Challenges and Opportunities for Application of Reactivity-Controlled Compression Ignition Combustion in Commercially Viable Transport Engines

Comprehensive Two-Dimensional Gas Chromatography: A Universal Method for Composition-Based Prediction of Emission Characteristics of Complex Fuels

“…In particular, there is still a significant gap in linking the fundamental understanding of molecular properties and reaction behavior with the actual technical processes involved in combustion. Impressive progress has been made in the understanding of combustion reactions at a molecular level in experiments, − reaction kinetics, , and theory. , No less progress was achieved in the field of developing efficient, clean combustion technologies. − Despite these efforts, fundamental investigations are intentionally related to specific molecules and chemically well-defined substances. Liquid fuels usually consist of a very complex chemical composition with several hundred molecules and chemical structures.…”

Effect of acetylene as a low reactivity fuel on performance, combustion, exergy and emissions of an acetylene/diesel RCCI engine with variable premix ratios

“…The ACTs such as HCCI, PPCI, PCCI, and RCCI are all developed to explore the positive benets of homogeneous charge formation of spark ignition engines and the auto-ignition-based combustion process of compression ignition engines. In the case of an HCCI engine, a homogeneous mixture is attained by injecting the liquid fuel in the cylinder during the suction stroke and allowing it to auto-ignite at the end of the compression stroke just like CDC, through CR adjustment, variable valve actuation, charge preheating, etc.. 12 Injection in suction stroke provides maximum time for the fuel to get adequately mixed with the intake air swirl and prepare a homogeneous charge for combustion like SI engine. Still, the fuel-air mixture gets ignited attaining its auto-ignition temperature at a high compression pressure of the CI engine.…”

“…Still, issues like higher wall impingements and high levels of CO and UHC emissions are some restricting concerns that need to be addressed. 12,14,15 The issue of combustion control in HCCI and PCCI strategies has yet to be resolved entirely, as the global fuel reactivity is load-dependent in such cases. 12 It is found that higher fuel reactivity is advantageous under low-load conditions, whereas a low-reactivity fuel works better in medium to high-load operations to prevent detonation.…”

“…12,14,15 The issue of combustion control in HCCI and PCCI strategies has yet to be resolved entirely, as the global fuel reactivity is load-dependent in such cases. 12 It is found that higher fuel reactivity is advantageous under low-load conditions, whereas a low-reactivity fuel works better in medium to high-load operations to prevent detonation. 16 Usually, higher reactivity fuel (CN $ 45) has better auto-ignition properties, which is benecial for the combustion phase control at low loads.…”

“…. 12 Injection in suction stroke provides maximum time for the fuel to get adequately mixed with the intake air swirl and prepare a homogeneous charge for combustion like SI engine. Still, the fuel–air mixture gets ignited attaining its auto-ignition temperature at a high compression pressure of the CI engine.…”