HCCI Fuels Evaluations-Gasoline Boiling Range Fuels

Amann, Manfred; Ryan, Thomas W.; Kono, Naoki

doi:10.4271/2005-01-3727

Cited by 19 publications

(7 citation statements)

References 7 publications

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“…If reaching high loads is deemed to be important, RON levels of current gasolines would be required but Amann et al (2005) report that in their experiments they found the optimum RON to be lower -around 80. In this respect they will be better than naphtha which will have the right volatility but will be less sensitive and it is possible that its OI will be lower than desired.…”

Section: 'Full Hcci' Enginesmentioning

confidence: 99%

Fuel effects in CAI gasoline engines

Kalghatgi

2007

HCCI and CAI Engines for the Automotive Industry

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Section: 'Full Hcci' Enginesmentioning

confidence: 99%

Fuel effects in CAI gasoline engines

Kalghatgi

2007

HCCI and CAI Engines for the Automotive Industry

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“…A port fuel injector for flexible fuel vehicles was modified to provide air-assist atomization of liquid fuels. A similar injector was shown to be able to finely atomize liquid fuels with an appropriate blast air pressure [20]. For this study, the fuel system and air-assist pressures were maintained at 500 kPa and 200 kPa, respectively.…”

Section: Experimental Apparatus and Proceduresmentioning

confidence: 99%

The NOx and N2O Emission Characteristics of an HCCI Engine Operated With n-Heptane

Neill

Guo

et al. 2011

Journal of Energy Resources Technology

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“…For example, use of fully variable valve timing systems with fully flexible valve timing strategies are needed to promote various levels of non-cooled internal EGR and also effectively induce variable compression ratios over a range of engine operating conditions. Although HCCI engines have been reported to be very fuel flexible from the outset [67] and significant HCCI literature already exists on a variety of fuels [68], there is still very little knowledge on the use of hydrogen as the only fuel in HCCI engines. Theoretically, an HCCI engine running on hydrogen could lead not only to zero local emission of CO 2 , CO, UHC and PM, but to near zero emission of NO X as well due to the low temperature reactions involved with HCCI combustion.…”

Section: Introductionmentioning

confidence: 99%

Hydrogen SI and HCCI Combustion in a Direct-Injection Optical Engine

Rosati¹,

Aleiferis²

2009

SAE Int. J. Engines

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The Engineering Meetings Board has approved this paper for publication. It has successfully completed SAE's peer review process under the supervision of the session organizer. This process requires a minimum of three (3) reviews by industry experts. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. ISSN 0148-7191 Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. SAE ABSTRACTHydrogen has been largely proposed as a possible alternative fuel for internal combustion engines. Its wide flammability range allows higher engine efficiency with leaner operation than conventional fuels, for both reduced toxic emissions and no CO 2 gases. Independently, Homogenous Charge Compression Ignition (HCCI) also allows higher thermal efficiency and lower fuel consumption with reduced NO X emissions when compared to Spark-Ignition (SI) engine operation. For HCCI combustion, a mixture of air and fuel is supplied to the cylinder and autoignition occurs from compression; engine is operated throttle-less and load is controlled by the quality of the mixture, avoiding the large fluid-dynamic losses in the intake manifold of SI engines. HCCI can be induced and controlled by varying the mixture temperature, either by Exhaust Gas Recirculation (EGR) or intake air pre-heating. A combination of HCCI combustion with hydrogen fuelling has great potential for virtually zero CO 2 and NO X emissions. Nevertheless, combustion on such a fast burning fuel with wide flammability limits and high octane number implies many disadvantages, such as control of backfiring and speed of autoignition and there is almost no literature on the subject, particularly in optical engines. Experiments were conducted in a singlecylinder research engine equipped with both Port Fuel Injection (PFI) and Direct Injection (DI) systems running at 1000 RPM. Optical access to in-cylinder phenomena was enabled through an extended piston and optical crown. Combustion images were acquired by a highspeed camera at 1° or 2° crank angle resolution for a series of engine cycles. Spark-ignition tests were initially carried out to benchmark the operation of the engine with hydrogen against gasoline. DI of hydrogen after intake valve closure was found to be preferable in order to overcome problems related to backfiring and air displacement from hydrogen's low density. HCCI combustion of hydrogen was initially enabled by means of a pilot port injection of n-heptane preceding the main direct injection of hydrogen, along with intake air preheating. Sole hydrogen fuelling HCCI was finally achieved and made sustainable, even at the low compression ratio of the optical engine by means of closed-valve DI, in synergy with air-pre-heating and negative valve overlap to promote intern...

show abstract

HCCI Fuels Evaluations-Gasoline Boiling Range Fuels

Cited by 19 publications

References 7 publications

Fuel effects in CAI gasoline engines

Fuel effects in CAI gasoline engines

The NOx and N2O Emission Characteristics of an HCCI Engine Operated With n-Heptane

Hydrogen SI and HCCI Combustion in a Direct-Injection Optical Engine

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