Gasoline compression ignition (GCI) is one of the most promising combustion concepts to maintain low pollutant emissions and high efficiency. However, low load combustion stability and firing in cold-start operations ...Gasoline compression ignition (GCI) is one of the most promising combustion concepts to maintain low pollutant emissions and high efficiency. However, low load combustion stability and firing in cold-start operations are two major challenges for GCI combustion. Strategies including negative valve overlap (NVO), advanced injection strategies, fuel reforming, and intake preheating have been proposed in order to solve these difficulties;however, the cold start is still an obstacle. The objective of this work is to study effective methods to achieve GCI engine cold start-up. This work combines NVO, in-cylinder fuel reforming, and intake preheating to achieve quick firing under cold-start conditions and the subsequent warmup conditions. The results show that start of injection (SOI) during the intake stroke yields the best fuel economy, and injection during the compression stroke has the potential to extend the low load limit. Furthermore, SOI during the NVO period grants the ability to operate under engine conditions with cold intake air and coolant. With highly reactive products made by in-cylinder fuel reforming and fast heat accumulation in the combustion chamber, the NVO injection strategy is highly appropriate for GCI firing. An additional assisted technical method, such as intake preheating, is required to ignite the first firing cycle for a cold-start process. With the combination of NVO, in-cylinder fuel reforming, and intake preheating, the GCI engine successfully started within five combustion cycles in the experiment. After the firing process, the engine could stably operate without further intake preheating;thus, this method is appropriate for engine cold-start and warm-up.展开更多
Dual-fuel premixed charge compression ignition (DF-PCCI) combustion has been proven to be a viable alternative to conventional diesel combustion in heavy-duty compression ignition engines due to its low nitrogen oxide...Dual-fuel premixed charge compression ignition (DF-PCCI) combustion has been proven to be a viable alternative to conventional diesel combustion in heavy-duty compression ignition engines due to its low nitrogen oxides (NOx) and particulate matter (PM) emissions. When natural gas (NG) is applied to a DF-PCCI engine, its low reactivity reduces the maximum pressure rise rate under high loads. However, the NG–diesel DF-PCCI engine suffers from low combustion efficiency under low loads. In this study, an injection strategy of fuel supply (NG and diesel) in a DF-PCCI engine was investigated in order to reduce both the fuel consumption and hydrocarbon (HC) and carbon monoxide (CO) emissions under low load conditions. A variation in the NG substitution and diesel start of energizing (SOE) was found to effectively control the formation of the fuel–air mixture. A double injection strategy of diesel was implemented to adjust the local reactivity of the mixture. Retardation of the diesel pilot SOE and a low fraction of the diesel pilot injection quantity were favorable for reducing the combustion loss. The introduction of exhaust gas recirculation (EGR) improved the fuel economy and reduced the NOx and PM emissions below Euro VI regulations by retarding the combustion phasing. The combination of an NG substitution of 40%, the double injection strategy of diesel, and a moderate EGR rate effectively improved the combustion efficiency and indicated efficiency, and reduced the HC and CO emissions under low load conditions.展开更多
Gasoline compression ignition(GCI) is a practicable way to obtain low emissions and high thermal efficiency of gasoline-like fuels in internal combustion engines. In this paper, the research octane number(RON) and inj...Gasoline compression ignition(GCI) is a practicable way to obtain low emissions and high thermal efficiency of gasoline-like fuels in internal combustion engines. In this paper, the research octane number(RON) and injection strategy were coordinated to optimize the GCI engine performance and emissions under high loads. The direct injection and port injection were used to achieve two injection strategies: direct injection(DI) and port injection plus direct injection(PIDI), and the primary reference fuels(PRF) with the RON of 60, 70, 80 and 90 were used. The results show that using lower RON fuels under high loads, DI mode can achieve higher efficiency, while PIDI mode can achieve lower combustion noise at an expense of slightly lower fuel economy. When the DI mode is converted to PIDI mode with a pre-injection ratio of 30%, using PRF70 under 12 bar and the exhaust gas recirculation(EGR) rate of 40%, the gross indicated thermal efficiency and the maximum pressure rise rate are reduced by 1% and by 2 bar/°CA, respectively, while the particle emissions also decrease significantly, thus achieving low emissions and high efficiency. However, under the same load and EGR rate, DI mode produces less regulated and unregulated emissions than PIDI mode. In addition, the effect of fuel RON was obvious, the lower RON fuels exhibit obvious three-stage heat release in PIDI mode, however, PRF90 with higher RON only exhibits two-stage heat release, and the peak value of the firststage heat release rate is also lower than those of other fuels.展开更多
基金the National Natural Science Foundation of China (91641203, 51476114, and 91741119)he National Key Research and Development Program of China (2017YFB0103400).
文摘Gasoline compression ignition (GCI) is one of the most promising combustion concepts to maintain low pollutant emissions and high efficiency. However, low load combustion stability and firing in cold-start operations are two major challenges for GCI combustion. Strategies including negative valve overlap (NVO), advanced injection strategies, fuel reforming, and intake preheating have been proposed in order to solve these difficulties;however, the cold start is still an obstacle. The objective of this work is to study effective methods to achieve GCI engine cold start-up. This work combines NVO, in-cylinder fuel reforming, and intake preheating to achieve quick firing under cold-start conditions and the subsequent warmup conditions. The results show that start of injection (SOI) during the intake stroke yields the best fuel economy, and injection during the compression stroke has the potential to extend the low load limit. Furthermore, SOI during the NVO period grants the ability to operate under engine conditions with cold intake air and coolant. With highly reactive products made by in-cylinder fuel reforming and fast heat accumulation in the combustion chamber, the NVO injection strategy is highly appropriate for GCI firing. An additional assisted technical method, such as intake preheating, is required to ignite the first firing cycle for a cold-start process. With the combination of NVO, in-cylinder fuel reforming, and intake preheating, the GCI engine successfully started within five combustion cycles in the experiment. After the firing process, the engine could stably operate without further intake preheating;thus, this method is appropriate for engine cold-start and warm-up.
基金the Global-Top Project,Development of Advanced Combustion Technology for Global Top Low Emission Vehicle(2016002070001)the Ministry of Environment(MOE)of Korea for financial support by the Center for Environmentally Friendly Vehicle(CEFV)
文摘Dual-fuel premixed charge compression ignition (DF-PCCI) combustion has been proven to be a viable alternative to conventional diesel combustion in heavy-duty compression ignition engines due to its low nitrogen oxides (NOx) and particulate matter (PM) emissions. When natural gas (NG) is applied to a DF-PCCI engine, its low reactivity reduces the maximum pressure rise rate under high loads. However, the NG–diesel DF-PCCI engine suffers from low combustion efficiency under low loads. In this study, an injection strategy of fuel supply (NG and diesel) in a DF-PCCI engine was investigated in order to reduce both the fuel consumption and hydrocarbon (HC) and carbon monoxide (CO) emissions under low load conditions. A variation in the NG substitution and diesel start of energizing (SOE) was found to effectively control the formation of the fuel–air mixture. A double injection strategy of diesel was implemented to adjust the local reactivity of the mixture. Retardation of the diesel pilot SOE and a low fraction of the diesel pilot injection quantity were favorable for reducing the combustion loss. The introduction of exhaust gas recirculation (EGR) improved the fuel economy and reduced the NOx and PM emissions below Euro VI regulations by retarding the combustion phasing. The combination of an NG substitution of 40%, the double injection strategy of diesel, and a moderate EGR rate effectively improved the combustion efficiency and indicated efficiency, and reduced the HC and CO emissions under low load conditions.
基金supported by the National Natural Science Foundation of China(Grant Nos.51425602 and 51961135105)
文摘Gasoline compression ignition(GCI) is a practicable way to obtain low emissions and high thermal efficiency of gasoline-like fuels in internal combustion engines. In this paper, the research octane number(RON) and injection strategy were coordinated to optimize the GCI engine performance and emissions under high loads. The direct injection and port injection were used to achieve two injection strategies: direct injection(DI) and port injection plus direct injection(PIDI), and the primary reference fuels(PRF) with the RON of 60, 70, 80 and 90 were used. The results show that using lower RON fuels under high loads, DI mode can achieve higher efficiency, while PIDI mode can achieve lower combustion noise at an expense of slightly lower fuel economy. When the DI mode is converted to PIDI mode with a pre-injection ratio of 30%, using PRF70 under 12 bar and the exhaust gas recirculation(EGR) rate of 40%, the gross indicated thermal efficiency and the maximum pressure rise rate are reduced by 1% and by 2 bar/°CA, respectively, while the particle emissions also decrease significantly, thus achieving low emissions and high efficiency. However, under the same load and EGR rate, DI mode produces less regulated and unregulated emissions than PIDI mode. In addition, the effect of fuel RON was obvious, the lower RON fuels exhibit obvious three-stage heat release in PIDI mode, however, PRF90 with higher RON only exhibits two-stage heat release, and the peak value of the firststage heat release rate is also lower than those of other fuels.
