel in all the cases.

With ever-demanding emission legislations in Compression Ignition (CI) engines, new premixed combustion strategies have been developed in recent years seeking both, emissions and performance improvements. Since it has been shown that in-cylinder air flow affects the combustion process, and hence the overall engine performance, the study of swirling structures and its interaction with fuel injection are of great interest. In this regard, possible Turbulent Kinetic Energy (TKE) distribution changes after fuel injection may be a key parameter for achieving performance improvements by reducing in-cylinder heat transfer. Consequently, this paper aims to gain an insight into spray-swirl interaction through the analysis of in-cylinder velocity fields measured by Particle Image Velocimetry (PIV) when PCCI conditions are proposed. Experiments are carried out in a single cylinder optical Diesel engine with bowl-in-piston geometry.

The liquefied natural gas (LNG)-fueled ships were provisioned to meet the strict emission legislation in the marine application since 2000. However, the scientific approach of burning the low-emission natural gas in lean combustion uncovered that the engine suffers from high methane slip emission. Serious questions are raised about the quantity of methane slip during marine conditions when the load varies in multiple frequencies and amplitudes. Previous studies by these authors explained how methane slip increases during load oscillation. This paper examined several practical methods to reach stable combustion in transient conditions to reduce the methane slip. Employing Proportional-Integral-Derivative (PID) controllers in a closed loop, implementing open-loop lookup tables, model predictive controller (MPC), and an innovated solenoid method are performed in a high-fidelity medium-speed natural gas spark-ignition (SI) engine model.

This work presents the experimental investigation of Diesel Particulate Filter (DPF) regeneration and a calibration procedure of a 1D DPF simulation model based on the commercial software AVL BOOST v. 5.1. Model constants and parameters are fitted on the basis of a number of steady state DPF experiments where the DPF is exposed to real engine exhaust gas in a test bed. The DPF is a silicon carbide filter of the wall flow type without a catalytic coating. A key task concerning the DPF model calibration is to perform accurate DPF experiments because measured gas concentrations, temperatures and soot mass concentrations are used as model boundary conditions. An in-house-developed raw exhaust gas sampling technique is used to measure the soot concentration upstream the DPF which is also needed to find the DPF soot burn rate.

The spatial and temporal locations of autoignition depend on fuel chemistry and the temperature, pressure, and mixing trajectories in the fuel jets. Dual-fuel systems can provide insight into fuel-chemistry aspects through variation of the proportions of fuels with different reactivities, and engine operating condition variations can provide information on physical effects. In this context, the spatial and temporal progression of two-stage autoignition of a diesel-fuel surrogate, n-heptane, in a lean-premixed charge of synthetic natural gas (NG) and air is imaged in an optically accessible heavy-duty diesel engine. The lean-premixed charge of NG is prepared by fumigation upstream of the engine intake manifold.

In this work a detailed soot model based on stationary flamelets is used to simulate soot emissions of a reactive Diesel spray. In order to represent soot formation and oxidation processes properly, a calibration of the soot reaction rates has to be performed. This model calibration is usually performed on basis of engine out soot measurements. Contrary to this, in this work the soot model is calibrated on local soot concentrations along the spray axis obtained from laser extinction chamber measurements. The measurements are performed with B7 certification Diesel and a series production multihole injector to obtain engine similar boundary conditions. In order to ensure that the flow and mixture field is captured well by the CFD-simulation, the simulated liquid penetration lengths and flame lift-off lengths are compared to chamber measurements.

This work concerns the modelling of soot formation process in diesel spray combustion under engine-like conditions. The key aim is to investigate the soot formation characteristics at different ambient temperatures. Prior to simulating the diesel combustion, numerical models including a revised multi-step soot model is validated by comparing to the experimental data of n-dodecane fuel in which the associated chemistry is better understood. In the diesel spray simulations, a single component n-heptane mechanism and the multi-component Diesel Oil Surrogate (DOS) model are adopted. A newly developed C16-based model which comprises skeletal mechanisms of n-hexadecane, heptamethylnonane, cyclohexane and toluene is also implemented. Comparisons of the results show that the simulated liftoff lengths are reasonably well-matched to the experimental measurement, where the relative differences are retained to below 18%.