Emission Characteristics of a Diesel Engine Operating with In-Cylinder Gasoline and Diesel Fuel Blending

Prikhodko, Vitaly Y.; Curran, Scott; Barone, Teresa; Lewis, Samuel A.; Storey, John; Cho, Kukwon; Wagner, R. M.; Parks, James E.

doi:10.4271/2010-01-2266

Cited by 117 publications

(71 citation statements)

References 9 publications

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“…76 Research has shown that the composition and morphology of soot/particulate matter emissions from LTC strategies can vary widely, [78][79][80][81] and it has also been shown that the two-step soot model requires significant tuning to achieve predictions over a range of combustion modes. 82 Therefore, in this study, the qualitative sooting tendency of a given combustion strategy will be discussed using local equivalence ratio versus local temperature diagrams, like the one shown in Figure 1.…”

Section: Multi-dimensional Cfd Engine Modelingmentioning

confidence: 99%

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

Dempsey

Curran

Wagner

2016

International Journal of Engine Research

140

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Many research studies have shown that low temperature combustion in compression ignition engines has the ability to yield ultra-low NOx and soot emissions while maintaining high thermal efficiency. To achieve low temperature combustion, sufficient mixing time between the fuel and air in a globally dilute environment is required, thereby avoiding fuel-rich regions and reducing peak combustion temperatures, which significantly reduces soot and NOx formation, respectively. It has been demonstrated that achieving low temperature combustion with diesel fuel over a wide range of conditions is difficult because of its properties, namely, low volatility and high chemical reactivity. On the contrary, gasoline has a high volatility and low chemical reactivity, meaning it is easier to achieve the amount of premixing time required prior to autoignition to achieve low temperature combustion. In order to achieve low temperature combustion while meeting other constraints, such as low pressure rise rates and maintaining control over the timing of combustion, in-cylinder fuel stratification has been widely investigated for gasoline low temperature combustion engines. The level of fuel stratification is, in reality, a continuum ranging from fully premixed (i.e. homogeneous charge of fuel and air) to heavily stratified, heterogeneous operation, such as diesel combustion. However, to illustrate the impact of fuel stratification on gasoline compression ignition, the authors have identified three representative operating strategies: partial, moderate, and heavy fuel stratification. Thus, this article provides an overview and perspective of the current research efforts to develop engine operating strategies for achieving gasoline low temperature combustion in a compression ignition engine via fuel stratification. In this study, computational fluid dynamics modeling of the in-cylinder processes during the closed valve portion of the cycle was used to illustrate the opportunities and challenges associated with the various fuel stratification levels.

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Section: Multi-dimensional Cfd Engine Modelingmentioning

confidence: 99%

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

Dempsey

Curran

Wagner

2016

International Journal of Engine Research

140

View full text Add to dashboard Cite

show abstract

“…Smoke emission were measured with an AVL 415S Smoke Meter and averaged between three samples of a 1 liter volume each with paper-saving mode off, providing results directly in FSN (Filter Smoke Number) units. A limitation to using a smoke meter based on opacity is that it may not accurately account for condensable organic hydrocarbons in the PM, which have been shown to be the primary PM mode with RCCI [32]. Thus, measurements of FSN were converted into estimated specific soot* emissions (g/kWh) by means of the factory AVL calibration (mg/m 3 ) and considering the volumetric exhaust gas flow, but it should be noted that estimated soot* may differ to the real soot amount.…”

Section: Test Cell and Engine Descriptionmentioning

confidence: 99%

The potential of RCCI concept to meet EURO VI NOx limitation and ultra-low soot emissions in a heavy-duty engine over the whole engine map

Benajes

Pastor

García

et al. 2015

Fuel

129

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ElsevierBenajes Calvo, JV.; Pastor Soriano, JV.; García Martínez, A.;. The potential of RCCI concept to meet EURO VI NOx limitation and ultra-low soot emissions in a heavy-duty engine over the whole engine map. Fuel. 159:952-961. doi:10.1016Fuel. 159:952-961. doi:10. /j.fuel.2015.064.The potential of RCCI concept to meet EURO VI NOx limitation and ultra-low soot emissions in a heavy-duty engine over the whole engine map Fuel, Volume 159, 1 November 2015, Pages 952-961. http://dx.doi.org/10.1016/j.fuel.2015 Jesús Benajes, José V. Pastor, Antonio García* and Javier Monsalve-Serrano CMT -Motores Térmicos, Universitat Politècnica de València, Camino de Vera s/n, 46022 Valencia, Spain (*) Corresponding author: angarma8@mot.upv.es (Antonio García Martínez) AbstractThis work investigates the potential of RCCI concept to achieve ultra-low NOx and soot emissions over a wide range of engine speed and loads. For this purpose, a detailed experimental methodology has been defined and applied in a heavy-duty single-cylinder engine fueled with diesel and gasoline. In addition, to assess the influence of the engine compression ratio on RCCI capabilities two different compression ratios, 14.4:1 and 11:1, have been tested.Results suggest that a low compression ratio allows to fulfill all the self-imposed constraints (maximum cylinder pressure rise rate of 25 bar/CAD, NOx< 0.4 g/kWh and soot*< 0.01 g/kWh) from idle to full load and engine speeds from 900 to 1800 rpm. However, the use of higher compression ratio requires a delayed injection strategy to avoid excessive knocking levels, which results in unacceptable soot emissions at loads higher than 50%, even when gasoline fractions around 90% are used.

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“…Previous experiments have investigated the translational effects of taking CFD modeling and single-cylinder engine (SCE) experiments to multi-cylinder engines (MCE) on efficiency, emissions, and controls [17][18][19][20][21][22][23]. These effects include the behavior of turbomachinery and its interactions with high pressure exhaust gas recirculation (EGR), cylinder-to-cylinder imbalances, and swirl.…”

Section: Introductionmentioning

confidence: 98%

“…While RCCI operation has been shown to produce significant reductions in NOx and soot emissions, as measured with optical reflectance methods (e.g., AVL 415S Smokemeter) or a photoacoustic soot sensor [23,24], unburned hydrocarbons (HC), and CO emissions tend to increase compared to CDC. In this study, the HC emissions from RCCI operation are approximately 10× higher than CDC operation.…”

Section: Introductionmentioning

confidence: 98%

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The Contribution of Lubricant to the Formation of Particulate Matter with Reactivity Controlled Compression Ignition in Light-Duty Diesel Engines

Storey

Curran

Dempsey

et al. 2014

Emiss. Control Sci. Technol.

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Reactivity controlled compression ignition (RCCI) has been shown in single-and multi-cylinder engine research to achieve high thermal efficiencies with ultra-low NO X and soot emissions. The nature of the particulate matter (PM) produced by RCCI operation has been shown in recent research to be different than that of conventional diesel combustion and even diesel low-temperature combustion. Previous research has shown that the PM from RCCI operation contains a large amount of organic material that is volatile and semi-volatile. However, it is unclear if the organic compounds are stemming from fuel or lubricant oil. The PM emissions from dual-fuel RCCI were investigated in this study using two engine platforms, with an emphasis on the potential contribution of lubricant. Both engine platforms used the same base General Motors (GM) 1.9-L diesel engine geometry. The first study was conducted on a single-cylinder research engine with primary reference fuels (PRFs), n-heptane, and iso-octane. The second study was conducted on a four-cylinder GM 1.9-L ZDTH engine which was modified with a port fuel injection (PFI) system while maintaining the stock direct injection fuel system. Multi-cylinder RCCI experiments were run with PFI gasoline and direct injection of 2-ethylhexyl nitrate (EHN) mixed with gasoline at 5 % EHN by volume. In addition, comparison cases of conventional diesel combustion (CDC) were performed. Particulate size distributions were measured, and PM filter samples were collected for analysis of lube oil components. Triplicate PM filter samples (i.e., three individual filter samples) for both gas chromatography-mass spectroscopy (GC-MS; organic) analysis and X-ray fluorescence (XRF; metals) were obtained at each operating point and queued for analysis of both organic species and lubricant metals. The results give a clear indication that lubricants do not contribute significantly to the formation of RCCI PM.

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Emission Characteristics of a Diesel Engine Operating with In-Cylinder Gasoline and Diesel Fuel Blending

Cited by 117 publications

References 9 publications

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

A perspective on the range of gasoline compression ignition combustion strategies for high engine efficiency and low NOx and soot emissions: Effects of in-cylinder fuel stratification

The potential of RCCI concept to meet EURO VI NOx limitation and ultra-low soot emissions in a heavy-duty engine over the whole engine map

The Contribution of Lubricant to the Formation of Particulate Matter with Reactivity Controlled Compression Ignition in Light-Duty Diesel Engines

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