The diesel-piloted dual-fuel compression ignition combustion strategy is well-suited to accelerate the decarbonization of transportation by adopting hydrogen as a renewable energy carrier into the existing internal combustion engine with minimal engine modifications. Despite the simplicity of engine modification, many questions remain unanswered regarding the optimal pilot injection strategy for reliable ignition with minimum pilot fuel consumption. The present study uses a single-cylinder heavy-duty optical engine to explore the phenomenology and underlying mechanisms governing the pilot fuel ignition and the subsequent combustion of a premixed hydrogen-air charge. The engine is operated in a dual-fuel mode with hydrogen premixed into the engine intake charge with a direct pilot injection of n-heptane as a diesel pilot fuel surrogate. Optical diagnostics used to visualize in-cylinder combustion phenomena include high-speed IR imaging of the pilot fuel spray evolution as well as high-speed HCHO* and OH* chemiluminescence as indicators of low-temperature and high-temperature heat release, respectively. Three pilot injection strategies are compared to explore the effects of pilot fuel mass, injection pressure, and injection duration on the probability and repeatability of successful ignition. The thermodynamic and imaging data analysis supported by zero-dimensional chemical kinetics simulations revealed a complex interplay between the physical and chemical processes governing the pilot fuel ignition process in a hydrogen containing charge. Hydrogen strongly inhibits the ignition of pilot fuel mixtures and therefore requires longer injection duration to create zones with sufficiently high pilot fuel concentration for successful ignition. Results show that ignition typically tends to rely on stochastic pockets with high pilot fuel concentration, which results in poor repeatability of combustion and frequent misfiring. This work has improved the understanding on how the unique chemical properties of hydrogen pose a challenge for maximization of hydrogen's energy share in hydrogen dual-fuel engines and highlights a potential mitigation pathway.
Liquefied Petroleum Gas (LPG), as a common alternative fuel for internal combustion engines is currently widespread in use for fleet vehicles. However, a current majority of the LPG-fueled engines, uses port-fuel injection that offers lower power density when compared to a gasoline engine of equivalent displacement volume. This is due to the lower molecular weight and higher volatility of LPG components that displaces more air in the intake charge due to the larger volume occupied by the gaseous fuel. LPG direct-injection during the closed-valve portion of the cycle can avoid displacement of intake air and can thereby help achieve comparable gasoline-engine power densities. However, under certain engine operating conditions, direct-injection sprays can collapse and lead to sub-optimal fuel-air mixing, wall-wetting, incomplete combustion, and increased pollutant emissions. Direct-injection LPG, owing to its thermo-physical properties is more prone to spray collapse than gasoline sprays. However, the impact of spray collapse for high-volatility LPG on mixture preparation and subsequent combustion is not fully understood. To this end, direct-injection, laser-spark ignition experiments using propane as a surrogate for LPG under lean and stoichiometric engine operating conditions were carried out in an optically accessible, single cylinder, heavy-duty, diesel engine. A quick-switching parallel propane and iso-octane fuel system allows for easy comparison between the two fuels. Fuel temperature, operating equivalence ratio and injection timing are varied for a parametric study. In addition to combustion characterization using conventional cylinder pressure measurements, optical diagnostics are employed. These include infrared (IR) imaging for quantifying fuel-air mixture homogeneity and high-speed natural luminosity imaging for tracking the spatial and temporal progression of combustion. Imaging of infrared emission from compression-heated fuel does not reveal any significant differences in the signal distribution between collapsing and non-collapsing sprays at the spark timing. Irrespective of coolant temperatures, early injection timing resulted in a homogeneous mixture that lead to repeatable flame evolution with minimal cycle-to-cycle variability for both LPG and iso-octane. However, late injection timing resulted in mixture inhomogeneity and non-isotropic turbulence distribution. Under lean operation with late injection timing, LPG combustion is shown to benefit from a more favorable mixture distribution and flow properties induced by spray collapse. On the other hand, identical operating conditions proved to be detrimental for iso-octane combustion most likely caused by distribution of lean mixtures near the spark location that negatively impact initial flame kernel growth leading to increased cycle-to-cycle variability.
Mixture formation in a hydrogen-fueled heavy-duty engine with direct injection and a nearly-quiescent top-hat combustion chamber was investigated using laser-induced fluorescence imaging, with 1,4-difluorobenzene serving as a fluorescent tracer seeded into hydrogen. The engine was motored at 1200 rpm, 1.0 bar intake pressure, and 335 K intake temperature. An outward opening medium-pressure hollow-cone injector was operated at two different injection pressures and five different injection timings from early injection during the intake stroke to late injection towards the end of compression stroke. Fuel fumigation upstream of the intake provided a well-mixed reference case for image calibration. This paper presents the evolution of in-cylinder equivalence ratio distribution evaluated during the injection event itself for the cylinder-axis plane and during the compression stroke at different positions of the light sheet within the swirl plane. During the injection event, the originally annular jet collapses onto the jet axis within 1°CA after jet emergence and within 10 mm downstream of the nozzle. Multiple shock cells are visible - their size decreases with decreasing pressure ratio. The results of the equivalence ratio distribution show high cyclic variability of mixing for all injection timings during the compression stroke, but only minor variability with early injection during the intake stroke. The ensemble-mean fuel distribution shows that fuel-rich zones shift from the intake side to the exhaust side of the combustion chamber as the injection is advanced. Probability density functions of global equivalence ratio and equivalence ratio at potential spark locations suggest that retarded fuel injection might significantly increase NO emissions and the cyclic variability of early flame kernel development.
Yip, Ho L.; Srna, Ales S.; Wehrfritz, Armin; Kook, Sanghoon; Hawkes, Evatt R.; Chan, Qing N.
This study examines the flame evolution of autoigniting H2 jets with high-speed schlieren and OH∗ chemiluminescence optical methods in a constant-volume combustion chamber over a wide range of simulated compression-ignition engine conditions. Parametric variations include the injector nozzle orifice diameter (0.31–0.83 mm), injection reservoir pressure (100–200 bar), ambient temperature (1000–1140 K), density (12.5–24 kg/m3) and O2 concentration (10–21 vol.%). The jet ignition delay was found to be highly sensitive to changes in ambient temperature while all other parameter variations resulted in minor ignition delay changes. Optical imaging reveals that in most cases, the reaction front of the H2 jet initiates from a localised kernel, before engulfing the entire jet volume downstream and recessing towards the nozzle. The flames attach to the nozzle, except at the lowest ambient oxygen condition of 10 vol.% O2 for which a lifted flame is observed. The H2 diffusion flame length shows a dependence on both the mass flow rate and the level of O2 entrainment that follows the same correlations as previously established for atmospheric H2 jet flames.
This work is a comprehensive technical review of existing literature and a synthesis of current understanding of the governing physics behind the interaction of multiple fuel injections, ignition, and combustion behavior of multiple-injections in diesel engines. Multiple-injection is a widely adopted operating strategy applied in modern compression-ignition engines, which involves various combinations of small pre-injections and post-injections of fuel before and after the main injection and splitting the main injection into multiple smaller injections. This strategy has been conclusively shown to improve fuel economy in diesel engines while achieving simultaneous NOX, soot, and combustion noise reduction - in addition to a reduction in the emissions of unburned hydrocarbons (UHC) and CO by preventing fuel wetting and flame quenching at the piston wall. Despite the widespread adoption and an extensive literature documenting the effects of multiple-injection strategies in engines, little is known about the complex interplay between the underlying flow physics and combustion chemistry involved in such flows, which ultimately governs the ignition and subsequent combustion processes thereby dictating the effectiveness of this strategy. In this work, we provide a comprehensive overview of the literature on the interaction between the jets in a multiple-injection event, the resulting mixture, and finally the ignition and combustion dynamics as a function of engine operational parameters including injection duration and dwell. The understanding of the underlying processes is facilitated by a new conceptual model of multiple-injection physics. We conclude by identifying the major remaining research questions that need to be addressed to refine and help achieve a design-level understanding to optimize advanced multiple-injection strategies that can lead to higher engine efficiency and lower emissions.
Regulatory drivers and market demands for lower pollutant emissions, lower carbon dioxide emissions, and lower fuel consumption motivate the development of cleaner and more fuel-efficient engine operating strategies. Most current production heavy-duty diesel engines use a combination of both in-cylinder and exhaust emissions-control strategies to achieve these goals. The emissions and efficiency performance of in-cylinder strategies depend strongly on flow and mixing processes that can be influenced by using multiple fuel injections. Past work performed under this project showed that adding a second injection can reduce soot to levels below what would have been produced by an unchanged first injection, thereby increasing load while decreasing soot and potentially reducing brake specific fuel consumption. Information characterizing the important in-cylinder processes with multiple injections has been gleaned from ensemble-averaged planar laser-induced incandescence (PLII) imaging visualizing the soot cloud and planar induced fluorescence (PLIF) of OH characterizing the soot oxidation regions. PLII showed a consistent disruption of the first injection soot cloud by the second injection. In conjunction with OH-PLIF, differences in soot oxidation patterns for multiple injections compared to single injections were observed. This understanding was further enhanced in FY20, when high-speed imaging resolving the above-mentioned effects in a single cycle were combined with direct numerical simulations investigating the multiple-injection ignition process on the microscopic level of turbulence and chemistry interaction. In FY21, these findings in conjunction with findings from other researchers published in the scientific literature were composed into a preliminary multiple-injection conceptual model of fuel-mixing, injection and ignition processes. Remaining key research questions were also highlighted. In addition, wall heat flux was investigated experimentally and with numerical simulations to understand the potential of multiple injections to reduce the engine heat losses and further enhance the efficiency.