Статті в журналах: "Compression Ignition"

1

HORA, H., G. H. MILEY, F. OSMAN, P. EVANS, P. TOUPS, K. MIMA, M. MURAKAMI, et al. "Single-event high-compression inertial confinement fusion at low temperatures compared with two-step fast ignitor." Journal of Plasma Physics 69, no. 5 (September 9, 2003): 413–29. http://dx.doi.org/10.1017/s0022377803002320.

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Compression of plasmas with laser pulses in the 10-kJ range produced densities in the range of 1000 times that of the solid state, where however the temperatures within a few hundred eV were rather low. This induced the fast ignitor scheme for central or peripheral deposition of some 10-kJ ps laser pulses on conventional $n_{\rm s}$-precompressed DT plasma of 3000 times solid-state density. We present results where the ps ignition is avoided and only a single-event conventional compression is used. Following our computations of volume ignition and the excellent agreement with measured highest fusion gains of volume compression, we found conditions where compression to 5000 times that of the solid state and by using laser pulses of 10 MJ produce volume ignition with temperatures between 400 and 800 eV only for high-gain volume ignition.

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2

Hora, H., G. H. Miley, N. Azizi, B. Malekynia, M. Ghoranneviss, and X. T. He. "Nonlinear force driven plasma blocks igniting solid density hydrogen boron: Laser fusion energy without radioactivity." Laser and Particle Beams 27, no. 3 (August 17, 2009): 491–96. http://dx.doi.org/10.1017/s026303460999022x.

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AbstractEnergy production by laser driven fusion energy is highly matured by spherical compression and ignition of deuterium-tritium (DT) fuel. An alternative scheme is the fast ignition where petawatt (PW)-picosecond (ps) laser pulses are used. A significant anomaly was measured and theoretically analyzed with very clean PW-ps laser pulses for avoiding relativistic self focusing. This permits a come-back of the side-on ignition scheme of uncompressed solid DT, which is in essential contrast to the spherical compression scheme. The conditions of side-on ignition thresholds needed exorbitantly high energy flux densities E*. These conditions are now in reach by using PW-ps laser pulses to verify side-on ignition for DT. Generalizing this to side-on igniting solid state density proton-Boron-11 (HB11) arrives at the surprising result that this is one order of magnitude more difficult than the DT fusion. This is in contrast to the well known impossibility of igniting HB11 by spherical laser compression and may offer fusion energy production with exclusion of neutron generation and nuclear radiation effects with a minimum of heat pollution in power stations and application for long mission space propulsion.

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3

Yang, Xiaojian, and Guoming G. Zhu. "A control-oriented hybrid combustion model of a homogeneous charge compression ignition capable spark ignition engine." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 226, no. 10 (May 31, 2012): 1380–95. http://dx.doi.org/10.1177/0954407012443334.

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To implement the homogeneous charge compression ignition combustion mode in a spark ignition engine, it is necessary to have smooth mode transition between the spark ignition and homogeneous charge compression ignition combustions. The spark ignition–homogeneous charge compression ignition hybrid combustion mode modeled in this paper describes the combustion mode that starts with the spark ignition combustion and ends with the homogeneous charge compression ignition combustion. The main motivation of studying the hybrid combustion mode is that the percentage of the homogeneous charge compression ignition combustion is a good parameter for combustion mode transition control when the hybrid combustion mode is used during the transition. This paper presents a control oriented model of the spark ignition–homogeneous charge compression ignition hybrid combustion mode, where the spark ignition combustion phase is modeled under the two-zone assumption and the homogeneous charge compression ignition combustion phase under the one-zone assumption. Note that the spark ignition and homogeneous charge compression ignition combustions are special cases in this combustion model. The developed model is capable of simulating engine combustion over the entire operating range, and it was implemented in a real-time hardware-in-the-loop simulation environment. The simulation results were compared with those of the corresponding GT-Power model, and good correlations were found for both spark ignition and homogeneous charge compression ignition combustions.

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4

Yoshizawa, Koudai, Atsushi Teraji, Hiroshi Miyakubo, Koichi Yamaguchi, and Tomonori Urushihara. "Study of High Load Operation Limit Expansion for Gasoline Compression Ignition Engines." Journal of Engineering for Gas Turbines and Power 128, no. 2 (April 1, 2006): 377–87. http://dx.doi.org/10.1115/1.1805548.

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In this research, combustion characteristics of gasoline compression ignition engines have been analyzed numerically and experimentally with the aim of expanding the high load operation limit. The mechanism limiting high load operation under homogeneous charge compression ignition (HCCI) combustion was clarified. It was confirmed that retarding the combustion timing from top dead center (TDC) is an effective way to prevent knocking. However, with retarded combustion, combustion timing is substantially influenced by cycle-to-cycle variation of in-cylinder conditions. Therefore, an ignition timing control method is required to achieve stable retarded combustion. Using numerical analysis, it was found that ignition timing control could be achieved by creating a fuel-rich zone at the center of the cylinder. The fuel-rich zone works as an ignition source to ignite the surrounding fuel-lean zone. In this way, combustion consists of two separate auto-ignitions and is thus called two-step combustion. In the simulation, the high load operation limit was expanded using two-step combustion. An engine system identical to a direct-injection gasoline (DIG) engine was then used to validate two-step combustion experimentally. An air-fuel distribution was created by splitting fuel injection into first and second injections. The spark plug was used to ignite the first combustion. This combustion process might better be called spark-ignited compression ignition combustion (SI-CI combustion). Using the spark plug, stable two-step combustion was achieved, thereby validating a means of expanding the operation limit of gasoline compression ignition engines toward a higher load range.

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5

Vu, Dinh Nam, Shubhra Kanti Das, Kyeonghun Jwa, and Ocktaeck Lim. "Characteristics of auto-ignition in gasoline–biodiesel blended fuel under engine-like conditions." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 5 (March 27, 2018): 1352–64. http://dx.doi.org/10.1177/0954407018763194.

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The purpose of this study is to demonstrate the effects of biodiesel fraction on auto-ignition for gasoline–biodiesel blended fuel, which combines two fuels with widely different auto-ignition characteristics. First, gasoline was blended with biodiesel at 5%, 10%, 15%, and 20% by volume, and then tested in a rapid compression expansion machine at a compression ratio of 11 and a temperature range of 720–850 K to observe the auto-ignition delay phenomenon under engine-like conditions. The experimental conditions are focused on improving the auto-ignition characteristic of gasoline direct-injection compression ignition combustion strategies under low load and cold start. The heat release rate of the blended fuels was calculated from the pressure trace and displacement history of the piston in order to identify first-stage ignition and second-stage (auto-ignition) ignition delay. Second, a gasoline–biodiesel reaction mechanism was developed to predict the chemical ignition delay of the blended fuels. The reaction mechanism with 4285 species and 15,246 reactions was validated and implemented using the CHEMKIN PRO software. Finally, the chemical ignition delay was predicted by the simulation which was further compared to the experimental measured results. These results revealed that a higher biodiesel fraction helps to obtain shorter ignition delay, which reduces the requirement of intake temperature. The blended fuel with 20% biodiesel showed the lowest ambient temperature at the injection timing requirement and was 80 K lower than gasoline. Each blended fuel exhibited two-stage ignitions in the measured temperature range. The combustion duration and pressure peak of every blended fuel were similar to each other after increasing the biodiesel fraction.

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6

Gordon, David, Christian Wouters, Shota Kinoshita, Maximilian Wick, Bastian Lehrheuer, Jakob Andert, Stefan Pischinger, and Charles R. Koch. "Homogeneous charge compression ignition combustion stability improvement using a rapid ignition system." International Journal of Engine Research 21, no. 10 (June 1, 2020): 1846–56. http://dx.doi.org/10.1177/1468087420917769.

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When compared to traditional engines, homogeneous charge compression ignition has the potential to significantly reduce NO x raw emissions, while maintaining a high fuel efficiency. Homogeneous charge compression ignition is characterized by compression-induced autoignition of a lean homogeneous air–fuel mixture. Since homogeneous charge compression ignition does not utilize direct ignition control, it is strongly dependent on the state of the cylinder charge and can suffer from high cyclic variability. With spark-assisted compression ignition, it has been demonstrated that misfires can be reduced, while preserving the high thermal efficiency of homogeneous charge compression ignition as a result of the more favorable physical mixture properties due to dilution. However, spark-assisted compression ignition reduces the NO x benefits of homogeneous charge compression ignition, as it increases the local combustion temperatures. To merge the advantages of the homogeneous charge compression ignition and the spark-assisted compression ignition combustion processes, a field-programmable gate array for detailed simulation of the physical gas exchange is combined with a rapid spark system. The low latency and computational speed of the field-programmable gate array allows the simulation process to be implemented in real time. When combined with the rapid reaction time of the high-frequency current-based rapid ignition system, a feedforward controller based on the cylinder pressure or heat release is realized. The developed model-based controller determines if a spark is required to assist the homogeneous charge compression ignition combustion process. The use of the field-programmable gate array and rapid ignition system allows for the calculation of combustion properties and controller output within 0.1 °CA. This article presents the development and experimental validation of the developed controller on a single-cylinder research engine. The combustion stability has been significantly improved as reflected in an improved standard deviation of the indicated mean effective pressure and a reduction of the combustion phasing variations. Furthermore, compared to a traditional homogeneous charge compression ignition system, the hydrocarbon emissions can be reduced, while maintaining low NO x emissions.

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7

Schönen, M., J. Chun, and T. Reuss. "New Compression Ignition Engines." Sonderprojekte ATZ/MTZ 24, S1 (August 2019): 42. http://dx.doi.org/10.1007/s41491-019-0019-x.

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8

Ortiz-Soto, Elliott A., George A. Lavoie, Margaret S. Wooldridge, and Dennis N. Assanis. "Thermodynamic efficiency assessment of gasoline spark ignition and compression ignition operating strategies using a new multi-mode combustion model for engine system simulations." International Journal of Engine Research 20, no. 3 (January 23, 2018): 304–26. http://dx.doi.org/10.1177/1468087417752195.

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Advanced combustion strategies for gasoline engines employing highly dilute and low-temperature combustion modes, such as homogeneous charge compression ignition and spark-assisted compression ignition, promise significant improvements in efficiency and emissions. This article presents a novel, reduced-order, physics-based model to capture advanced multi-mode combustion involving spark ignition, homogeneous charge compression ignition and spark-assisted compression ignition operating strategies. The purpose of such a model, which until now was unavailable, was to enhance existing capabilities of engine system simulations and facilitate large-scale parametric studies related to these advanced combustion modes. The model assumes two distinct thermodynamic zones divided by an infinitely thin flame interface, where turbulent flame propagation is captured using a new zero-dimensional formulation of the coherent flame model, and end-gas auto-ignition is simulated using a hybrid approach employing chemical kinetics and a semi-empirical burn rate model. The integrated model was calibrated using three distinct experimental data sets for spark ignition, homogeneous charge compression ignition and spark-assisted compression ignition combustion. The results demonstrated overall good trend-wise agreement with the experimental data, including the ability to replicate heat release characteristics related to flame propagation and auto-ignition during spark-assisted compression ignition combustion. The calibrated model was assessed using a large parametric study, where the predicted homogeneous charge compression ignition and spark-assisted compression ignition operating regions at naturally aspirated conditions were representative of those determined during engine testing. Practical advanced combustion strategies were assessed relative to idealized engine simulations, which showed that efficiency improvements up to 30% compared with conventional spark-ignition operation are possible. The study revealed that poor combustion efficiency and pumping work are the primary mechanisms for efficiency losses for the advanced combustion strategies evaluated.

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9

V, Jaison C., Dr M. K. Aravindan, and Dr Alok Kumar Rohit Akash Suresh. "Study on Alternative Fuels for Compression Ignition Engines." International Journal of Trend in Scientific Research and Development Volume-2, Issue-6 (October 31, 2018): 1443–50. http://dx.doi.org/10.31142/ijtsrd18890.

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10

Bhiogade, Girish, and Jiwak Suryawanshi. "A comparative experimental study on engine operating on premixed charge compression ignition and compression ignition mode." Thermal Science 21, no. 1 Part B (2017): 441–49. http://dx.doi.org/10.2298/tsci140814087b.

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New combustion concepts have been recently developed with the purpose to tackle the problem of high emissions level of traditional direct injection Diesel engines. A good example is the premixed charge compression ignition combustion. A strategy in which early injection is used causing a burning process in which the fuel burns in the premixed condition. In compression ignition engines, soot (particulate matter) and NOx emissions are an extremely unsolved issue. Premixed charge compression ignition is one of the most promising solutions that combine the advantages of both spark ignition and compression ignition combustion modes. It gives thermal efficiency close to the compression ignition engines and resolves the associated issues of high NOx and particulate matter, simultaneously. Premixing of air and fuel preparation is the challenging part to achieve premixed charge compression ignition combustion. In the present experimental study a diesel vaporizer is used to achieve premixed charge compression ignition combustion. A vaporized diesel fuel was mixed with the air to form premixed charge and inducted into the cylinder during the intake stroke. Low diesel volatility remains the main obstacle in preparing premixed air-fuel mixture. Exhaust gas re-circulation can be used to control the rate of heat release. The objective of this study is to reduce exhaust emission levels with maintaining thermal efficiency close to compression ignition engine.

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11

Wu, Y.-Y., B.-C. Chen, H.-C. Tsai, and T.-C. Liu. "The possibility of running homogeneous charge compression ignition in spark ignition and compression ignition small-scale engines." Proceedings of the Institution of Mechanical Engineers, Part A: Journal of Power and Energy 225, no. 5 (June 29, 2011): 579–90. http://dx.doi.org/10.1177/0957650911400671.

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12

Hasan, M. M., and M. M. Rahman. "Homogeneous charge compression ignition combustion: Advantages over compression ignition combustion, challenges and solutions." Renewable and Sustainable Energy Reviews 57 (May 2016): 282–91. http://dx.doi.org/10.1016/j.rser.2015.12.157.

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13

Wu, Zhenkuo, Christopher J. Rutland, and Zhiyu Han. "Numerical evaluation of the effect of methane number on natural gas and diesel dual-fuel combustion." International Journal of Engine Research 20, no. 4 (February 22, 2018): 405–23. http://dx.doi.org/10.1177/1468087418758114.

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Natural gas and diesel dual-fuel combustion is a promising technology for efficiently utilizing natural gas in a compression ignition engine. Natural gas composition varies depending on the geographical source, which affects engine performance. The methane number is an indicator of natural gas fuel quality to assess the variation in composition. In this study, the influences of methane number on natural gas/diesel dual-fuel combustion were numerically examined using computational fluid dynamic simulations. The differences between natural gases with the same methane number but different components were also compared. Two dual-fuel combustion strategies, diesel pilot ignition, and reactivity controlled compression ignition were evaluated. The results show that for both diesel pilot ignition and reactivity controlled compression ignition, the ignition delay increases and the combustion duration decreases as the methane number is increased. The retarded trend of ignition of reactivity controlled compression ignition is more significant than that of diesel pilot ignition, while the decreased trend in combustion duration is less significant. To understand this trend, a chemical kinetics study of ignition delay characteristic of natural gas and n-heptane mixture was conducted. The result reveals that introducing ethane, propane, or an ethane–propane mixture into pure methane shortens the ignition delay in the entire temperature range. However, for the methane and n-heptane mixture, adding ethane, or propane, or an ethane–propane mixture shortens the ignition delay in the high temperature range, while increases the ignition delay in the low temperature range. These observations in combination with the analysis of air–fuel mixture formation and combustion provide the evidence to interpret the different ignition and combustion behaviors between diesel pilot ignition and reactivity controlled compression ignition combustion. In addition, a temperature A-factor sensitivity study was carried out to explain the result of the chemical kinetics study. Furthermore, the responses of emissions to methane number were also investigated. The results show that for diesel pilot ignition, the hydrocarbon and carbon monoxide emissions decrease with the decreased methane number. However, for reactivity controlled compression ignition, the variations of hydrocarbon and carbon monoxide emissions with the methane number are not so obvious as for diesel pilot ignition combustion. For both diesel pilot ignition and reactivity controlled compression ignition combustion, the nitrogen oxides emissions show a strong dependence on combustion phasing rather than natural gas composition. Overall, to control diesel pilot ignition combustion, the methane number should be considered together with other parameters. However, attention should be paid to other control parameters for the reactivity controlled compression ignition combustion. The engine performance of reactivity controlled compression ignition is not sensitive to the variation of natural gas composition, so it can adapt to the natural gas from different sources.

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14

Shingne, Prasad S., Jeff Sterniak, Dennis N. Assanis, Claus Borgnakke, and Jason B. Martz. "Thermodynamic model for homogeneous charge compression ignition combustion with recompression valve events and direct injection: Part II—Combustion model and evaluation against transient experiments." International Journal of Engine Research 18, no. 7 (August 26, 2016): 677–700. http://dx.doi.org/10.1177/1468087416665052.

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This two-part article presents a combustion model for boosted and moderately stratified homogeneous charge compression ignition combustion for use in thermodynamic engine cycle simulations. The model consists of two parts: one an ignition model for the prediction of auto-ignition onset and the other an empirical combustion rate model. This article focuses on the development of the combustion model which is algebraic in form and is based on the key physical variables affecting the combustion process. The model is fit with experimental data collected from 290 discrete automotive homogeneous charge compression ignition operating conditions with moderate stratification resulting from both the direct injection and negative valve overlap valve events. Both the ignition model from part 1 and the combustion model from this article are implemented in GT-Power and validated against experimental homogeneous charge compression ignition data under steady-state and transient conditions. The ignition and combustion model are then exercised to identify the dominant variables affecting the homogeneous charge compression ignition and combustion processes. Sensitivity analysis reveals that ignition timing is primarily a function of the charge temperature, and that combustion duration is largely a function of ignition timing.

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15

C. E. Goering, T. J. Crowell, D. R. Griffith, M. W. Jarrett, and L. D. Savage. "Compression-Ignition, Flexible-Fuel Engine." Transactions of the ASAE 35, no. 2 (1992): 423–28. http://dx.doi.org/10.13031/2013.28616.

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16

Bennett, John. "Additives for Spark Ignition and Compression Ignition engine fuels." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 232, no. 1 (October 23, 2017): 148–58. http://dx.doi.org/10.1177/0954407017732265.

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Fuel additives for automotive applications have been in use for almost as long as the automobile has existed. They provide significant benefits, both in making fuels fit for purpose and to deliver protection and performance benefits. Performance benefits can range from protection against degradation, through recovery of lost performance, all the way to enhanced engine function. This has become particularly important with the tension between increasingly stringent long emissions requirements, the encouragement of renewable biofuel content and the drive to improved engine efficiency and reduce fuel consumption. The paper discusses where performance fuel additives provide their benefits and how they are evolving to work with latest generations of fuel and engines, and provides an overview of the current and upcoming industry engine tests for fuels and their additives.

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17

., Vyom Bhushan. "COMBUSTION PROCESS IN SPARK IGNITION AND COMPRESSION IGNITION ENGINES." International Journal of Research in Engineering and Technology 05, no. 05 (May 25, 2016): 395–99. http://dx.doi.org/10.15623/ijret.2016.0505075.

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18

Swami Nathan, S., J. M. Mallikrajuna, and A. Ramesh. "Homogeneous charge compression ignition versus dual fuelling for utilizing biogas in compression ignition engines." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 223, no. 3 (March 2009): 413–22. http://dx.doi.org/10.1243/09544070jauto970.

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19

Teoh, Yew Heng, Hishammudin Afifi Huspi, Heoy Geok How, Farooq Sher, Zia Ud Din, Thanh Danh Le, and Huu Tho Nguyen. "Effect of Intake Air Temperature and Premixed Ratio on Combustion and Exhaust Emissions in a Partial HCCI-DI Diesel Engine." Sustainability 13, no. 15 (August 1, 2021): 8593. http://dx.doi.org/10.3390/su13158593.

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Homogeneous charge compression ignition (HCCI) is considered an advanced combustion method for internal combustion engines that offers simultaneous reductions in oxides of nitrogen (NOx) emissions and increased fuel efficiency. The present study examines the influence of intake air temperature (IAT) and premixed diesel fuel on fuel self-ignition characteristics in a light-duty compression ignition engine. Partial HCCI was achieved by port injection of the diesel fuel through air-assisted injection while sustaining direct diesel fuel injection into the cylinder for initiating combustion. The self-ignition of diesel fuel under such a set-up was studied with variations in premixed ratios (0–0.60) and inlet temperatures (40–100 °C) under a constant 1600 rpm engine speed with 20 Nm load. Variations in performance, emissions and combustion characteristics with premixed fuel and inlet air heating were analysed in comparison with those recorded without. Heat release rate profiles determined from recorded in-cylinder pressure depicted evident multiple-stage ignitions (up to three-stage ignition in several cases) in this study. Compared with the premixed ratio, the inlet air temperature had a greater effect on low-temperature reaction and HCCI combustion timing. Nonetheless, an increase in the premixed ratio was found to be influential in reducing nitric oxides emissions.

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20

Pielecha, Ireneusz, and Maciej Sidorowicz. "Effects of mixture formation strategies on combustion in dual-fuel engines – a review." Combustion Engines 184, no. 1 (March 30, 2021): 30–40. http://dx.doi.org/10.19206/ce-134237.

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The article presents an overview of technical solutions for dual fuel systems used in internal combustion engines. It covers the historical and contemporary genesis of using two fuels simultaneously in the combustion process. The authors pay attention to the value of the excess air coefficient in the cylinder, as the ignitability of the fuel dose near the spark plug is a critical factor. The mixture formation of compression ignition based systems are also analyzed. The results of research on indirect and direct injection systems (and their combinations) have been presented. Research sections were separated based to the use of gasoline with other fuels or diesel oil with other fuels. It was found that the use of two fuels in different configurations of the fuel supply systems extends the conditions for the use of modern combustion systems (jet controlled compression ignition, reactivity controlled compression ignition, intelligent charge compression ignition, premixed charge compression ignition), which will enable further improvement of combustion efficiency.

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21

Shingne, Prasad S., Robert J. Middleton, Dennis N. Assanis, Claus Borgnakke, and Jason B. Martz. "A thermodynamic model for homogeneous charge compression ignition combustion with recompression valve events and direct injection: Part I — Adiabatic core ignition model." International Journal of Engine Research 18, no. 7 (November 10, 2016): 657–76. http://dx.doi.org/10.1177/1468087416664635.

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This two-part article presents a model for boosted and moderately stratified homogeneous charge compression ignition combustion for use in thermodynamic engine cycle simulations. The model consists of two components: one an ignition model for the prediction of auto-ignition onset and the other an empirical combustion rate model. This article focuses on the development and validation of the homogeneous charge compression ignition model for use under a broad range of operating conditions. Using computational fluid dynamics simulations of the negative valve overlap valve events typical of homogeneous charge compression ignition operation, it is shown that there is no noticeable reaction progress from low-temperature heat release, and that ignition is within the high-temperature regime ( T > 1000 K), starting within the highest temperature cells of the computational fluid dynamics domain. Additional parametric sweeps from the computational fluid dynamics simulations, including sweeps of speed, load, intake manifold pressures and temperature, dilution level and valve and direct injection timings, showed that the assumption of a homogeneous charge (equivalence ratio and residuals) is appropriate for ignition modelling under the conditions studied, considering the strong sensitivity of ignition timing to temperature and its weak compositional dependence. Use of the adiabatic core temperature predicted from the adiabatic core model resulted in temperatures within ±1% of the peak temperatures of the computational fluid dynamics domain near the time of ignition. Thus, the adiabatic core temperature can be used within an auto-ignition integral as a simple and effective method for estimating the onset of homogeneous charge compression ignition auto-ignition. The ignition model is then validated with an experimental 92.6 anti-knock index gasoline-fuelled homogeneous charge compression ignition dataset consisting of 290 data points covering a wide range of operating conditions. The tuned ignition model predictions of [Formula: see text] have a root mean square error of 1.7° crank angle and R2 = 0.63 compared to the experiments.

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22

Ogawa, Hideyuki, Akihiro Morita, Katsushi Futagami, and Gen Shibata. "Ignition delays in diesel combustion and intake gas conditions." International Journal of Engine Research 19, no. 8 (September 25, 2017): 805–12. http://dx.doi.org/10.1177/1468087417731410.

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Ignition delays in diesel combustion under several intake gas conditions, including different oxygen concentrations changed with exhaust gas recirculation quantities and different intake gas temperatures, were measured for four cetane numbers and three compression ratios in a single-cylinder, naturally aspirated, direct injection diesel engine (bore: 110 mm, stroke: 106 mm, and stroke volume: 1007 cm3). The engine has a common rail fuel injection system which can be set to optional injection timings and has an injector with a needle lift sensor to accurately estimate the injection timing. The intake oxygen concentrations were set by the quantity of exhaust gas recirculation gas, and the intake gas temperatures were changed with a water-cooled exhaust gas recirculation cooler and an electric heater in the intake pipe. Three compression ratios, 16.7, 18.0, and 21.3, were established with three pistons of different cavity volumes. Four fuels with different cetane numbers, 32 (CN32), 45 (CN45), 57 (CN57), and 78 (CN78), consisting of normal and isoparaffins, were examined for the three compression ratios, and the influence of exhaust gas recirculation and intake gas temperature is discussed for 12 combinations of compression ratios and cetane numbers. The results showed that the ignition delay increases linearly with the 1.67 power of the decrease in the intake oxygen concentration changed with cooled exhaust gas recirculation at the same cetane number and the same compression ratio. The ignition delay increases linearly with lowering intake gas temperatures, and the degree of increase in the ignition delay is more significant with lower cetane number fuels and lower compression ratios. Under practical conditions with the intake oxygen concentration between 21% and 11% and the intake gas temperature between 40°C and 100°C, the changes in ignition delays with the intake oxygen concentration are more significant than the changes with intake gas temperature. The ignition delay increases linearly with lowering compression ratios, and the degree of increase in the ignition delay with reductions in the compression ratio is larger in the cases with lower intake oxygen concentrations and lower cetane number fuels. The ignition delays at the higher compression ratios are significantly shorter than with the lower compression ratios in the case of the same in-cylinder gas temperature at top dead center due to higher in-cylinder gas pressures. The degree of increase in the ignition delay with lower cetane numbers is more significant at lower intake oxygen concentrations and lower compression ratios, and the ignition delay decreases linearly with the 0.25 power of the increase in cetane numbers.

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23

Lacey, Joshua, Karthik Kameshwaran, Zoran Filipi, Peter Fuentes-Afflick, and William Cannella. "The effect of fuel composition and additive packages on deposit properties and homogeneous charge compression ignition combustion." International Journal of Engine Research 21, no. 9 (February 7, 2019): 1631–46. http://dx.doi.org/10.1177/1468087419828624.

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Homogeneous charge compression ignition combustion is highly dependent on in-cylinder thermal conditions that are favorable to auto-ignition, and the presence of deposits can dramatically impact the in-cylinder environment. Because fuels available at the pump can differ considerably in composition, and fuel composition and the included additive package directly affect how deposits accumulate in a homogeneous charge compression ignition engine, strategies intended to bring homogeneous charge compression ignition to market must account for this fuel and additive variability. In order to investigate this impact, two oxygenated refinery stream test fuels with two different additives were run in a single cylinder homogeneous charge compression ignition engine. The two fuels had varying chemical composition; one represents a “dirty” fuel with high aromatic content that was intended to simulate a worst-case scenario for deposit growth, while the other represents a California Reformulated Gasoline Blendstock for Oxygenate Blending fuel, which is the primary constituent of pump gasoline at fueling stations across the state of California. The additive packages are typical of technologies that are commercially available to treat engine deposits. Both fuels were run in an experimental, single-cylinder homogeneous charge compression ignition engine in a passive conditioning study, during which the engine was run at steady state over a period of time in order to track changes in the homogeneous charge compression ignition combustion event as deposits accumulated in-cylinder. Both the composition and the additive influenced the structure of the combustion chamber deposit layer, but more importantly, both the rate at which the layer developed and the equilibrium thickness it achieved. The overall thickness of the combustion chamber deposit layer was found to have a significant impact on homogeneous charge compression ignition combustion phasing.

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24

Gu, Yuqiu, Jinqing Yu, Weimin Zhou, Fengjuan Wu, Jian Wang, Hongjie Liu, Leifeng Cao, and Baohan Zhang. "Collimation of hot electron beams by external field from magnetic-flux compression." Laser and Particle Beams 31, no. 4 (August 20, 2013): 579–82. http://dx.doi.org/10.1017/s026303461300044x.

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AbstractIn fast ignition of inertial confinement fusion, hot electron beam is considered to be an appropriate energy source for ignition. However, hot electrons are divergent as they are transporting in over-dense plasma. So collimating the hot electrons becomes one of the most important issues in fast ignition. A method to collimate hot electron beam by external magnetic field is proposed in this paper. The external field can be generated by compressing a seed magnetic field at the stage of laser-driven implosion. This method is confirmed by particle-in-cell simulations. The results show that hot electrons are well collimated by external magnetic field from magnetic-flux compression.

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25

Hora, H., G. H. Miley, K. Flippo, P. Lalousis, R. Castillo, X. Yang, B. Malekynia, and M. Ghoranneviss. "Review about acceleration of plasma by nonlinear forces from picoseond laser pulses and block generated fusion flame in uncompressed fuel." Laser and Particle Beams 29, no. 3 (September 2011): 353–63. http://dx.doi.org/10.1017/s0263034611000413.

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AbstractIn addition to the matured “laser inertial fusion energy” with spherical compression and thermal ignition of deuterium-tritium (DT), a very new alternative for the fast ignition scheme may have now been opened by using side-on block ignition aiming beyond the DT-fusion with igniting the neutron-free reaction of proton-boron-11 (p-11B). Measurements with laser pulses of terawatt power and ps duration led to the discovery of an anomaly of interaction, if the prepulses are cut off by a factor 108(contrast ratio) to avoid relativistic self focusing in agreement with preceding computations. Applying this to petawatt (PW) pulses for Bobin-Chu conditions of side-on ignition of solid fusion fuel results after several improvements in energy gains of 10,000. This is in contrast to the impossible laser-ignition of p-11B by the usual spherical compression and thermal ignition. The side-on ignition is less than ten times only more difficult than for DT ignition. This is essentially based on the instant and direct conversion the optical laser energy by the nonlinear force into extremely high plasma acceleration. Genuine two-fluid hydrodynamic computations for DT are presented showing details how ps laser pulses generate a fusion flame in solid state density with an increase of the density in the thin flame region. Densities four times higher are produced automatically confirming a Rankine-Hugoniot shock wave process with an increasing thickness of the shock up to the nanosecond range and a shock velocity of 1500 km/s which is characteristic for these reactions.

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26

GĘCA, Michał, Zbigniew CZYŻ, and Mariusz SUŁEK. "Diesel engine for aircraft propulsion system." Combustion Engines 169, no. 2 (May 1, 2017): 7–13. http://dx.doi.org/10.19206/ce-2017-202.

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Анотація:

Stricter requirements for power in engines and difficulties in fueling gasoline engines at the airport make aircraft engine manufac-turers design new engines capable of combusting fuel derived from JET-A1. New materials used in compression-ignition engines enable weight reduction, whereas the technologies of a Common Rail system, supercharging and 2-stroke working cycle enable us to increasethe power generated by an engine of a given displacement. The paper discusses the parameters of about 40 types of aircraft compression ignition engines. The parameters of these engines are compared to the spark-ignition Rotax 912 and the turboprop. The paper also shows trends in developing aircraft compression-ignition engines.

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27

Hora, Heinrich. "Volume Ignition in Pellet Fusion to Overcome the Difficulties of Central Ignition." Zeitschrift für Naturforschung A 42, no. 10 (October 1, 1987): 1239–40. http://dx.doi.org/10.1515/zna-1987-1023.

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Since C. Yamanaka et al. demonstrated that the best fusion gains from laser irradiated pellets result only when central shocks are avoided and an ideal volume compression is achieved, the problems o f the central (spark) ignition with necessary densities of 1000 times the solid state may be overcome. Based on an analytical formula of volume ignition, the new conditions should provide reactor adequate laser fusion with compression to 50 to 100 times solid state.

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28

Williams, D. Ryan, Chad Koci, and Scott Fiveland. "Compression Ignition 6-Stroke Cycle Investigations." SAE International Journal of Engines 7, no. 2 (April 1, 2014): 656–72. http://dx.doi.org/10.4271/2014-01-1246.

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29

Bogin, Gregory E., J. Hunter Mack, and Robert W. Dibble. "Homogeneous Charge Compression Ignition (HCCI) Engine." SAE International Journal of Fuels and Lubricants 2, no. 1 (June 15, 2009): 817–26. http://dx.doi.org/10.4271/2009-01-1805.

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30

Istrate, A., M. Bică, and M. Simion. "Compression ignition engine - sources of pollution." IOP Conference Series: Materials Science and Engineering 997 (December 25, 2020): 012148. http://dx.doi.org/10.1088/1757-899x/997/1/012148.

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31

Tree, Dale R., and Kenth I. Svensson. "Soot processes in compression ignition engines." Progress in Energy and Combustion Science 33, no. 3 (June 2007): 272–309. http://dx.doi.org/10.1016/j.pecs.2006.03.002.

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32

Willems, Werner, Marcel Pannwitz, Marius Zubel, and Jost Weber. "Oxygenated Fuels in Compression Ignition Engines." MTZ worldwide 81, no. 3 (February 7, 2020): 26–33. http://dx.doi.org/10.1007/s38313-019-0183-0.

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33

NOJIRI, Keiichiro, Katsuya SAIJYO, Kazuie NISHIWAKI, and Yoshinobu YOSHIHARA. "1216 Modeling Premixed Compression Ignition Process." Proceedings of Conference of Kansai Branch 2001.76 (2001): _12–31_—_12–32_. http://dx.doi.org/10.1299/jsmekansai.2001.76._12-31_.

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34

Grogan, Kevin P., S. Scott Goldsborough, and Matthias Ihme. "Ignition regimes in rapid compression machines." Combustion and Flame 162, no. 8 (August 2015): 3071–80. http://dx.doi.org/10.1016/j.combustflame.2015.03.020.

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35

Kaiser, E. W., J. Yang, T. Culp, N. Xu, and M. M. Maricq. "Homogeneous charge compression ignition engine-out emission-does flame propagation occur in homogeneous charge compression ignition?" International Journal of Engine Research 3, no. 4 (August 1, 2002): 185–95. http://dx.doi.org/10.1243/146808702762230897.

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Анотація:

Engine-out emissions data [CO, CO2, speciated hydrocarbons (HC), and particulate matter (size and number density)] were obtained from a single-cylinder, 660 cm3, homogeneous charge compression ignition (HCCI) engine operated on gasoline fuel using direct in-cylinder injection. Data were taken as functions of the air-fuel ratio (A/F) (30–270), r/min, inlet air temperature and fuel injection timing. Three important observations were made A sharp break occurs in the CO and CO2 emissions indices beginning near A/F = 75. Above A/F ∼ 100, CO is the primary carbon oxide while for A/F < 70, CO2 is the major carbon oxide. The HC emissions index increases linearly, beginning near A/F ∼ 30:1. Below this A/F, the HC index is characteristic of crevice emissions (∼ 3.5 per cent). These results do not prove this unequivocally, but can be explained by a mechanism in which, for A/F < 75, flame propagation occurs over relatively short distances between the multiple autoignition sites within the combustion chamber. Adiabatic compression calculations indicate that for A/F < 75, the compression temperature (∼ 1150 K) is sufficiently high to support flame propagation. The linear increase in HC emissions above that expected from crevice storage can be explained by noting that autoignition becomes more difficult as the A/F becomes leaner and fewer ignition sites are likely to exist within the combustion chamber, reducing the amount of fuel combusted. Conventional models of HCCI combustion involving multi-zone autoignition may also explain the data, but the above concept is an alternative combustion mechanism for HCCI, which should be considered. Particulate emissions at moderate load from this HCCI engine, while much lower than from a diesel, are similar to those from early-injection DISI (direct injection spark ignition) engines and should not be assumed to be negligible.

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36

Jacobs, Timothy J., and Dennis N. Assanis. "The attainment of premixed compression ignition low-temperature combustion in a compression ignition direct injection engine." Proceedings of the Combustion Institute 31, no. 2 (January 2007): 2913–20. http://dx.doi.org/10.1016/j.proci.2006.08.113.

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37

Yang, J. "Expanding the operating range of homogeneous charge compression ignition-spark ignition dual-mode engines in the homogeneous charge compression ignition mode." International Journal of Engine Research 6, no. 4 (August 1, 2005): 279–88. http://dx.doi.org/10.1243/146808705x30422.

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Анотація:

Vehicle fuel economy benefit through the use of homogeneous charge compression ignition (HCCI) engine technology depends on the range of HCCI operating conditions. The range of HCCI operating conditions also determines the frequency of combustion mode transition over vehicle drive cycles. Based on test data in a single-cylinder HCCI engine, the constraints on HCCI operating regimes were analysed, including combustion roughness and knock, combustion timing control, breathing, thermal energy for mixture autoignition, and combustion efficiency. The constraints due to inadequate thermal energy and insufficient breathing depend on the HCCI approaches employed. The operating ranges of alternative approaches to HCCI systems are quite different. For the other constraints, conventional control methods were tested and analysed to expand the range of HCCI operating conditions to higher loads, and to improve combustion efficiency at light loads.

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38

Nakano, M., Y. Mandokoro, S. Kubo, and S. Yamazaki. "Effects of exhaust gas recirculation in homogeneous charge compression ignition engines." International Journal of Engine Research 1, no. 3 (June 1, 2000): 269–79. http://dx.doi.org/10.1243/1468087001545173.

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Ignition control is an important issue in homogeneous charge compression ignition (HCCI) engines, which have the advantages of low NOx emission and high thermal efficiency. In this study, the effect of the exhaust gas recirculation (EGR) on the ignition control of HCCI engines is discussed using an engine cycle simulation in which a homogeneous mixture is assumed. Auto-ignition of 65 per cent iso-octane + 25 per cent toluene + 10 per cent n-heptane, which is used as a fuel to evaluate the characteristics of a gasoline-like fuel, is represented by a detailed reaction model. The dilution by EGR delays the ignition timing when the charged gas temperature is not changed by EGR. The temperature rise of the charged gas promotes auto-ignition. Based on these characteristics, it was suggested that the ignition timing could be controlled by EGR with temperature control, when the amount of fuel supply is constant. This control method can also be applied to control of the air-fuel ratio (A/F) in the cylinder while maintaining the optimum ignition timing. In spite of the difference in the A/F and the EGR ratios, no significant difference was found in the pressure rise rate at combustion and the NOx emission when the ignition timing was the same.

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39

Lin Tay, Kun, Wenbin Yu, Feiyang Zhao, and Wenming Yang. "From fundamental study to practical application of kerosene in compression ignition engines: An experimental and modeling review." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 234, no. 2-3 (April 8, 2019): 303–33. http://dx.doi.org/10.1177/0954407019841218.

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The use of kerosene in direct injection compression ignition engines is fundamentally due to the introduction of the Single Fuel Concept. As conventional direct injection compression ignition diesel engines are made specifically to use diesel fuel, the usage of kerosene will affect engine emissions and performance due to differences between the fuel properties of kerosene and diesel. As a result, in order for kerosene to be properly and efficiently used in diesel engines, it is needful for the scientific community to know the properties of kerosene, its autoignition and combustion characteristics, as well as its emissions formation behavior under diesel engine operating conditions. Moreover, it is desirable to know the progress made in the development of suitable kerosene surrogates for engine applications as it is a crucial step toward the development of reliable chemical reaction mechanisms for numerical simulations. Therefore, in this work, a comprehensive review is carried out systematically to better understand the characteristics and behavior of kerosene under direct injection compression ignition engine relevant conditions. In this review work, the fuel properties of kerosene are summarized and discussed. In addition, fundamental autoignition studies of kerosene in shock tube, rapid compression machine, fuel ignition tester, ignition quality tester, constant volume combustion chamber, and engine are compiled and evaluated. Furthermore, experimental studies of kerosene spray and combustion in constant volume combustion chambers are examined. Also, the experimental investigations of kerosene combustion and emissions in direct injection compression ignition engines are discussed. Moreover, the development of kerosene surrogates, their chemical reaction mechanisms, and the modeling of kerosene combustion in direct injection compression ignition engines are summarized and talked about. Finally, recommendations are also given to help researchers focus on the areas which are still severely lacking.

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40

Ali, Nahedh Mahmood. "Comparative Study of Performance and Emission Characteristics between Spark Ignition Engine and Homogeneous Charge Compression Ignition Engine (HCCI)." Al-Khwarizmi Engineering Journal 12, no. 4 (December 18, 2017): 102–10. http://dx.doi.org/10.22153/kej.2016.06.003.

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Анотація:

Many researchers consider Homogeneous Charge Compression Ignition (HCCI) engine mode as a promising alternative to combustion in Spark Ignition and Compression Ignition Engines. The HCCI engine runs on lean mixtures of fuel and air, and the combustion is produced from the fuel autoignition instead of ignited by a spark. This combustion mode was investigated in this paper. A variable compression ratio, spark ignition engine type TD110 was used in the experiments. The tested fuel was Iraqi conventional gasoline (ON=82). The results showed that HCCI engine can run in very lean equivalence ratios. The brake specific fuel consumption was reduced about 28% compared with a spark ignition engine. The experimental tests showed that the emissions concentrations were reduced by 91.27% for NOx, 85.99% for CO, 78.91% for CO2, and 83.56% for unburned hydrocarbons compared to the SI engine. HCCI engine produced little noise with about 26.68% less than SI engine.

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41

LUFT, Sławomir. "A dual-fuel compression ignition engine – distinctive features." Combustion Engines 141, no. 2 (May 1, 2010): 33–39. http://dx.doi.org/10.19206/ce-117144.

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For many years in the Department of Automobiles and Internal Combustion Engines in Technical University of Radom there are carried out investigations on dual-fuel compression ignition engine in which the ignition is initiated by a pilot diesel oil dose and the applied main fuels have properties similar to those applied in spark ignition engines. The tested fuels were methanol, ethanol, LPG and natural gas. Analysis of the obtained results allowed to make some generalizations and to determine advantages as well as problems which should be solved for higher efficiency, power and durability. The paper will present information on efficiency, power, toxic exhaust emission and chosen parameters of combustion process of a dual-fuel compression ignition engine as well as on a difficult to control – knock combustion which may result in lower engine durability and piston crank mechanism failure.

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42

HORA, HEINRICH, H. AZECHI, Y. KITAGAWA, K. MIMA, M. MURAKAMI, S. NAKAI, K. NISHIHARA, et al. "Measured laser fusion gains reproduced by self-similar volume compression and volume ignition for NIF conditions." Journal of Plasma Physics 60, no. 4 (November 1998): 743–60. http://dx.doi.org/10.1017/s0022377898007077.

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The recent high core gains of 29% in laser fusion experiments at the LLE Rochester are evaluated and compared with related earlier measurements where surprisingly the self-similarity model for volume compression provides a common description. This is a proof that the isentropic conditions of stagnation-free compression were mostly fulfilled at the optimized experimental gains, in contrast to highly entropy-producing shock and central spark conditions. Some projections are given of how these results may be generalized to volume ignition for the parameters of the NIF (National Ignition Facility). The proof of stagnation-free volume compression for the best laser fusion gains indicates the advantages of volume ignition, which not only is ‘robust’ and simply follows the natural adiabatic compression, but also is much less sensitive to instabilities and mixing. However, its essential advantage is that it is free from symmetry problems – in contrast to spark ignition, with its spherical detonation front.

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43

Yamada, H., M. Ohtomo, M. Yoshii, and A. Tezaki. "Controlling mechanism of ignition enhancing and suppressing additives in premixed compression ignition." International Journal of Engine Research 6, no. 4 (August 1, 2005): 331–40. http://dx.doi.org/10.1243/146808705x30594.

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Controlling ignition timing in the homogeneous charge compression ignition (HCCI) of dimethyl ether (DME) by adding methanol and ozone has been studied in a motored engine. In the standard pressure profile analysis, reduction of the first stage (cool ignition) heat release with methanol addition and consequent retardation of the second stage (hot ignition) was confirmed. Composition analysis, conducted under moderate, single cool ignition conditions, exhibited liner reductions of fuel consumption and formaldehyde formation. These observations were well reproduced by the detailed chemical kinetic model of Curran et al. for DME. A simple formulation accounting for the retarding effect was established. In contrast, acceleration with ozone addition is caused by the increase of heat release in the cool ignition taking place at a lower temperature. The cool ignition composition analysis showed increases of fuel consumption that are remarkable in lower equivalence ratio. Inclusions of ozone decomposition forming O + O2 into the model enabled good reproduction of these features. It was inferred that the early radical supply from ozone reduced the cool ignition onset temperature significantly, where a stable intermediate accumulates owing to slow decomposition, and that the resultant reduction of formaldehyde formation induced the longer chain duration.

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44

SHINDO, Kota, Takahiro KOSEKI, Shinichi TAMURA, Koji YOSHIDA, and Hideo SHOJI. "Influence of Compression Ratio on Homogenous Charge Compression Ignition Combustion." Proceedings of Conference of Kanto Branch 2004.10 (2004): 151–52. http://dx.doi.org/10.1299/jsmekanto.2004.10.151.

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45

Wang, Libing, Kaushik Nonavinakere Vinod, and Tiegang Fang. "Compression ignition and spark assisted ignition of direct injected PRF65 spray." Fuel 291 (May 2021): 120123. http://dx.doi.org/10.1016/j.fuel.2020.120123.

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46

Yu, Shui, Tongyang Gao, Meiping Wang, Liguang Li, and Ming Zheng. "Ignition control for liquid dual-fuel combustion in compression ignition engines." Fuel 197 (June 2017): 583–95. http://dx.doi.org/10.1016/j.fuel.2017.02.047.

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47

YAMADA, Hiroyuki, Masataka YOSHII, and Atsumu TEZAKI. "Controlling Mechanism of Ignition Enhancing and Suppressing Additives in Premixed Compression Ignition(HCCI, Effect of Fuel and Additives)." Proceedings of the International symposium on diagnostics and modeling of combustion in internal combustion engines 2004.6 (2004): 213–20. http://dx.doi.org/10.1299/jmsesdm.2004.6.213.

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48

Yang, Seamoon, and Changhee Lee. "Exhaust Gas Characteristics According to the Injection Conditions in Diesel and DME Engines." Applied Sciences 9, no. 4 (February 14, 2019): 647. http://dx.doi.org/10.3390/app9040647.

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In this paper, the effect of high-pressure injection pressure on particulate matter (PM) and nitrogen oxide (NOx) emissions is discussed. Many studies have been conducted by active researchers on high-pressure engines; however, the problem of reducing PM and NOx emissions is still not solved. Therefore, in the existing diesel (compression ignition) engines, the common rail high-pressure injection system has limitations in reducing PM and NOx emissions. Accordingly, to solve the exhaust gas emission problem of a compression ignition engine, a compression ignition engine using an alternative fuel is discussed. This study was conducted to optimize the dimethyl ether (DME) engine system, which can satisfy the emission gas exhaust requirements that cannot be satisfied by the current common rail diesel compression ignition engine in terms of efficiency and exhaust gas using DME common rail compression ignition engine. Based on the results of this study on diesel and DME engines under common rail conditions, the changes in engine performance and emission characteristics of exhaust gases with respect to the injection pressure and injection rate were examined. The emission characteristics of NOx, hydrocarbons, and carbon monoxide (CO) emissions were affected by the injection pressure of pilot injection. Under these conditions, the exhaust gas characteristics were optimized when the pilot injection period and needle lift were varied.

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49

Polák, M. "Ethanol enriched biodiesel as a fuel for compression ignition engines ." Research in Agricultural Engineering 50, No. 3 (February 8, 2012): 107–11. http://dx.doi.org/10.17221/4935-rae.

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In the Czech Republic the increased utilization of the biofuels, especially for diesel engines, has been registered in the last ten years. The rape-seed oil based fuels – called biodiesel, is the most extended. The use of rape-seed oil brings a good ecological and agronomic aspect, e.g. positive energetic and CO<sub>2</sub> balance, biological decomposition, etc. A special attention should be paid for the emissions. The paper presents the practical results of the performance with the commercially available biodiesel and their mixtures with different quantity of fermented ethanol. The testing was realized with an unmodified AVIA 712.18 truck engine and an unmodified ZETOR 7701 tractor engine according to thirteen-points homologation test method EHK R49 (ČSN EN ISO 8178-4). Biodiesel NATURDIESEL, according to the Czech Standard ČSN 65 6508, served as a basis for fuel blends and such a comparison fuel. Based on the experiment, it can be said, that the most suitable fuel blend is biodiesel + 2% addition of fermented bioethanol according to following points. This addition significantly reduces the NO<sub>x</sub> emissions. At the AVIA engine the reduction is about 54% in comparison with non-additived fuel. With the Zetor engine, it is decreased 88% of its primary value. Even in cause of smokiness, the situation is similar favourable. The power output parameters are almost constant. No significant increase of fuel consumption has been observed. However, there is higher share of unburned hydrocarbons in dependence on increased alcohol content. In this case, the lower concentration of alcohol in fuel blend is advantageous, which is in accordance to the biodiesel with 2% addition of alcohol. Higher share of ethanol is not interesting from the point of view of fuel requirement and even from the economic point of view, because the price of these fuel blends increases, due to the co-solvent addition.

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50

Wang, Zhi, Jian-Xin Wang, Shi-Jin Shuai, Yan-Jun Wang, Guo-Hong Tian, and Xin-Liang An. "Study of Multimode Combustion System With Gasoline Direct Injection." Journal of Engineering for Gas Turbines and Power 129, no. 4 (October 2, 2006): 1079–87. http://dx.doi.org/10.1115/1.2718221.

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In this paper, a multimode combustion system was developed in a gasoline direct injection engine. A two-stage fuel-injection strategy, including flexible injection timings and flexible fuel quantity, is adopted as a main means to form desired mixture in the cylinder. The combustion system can realize five combustion modes. The homogeneous charge spark ignition (HCSI) mode was used at high load to achieve high-power output density; stratified charge spark ignition (SCSI) was adopted at intermediate load to get optimum fuel economy; stratified charge compression ignition (SCCI) was introduced at transient operation between SI and CI mode. Homogeneous charge compression ignition (HCCI) was utilized at part load to obtain ultralow emissions. Reformed charge compression ignition (RCCI) was imposed at low load to extend the HCCI operation range. In SI mode, the stratified concentration is formed by introducing a second fuel injection in the compression stroke. This kind of stratified mixture has a faster heat release than the homogeneous mixture and is primarily optimized to reduce the fuel consumption. In CI mode, the cam phase configurations are switched from positive valve overlap to negative valve overlap (NVO). The test results reveal that the CI combustion is featured with a high gradient pressure after ignition and has advantages in high thermal efficiency and low NOx emissions over SI combustion at part load.

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