Thermal Science and Engineering Progress: Sciencedirect
Thermal Science and Engineering Progress: Sciencedirect
Thermal Science and Engineering Progress: Sciencedirect
A R T I C LE I N FO A B S T R A C T
Keywords: To study the possibility of operating a traditional diesel engine as a partially premixed compression ignition
Partially premixed compression ignition engine engine, E85 created from 85% bioethanol and 15% unleaded Iraqi gasoline blend was used as the main fuel. E85
Bioethanol blend fuel has a low evaporation temperature, large latent heat and low cetane number (CN). Iraqi diesel fuel
EGR was used as a pilot fuel to assure ignition. High rate of cooled exhaust gas recirculation was used. The engine
PM–NOx trade-off
performance and emissions, particularly NOx–smoke trade-off, was also investigated. In order to reduce the
number of experiments to be performed, the tests were conducted at a speed of 1500 rpm, with changes in the
recirculated exhaust gas rate (10%, 30% and 50%) and change in injection timing (20°, 22°, 25°, 28° and 32°
BTDC).
Practical results showed that a significant improvement could be achieved in the NOx–PM trade-off. The
ignition delay period can be increased by using a low-CN fuel accompanied with a low oxygen intake charge.
When using the PPCI system, low levels of NOx and PM can be achieved without affecting the brake thermal
efficiency of the engine. Smoke can be reduced even when the EGR percentage is increased under a mixed
condition. ED10 (90% E85 + 10% diesel) had the largest decline in NOx (84.66%) and smoke (55.8%) compared
to diesel.
1. Introduction chamber takes place after the fuel and air mixture preparation is
completed. Although the HCCI concept can be considered revolutionary
Diesel engines have many advantages in terms of efficiency, power in the combustion system of gasoline engines, partially premixed
and durability, but their disadvantages must be surmounted [1]. One compression ignition (PPCI) phase is similar to HCCI in diesel engines
basic challenge to diesel combustion is called the diesel dilemma, which [5].
is the trade-off between NOx and PM that occurs when a designer aims The concept of PPCI is new to internal combustion engines, and it is
to reduce NOx by reducing combustion temperature, causing poor achieved by adding high levels of exhaust gas recirculation (EGR) and
oxidation that increases PM emissions, and vice versa [2]. A consider- adjusting the injection timing to ensure that air and fuel are mixed well
able amount of research has been conducted in the field of new com- before combustion by increasing the delay period. Researchers have
bustion concepts to resolve this problem [3]. used two trends in positioning the injection strategies. The first group
The conditions in the diesel engine combustion chamber include [6,7] found that delaying injection timing can provide sufficient igni-
high temperature and oxygen concentration. Diesel combustion with tion delays for PPCI combustion. The second group found that advan-
lean but inhomogeneous air–fuel mixture makes it ideal for NOx gen- cing injection timings can achieve PPCI combustion [8,9]. Ref. [10]
eration. Moreover, local rich air–fuel mixture conditions accompanied used two methods to inject fuel to reduce the soot and nitrogen oxides
with high temperatures (T > 1800 K) enhance soot formation. emitted from the engine: the first method was to adopt early fuel in-
Therefore, NOx and soot formations are inversely linked in conven- jection during the compression stroke and the second was adopted late
tional diesel combustion. As a result, NOx and PM emissions in diesel fuel injection near TDC with heavy EGR. The results showed that early
engines [4]. injection emitted low NOx and soot. While the second injection method
Homogeneous charge compression ignition (HCCI) can be con- reduced hydrocarbons and carbon monoxide. Ref. [11] used a single
sidered a promising technology for reducing NOx and PM concentra- cylinder drive with premixed low precal diesel combustion (PLTDC) in
tions in new diesel engines. The homogeneity for this concept comes an effort to reduce NOx and soot emissions together while maintaining
from a conventional principle where the ignition in the combustion fuel efficiency. The results of the study showed the possibility of low
https://doi.org/10.1016/j.tsep.2018.04.013
Received 25 January 2018; Received in revised form 31 March 2018; Accepted 22 April 2018
2451-9049/ © 2018 Elsevier Ltd. All rights reserved.
M.T. Chaichan Thermal Science and Engineering Progress 7 (2018) 45–53
NOx and soot emissions in each of the operational conditions tested Table 1
without sacrificing fuel consumption efficiency. Shimazaki declared The technical specifications of the engine used in the study.
that ignition delay may be extended by using low-cetane-number (CN) Engine type 4cyl., 4-stroke
fuels [12], or low compression ratio [13]. The PPCI concept can solve Engine model TD 313 Diesel engine rig
the so-called diesel dilemma by maintaining low smoke and NOx con- Combustion type DI, water cooled, natural aspirated
centrations. This system is characterised by higher control over com- Displacement 3.666 L
Valve per cylinder two
bustion compared with HCCI [14,15]. Bore 100 mm
The use of gasoline in diesel engines as PPCI was first con- Stroke 110 mm
ceptualised by [16,17]. Gasoline can be considered a suitable fuel for Compression ratio 17
PPCI because of its high ignition temperatures, as indicated by the Fuel injection pump Unit pump
26 mm diameter plunger
octane number (ON). Kalghatgi’s findings showed that almost zero
Fuel injection nozzle Hole nozzle
smoke emissions can be attained even at high loads. A group at Lund 10 nozzle holes
University showed that gasoline fuel can be burned in light-duty diesel Nozzle hole dia. (0.48 mm)
engines for partially premixed combustion, resulting in similar engine Spray angle = 160°
efficiency but with high reduction in NOx and smoke emissions [18]. Nozzle opening pressure = 40 MPa
46
M.T. Chaichan Thermal Science and Engineering Progress 7 (2018) 45–53
The major part of smoke opacity measured is PM, so this opacity was Table 2
adopted to represent PM concentration. Sound pressure was measured the experimental accuracies for the used measuring devices.
by using a precision sound pressure level meter equipped with type Measurements Accuracies in this study
4615 microphone. The gas and smoke analysers and sound pressure
level meter devices were calibrated at the Central Organization for Thermocouples ± 0.19%
Engine speed tachometer ± 1.14%
Standardization and Quality Control of Iraq.
fuel flow meter ± 0.22%
Air flow meter ± 0.62%
2.1. Fuel preparation and approach Sound pressure level measurement ± 0.34
dynamometer ± 0.82%
Commercial Iraqi diesel fuel, which has a high sulphur content Emitted exhaust gasses concentrations measurement ± 0.042
Smoke opacity meter ± 0.14
(10,000 ppm in the tested fuel), was used in this study as the reference
fuel. Commercial Iraqi gasoline has a low ON (82 in this study), high
sulphur content (500 ppm in the tested fuel) and high lead content. This volatility play an important role. By contrast, with high CN (> 30)
fuel has been used in previous studies; instead, an unleaded gasoline volatility and aromatics have less influence on the auto-ignition ten-
with ON = 75 manufactured by Al-Doura Refinery was used. The study dency and thus on the ignition delay. Table 2 lists the experimental
aims to provide cleaner fuel, so the used gasoline with low octane accuracies for the measuring devices used in the tests.
number was clean from lead. Besides, the lower the fuel's knock re-
sistance (ie., a low octane number), the better it will be for fueling
diesel engines (ie., with higher CN). Bioethanol (99.7% purity) distilled 2.3. Test procedure
from an Iraqi brew (Aaraq) produced from dates was used in the tests.
The distillation process was repeated several times to eliminate any In this study, Iraqi conventional diesel fuel was used as the base
residue. Bioethanol was mixed with gasoline (ON = 77), and the fuel fuel, whereas E85–diesel blends were tested as alternative fuels. The
was mixed with a volumetric fraction of 85% ethanol and 15% gasoline. diesel engine was first run at a constant speed of 1500 rpm and at its
The E85–diesel fuel mixture was formed by blending the following regular injection timing until the warm-up period is reached. In this
components: diesel fuel, E85 and CN improver. The mixing protocol condition, the engine performance and emission characteristics were
was the first to blend CN improver in E85 and then mix the resultant measured. This condition considered the reference for other cases. Four
mixture into diesel fuel. cases were tested and studied.
E85 has a low CN. This feature caused many differences in the Case 1: The engine was run at a constant speed (1500 rpm), constant
physical and chemical properties of fuel in the process of mixing E85 EGR (45%), constant IT (25° BTDC) and variable E85–diesel blends.
with diesel. The diesel fuel CN ranged between 40 and 50, whereas that This engine speed has been chosen because it represents the usual speed
of the E85 did not exceed 20. Refs. [48,49] used various techniques to of vehicles and trucks' engines traveling on the city roads.
ignite and maintain the combustion of low fuels' CN in diesel engines. Case 2: The engine was run at a constant speed (1500 rpm), constant
The source of the crude from where the diesel fuel originate controls the blend (ED10), constant IT (25° BTDC) and variable EGR rates (10%,
CN; many additives can be used in the refining process to improve it. 30% and 50%).
Any substance can increase the tendency to knock in spark ignition Case 3: The engine was run at constant speed (1500 rpm), constant
engines, which is generally an ignition enhancer in diesel engines. blend (ED10), constant EGR rate (45%) and variable IT (20°, 22°, 25°,
These substances are called ignition-improving additives, which include 28° and 32° BTDC).
organic peroxides, nitrates, and various sulphur compounds [50]. The Case 4: The engine was run at a constant speed (1500 rpm), constant
most common commercially used substances are alkyl nitrates (iso- blend (ED10), constant EGR rate (45%), constant IT (25° BTDC) and
propyl nitrate, primary amyl nitrates, primary hexyl nitrates, octyl ni- variable EGR temperatures (25, 50 and 75 °C).
trate). These substances reduce the anti-knock resistance of gasoline The values of EGR and injection timing have been selected based on
fuel and hence increase engine knock in SIE. HiTEC 4103 is an additive many previous works [35,39]. However, the current study used a diesel
manufactured with a formal chemical formula (C8H17NO3). This ad- fuel that has high sulfur content and a relatively moderate CN, which
ditive has the structure of an ethyl hexane molecule with one of the necessitated some changes in these variables values selection. The en-
hydrogen atoms replaced with a nitrate radical (NO3). This improver is gine injection timing was advanced manually, as well as the EGR valve,
produced by AFTON CHEMICAL LTD and was used because it is and a manometer setup was manually controlled to attain the required
available in local markets. This substance was added to E85 with a EGR rate.
volume fraction of 10% to elevate its CN from 20 to 30, which enabled
the ignition of various E85–diesel blends in the engine. 3. Results and discussion
Three blends were prepared: 90% E85 + 10% diesel fuel (ED10),
70% E85 + 30% diesel fuel (ED30) and 50% E85 + 50% diesel fuel In this study, when load effect was studied and when diesel fuel was
(ED50). All these blends proportions were prepared on mass basis. used, the tests were conducted first in a conventional Fiat diesel engine
with 17° BTDC injection timing. When other blends were used, the
2.2. Error analysis and uncertainty timing had to be advanced to achieve partial premixing of the injected
blend with air at a high level of cooled EGR.
To ensure that the results were within experimental uncertainty Fig. 1 shows the effect of torque on brake-specific fuel consumption
(95% confidence level), experimental tests were repeated at least three (BSFC) for the used blends compared with Iraqi diesel fuel. BSFC in-
times for each set of tests, and the mean value was used in the analysis. creased with the increase in the E85 rate of the blend. E85 has a lower
This procedure was used for all measurements to restrict the un- heating value than diesel, and when it produced an equal heating value
certainty associated with the various measurement sources. Another at a specific torque, thereby causing high fuel consumption. BSFC in-
uncertainty factor was taken into consideration, that is, the volatility. creased by 11.91%, 4.51% and 3.37% for ED10, ED30 and ED50, re-
The aromatics of the various blends that were used were not equal and spectively, compared with diesel fuel. These results agree with the
could partially have affected the results. Gasoline in E85 can evaporate findings of studies that applied the PPCI mode but with limited pe-
from hot engine surfaces much better than low-volatility fuel like nalties on BSFC. The use of large amounts of low-heating value fuel
ethanol. The second uncertainty is related to CN, particularly in low-CN compared to diesel called for the use of larger quantities of these blends
(< 30) blends like E85-diesel blends, where aromatic content and to compensate for this shortage, causing increased fuel consumption.
47
M.T. Chaichan Thermal Science and Engineering Progress 7 (2018) 45–53
N=1500 rpm, CR=17:1, IT=25°BTDC, EGR=45% CR=17:1, IT=25oBTDC, 1500 rpm, EGR=45%
700
0.29
ED50
400
0.23
300
0.21
200
0.19
100
0.17 Diesel ED10 ED30 ED50
0
0.15
0 20 40 60 80 100
0 20 40 60 80 100
Torque (Nm)
Torque (Nm)
Fig. 3. Torque variation effect on exhaust gas temperatures for the tested fuels.
Fig. 1. Torque variation effect on BSFC for the tested fuels.
34 Diesel
80
brake thermal effiiciency (%)
33 ED10
HC concentrations (ppm)
ED30
32 70
ED50
31
30 60
29
50
28
27
40
26 Diesel ED10 ED30 ED50
25 30
0 20 40 60 80 100 0 20 40 60 80 100
Torque (Nm) Torque (Nm)
Fig. 2. Torque variation effect on brake thermal efficiency for the tested fuels. Fig. 4. Torque variation effect on the emitted HC concentrations for the tested
fuels.
Operating the engine in PPCI mode increased the brake thermal
efficiency, as shown in Fig. 2. The brake thermal efficiency increased in ethanol increase the total oxygen ratio. The final result declares to
with the addition of E85 by approximately 5.25%, 1.94% and 1.82% for outweigh the impact of the EGR on the effect of ethanol presence. These
ED10, ED30 and ED50, respectively, compared with diesel fuel. The use HC increment rates could be increased more except of the high oxygen
of high compression ratio for E85 with cooled EGR enhanced the pro- content of E85 that eliminated the HC levels increase.
duced thermal efficiency. Although the trend between BSFC and brake Di Blasio [51] reported high HC and CO concentrations when op-
thermal efficiency should be inverse, Fig. 2 indicates an increase in the erating in PPCI mode. Operating with high levels of EGR affected the
as the brake thermal efficiency with BSFC increase when ED10 was delay period as if the injection timing was retarded. Adding E85 with
used. The brake thermal efficiency governing equation is high oxygen content reduced the EGR effects, as shown in Fig. 5. CO
(η bp
)
= Qt × 100% , which reveals that the brake power and the the fuel
bth . concentration with ED10 was lower than that emitted by ED30 or ED50
total heat (Qt) are the main influences parameters, since the drop in bp
relative to the reduction of ED10 total fuel heat (Qt) is limited, this 0.18 CR=17:1, IT=25oBTDC, 1500 rpm, EGR=45%
situation has been appeared. As a result, ED10 has the higher BSFC and
brake thermal efficiency together. 0.16
CO concentrations (% vol.)
(45%) absorbed an important part of heat released from combustion. 0.12 ED50
48
M.T. Chaichan Thermal Science and Engineering Progress 7 (2018) 45–53
CR=17:1, IT=25oBTDC, 1500 rpm, EGR=45% CR=17:1, IT=25oBTDC, 1500 rpm, EGR=45%
9
0.14
8 Diesel ED10 ED30 ED50
0.12
7
6 0.1
5 0.08
4 0.06
Diesel
3
ED10 0.04
2 ED30
ED50
0.02
1
0
0
0 20 40 60 80 100
0 20 40 60 80 100
Torque (Nm)
Torque (Nm)
Fig. 8. Torque variation effect on the smoke opacity for the tested fuels.
Fig. 6. Torque variation effect on the emitted HC concentrations for the tested
fuels.
0.16 CR=17:1, IT=25oBTDC, 1500 rpm, EGR=45%
although the former blends had high oxygen content. Increasing the 0.14
E85 fraction in the mixture means increasing the material that has less
0.12
500 82
400 80
300 78
200 76
100 74
0 72
0 20 40 60 80 100 70
Torque (Nm) 0 20 40 60 80 100
Torque (Nm)
Fig. 7. Torque variation effect on the emitted NOx concentrations for the tested
fuels. Fig. 10. Torque variation effect on the engine noise for the tested fuels.
49
M.T. Chaichan Thermal Science and Engineering Progress 7 (2018) 45–53
N=1500 rpm, CR=17:1, max. load, EGR=45% N=1500 rpm, CR=17:1, max. load, EGR=45%
0.27 70
65
0.25
60
HC concentrations (ppm)
55
BSFC (kg/kW h)
0.23
50
0.21 45
40
0.19
35
0.17 30
Diesel ED10 ED30 ED50
Diesel ED10 ED30 ED50
25
0.15 20
15 20 25 30 35 15 20 25 30
Injection timing (°BTDC) Injection timing (°BTDC)
Fig. 11. IT advance effect on BSFC for the tested fuels. Fig. 13. IT advance effect on HC concentrations for the tested fuels.
retarded from its optimum injection timing unlike the other blends (as N=1500 rpm, CR=17:1, max. load, EGR=45%
the next figure indicates). 0.17
In the second set of experiments, injection timing was advanced 0.16
from 17° BTDC to 32° BTDC to evaluate the influence of crank angle
advance on engine performance and emissions. Fig. 11 shows the effect 0.15
CO content (% vol.)
of injection timing on BSFC for the tested fuels at the specified condi- 0.14
tions. Findings indicate that 20° BTDC seemed to have a better timing
0.13
with low BSFC for this fuel due to low CN and high sulphur levels. ED10
at 32° BTDC, ED30 at 28° BTDC and 25° BTDC achieved low BSFC. 0.12
Advancing IT means more time for premixing, but extremely advanced 0.11
timing causes combustion to occur before the piston reaches the top
dead-centre, thereby negatively affecting the piston, which in turn 0.1
Diesel ED10 ED30 ED50
forcibly reduces the engine torque and causes high BSFC. The injection 0.09
timing could be used to reinforce the BSFC trend. The figure shows a
0.08
significant increase in BSFC for diesel after 25° BTDC, as this time is far 15 20 25 30
away from the optimum injection timing for diesel.
Injection timing (°BTDC)
Advancing IT increases the exhaust gas temperatures, as shown in
Fig. 12. ED10 still emitted lower exhaust gas temperatures compared Fig. 14. IT advance effect on CO concentrations for the tested fuels.
with other blends. The high E85 ratio in the ED10 blend (90%) makes
its low heating value the most influential parameter for such a result. N=1500 rpm, CR=17:1, max. load, EGR=45%
Figs. 13 and 14 present the effect of IT on the emitted HC and CO 600
Diesel
concentrations for the tested blends. The aggressive IT advancement
(from 25° to 30° BTDC) for diesel caused high HC and CO concentra- 500 ED10
NOx concentrations (ppm)
tions due to its operation near the knock limit zone for this fuel. For the ED30
other blends, these concentrations reduced while approaching optimum 400
ED50
IT and then increased after the limit. ED10 emitted lower HC and CO
than ED30 and ED50. HC concentrations increased because of the 300
overmixing and CO concentrations due to the low combustion flame
temperature. 200
600
0
550 15 20 25 30 35
Exhaust gas temperatures (°C)
50
M.T. Chaichan Thermal Science and Engineering Progress 7 (2018) 45–53
N=1500 rpm, CR=17:1, max. load, EGR=45% N=1500 rpm, CR=17:1, IT=25°BT
0.18 600
0.16
0.14
0.12
400
0.1
300 Diesel
0.08
ED10+EGR=15%
0.06 ED10+EGR=30%
200
0.04 ED10+EGR=45%
Fig. 16. IT advance effect on smoke opacity for the tested fuels. Torque (Nm)
Fig. 19. EGR rate effect on NOx concentrations for the tested fuels.
N=1500 rpm, CR=17:1, max. load, EGR=45%
0.18
N=1500 rpm, CR=17:1, IT=25°BT
0.16
0.16
Smoke opacity (% vol.)
0.14 Diesel
0.12 0.14
ED10+EGR=15%
0.08 ED10+EGR=45%
Diesel 0.1
0.06 ED10
0.08
0.04 ED30
0 0.04
0 100 200 300 400 500 600
0.02
NOx concentrations (ppm)
0
Fig. 17. IT advance effect on NOx-smoke trade-off for the tested fuels. 0 20 40 60 80 100
Torque (Nm)
oxygen content, and the availability of time required for premixing, Fig. 20. EGR rate effect on smoke opacity for the tested fuels.
which enabled the reduction of the emitted smoke.
Fig. 17 presents the NOx–smoke trade-off in IT advance tests for the
the opposite sequence, increasing the cooled EGR rate increased smoke
tested fuels. ED10 provided the best trade-off that can meet Euro 5
compared with the low EGR rates, as shown in Fig. 20. Increasing the
limits despite the high HC and CO concentrations required after treat-
EGR rates means reducing oxygen content in the combustion chamber,
ments.
thereby obtaining the previous result.
The addition of EGR to inlet manifold increased BSFC, as shown in
Although EGE = 15% and 30% emitted low smoke opacity, Fig. 21
Fig. 18. Increasing EGR rates reduced BSFC due to improved PPCI
shows that EGR = 45% achieved the best NOx–smoke trade-off. ED10
combustion, thereby indicating that the chosen rate (EGR = 45%) at
with EGR = 45% achieved the lowest trade-off despite high CO and HC
the specified IT = 25° BTDC was correct.
concentrations, which can be reduced by many after-treatment
Fig. 19 shows the effect of EGR rates on emitted NOx concentra-
methods. The high EGR ratio with enough time for pre-mixing in the
tions. Increasing the cooled EGR rate reduces combustion temperature,
case of EGR = 45% and the injection timing of 25° BTDC resulted in a
resulting in low NOx. ED10 emitted the lowest NOx concentrations. In
significant synchronous reduction of NOx and smoke.
N=1500 rpm, CR=17:1, IT=25°BTDC
N=1500 rpm, CR=17:1, IT=25°BT
0.27 0.14
Diesel ED10+EGR=15% ED10+EGR=30% ED10+EGR=45%
ED10+EGR=15%
0.1
0.23 ED10+EGR=30%
BSFC (kg/kW h)
ED10+EGR=45%
0.08
0.21
0.06
0.19
0.04
0.17 0.02
0.15 0
0 20 40 60 80 100 0 100 200 300 400 500 600
Torque (Nm) NOx concentrations (ppm)
Fig. 18. EGR rate effect on BSFC for the tested fuels. Fig. 21. EGR rate effect on NOx-smoke opacity trade-off for the tested fuels.
51
M.T. Chaichan Thermal Science and Engineering Progress 7 (2018) 45–53
ED10, N=1500 rpm, CR=17:1, IT=25°BTDC, EGR=45% ED10, N=1500 rpm, CR=17:1, IT=25°BTDC, EGR=45%
0.27 0.16
Diesel
EGR temp.=25°C
0.14
0.25 Diesel
EGR temp.=75°C
0.08
0.21
0.06
0.19 0.04
0.17 0.02
0
0.15 0 20 40 60 80 100
0 25 50 75 100 Torque (Nm)
Torque (Nm)
Fig. 24. EGR temperature effect on smoke opacity for the tested fuels.
Fig. 22. EGR rate effect on BSFC for the tested fuels.
ED10, N=1500 rpm, CR=17:1, IT=25°BTDC, EGR=45%
Fig. 22 presents the effect of torque variation on BSFC for the spe- 0.16
Diesel
cified condition at variable EGR temperatures. Reducing EGR tem-
0.14 EGR temp.=25°C
peratures increased BSFC at low torques and reduced it at high torques.
52
M.T. Chaichan Thermal Science and Engineering Progress 7 (2018) 45–53
In conclusion, a PPCI engine and combustion system can be devel- [24] S.T. Ahmed, M.T. Chaichan, Effect of fuel cetane number on multi-cylinders direct
oped to provide a simple, cheap and environmentally friendly engine injection diesel engine performance and emissions, Al-Khwarizmi Eng. J. 8 (1)
(2012) 65–75.
that can be used in developing countries like Iraq. The significant im- [25] M.T. Chaichan, The impact of engine operating variables on emitted PM and Pb for
provement in exhaust emission showed the success of the PPCI com- an SIE fueled with variable ethanol-Iraqi gasoline blends, IOSR J. Mech. Civ. Eng.
bustion mode. (IOSRJMCE) 12 (6–1) (2015) 72–79, http://dx.doi.org/10.9790/1684-12617279.
[26] H.A.K. Shahad, M.A.S. Al-Baghdadi, H.R. Abdol-Hamid, Ethanol as an octane en-
hancer for the commercial gasoline fuels, Iraqi J. Mech. Mater. Eng. 8 (2) (2008)
5. Conflict of interests 96–109.
[27] R. Dijkstra, G. Di Blasio, M. Boot, C. Beatrice, C. Bertoli, Assessment of the effect of
low cetane number fuels on a light duty CI engine: Preliminary experimental
The author declares that there is no conflict of interests regarding characterization in PCCI operating condition. SAE paper No. 2011-24-0053, 2011.
the publication of this paper. [28] X. Han, M. Zheng, J. Tjong, T. Li, Suitability study of n-butanol for enabling PCCI
and HCCI and RCCI combustion on a high compression-ratio diesel engine, SAE
Technical Paper No. 2015-01-1816, 2015. https://doi.org/10.4271/2015-01-1816.
References
[29] J. Benajes, R. Novella, A. Garcia, V. Domenech, R. Durrett, An investigation on
mixing and auto-ignition using diesel and gasoline in a direct-injection compres-
[1] M.T. Chaichan, Improvement of NOx-PM Trade-off in CIE though blends of ethanol sion-ignition engine operating in PCCI combustion conditions. SAE paper No. 2011-
or methanol and EGR, Int. Adv. Res. J. Sci. Eng. Technol. 2 (12) (2015) 121–128. 37-0008, 2011.
[2] Y.C. Chang, W.J. Lee, T.S. Wu, C.Y. Wu, S.J. Chen, Use of water containing acet- [30] H. Jun, K. Su, H. Park, Optimization study on exhaust emissions and fuel con-
one–butanol–ethanol for NOx-PM (nitrogen oxide-particulate matter) trade-off in sumption in a dimethyl ether (DME) fueled diesel engine, Fuel 182 (2016) 541–549,
the diesel engine fueled with biodiesel, Energy 64 (2014) 678–687, http://dx.doi. http://dx.doi.org/10.1016/j.fuel.2016.06.001.
org/10.1016/j.energy.2013.10.077. [31] S. Kasseris, J. Heywood, Charge cooling effects on knock limits in SI DI engines
[3] R. Dijkstra, G. Di Blasio, M. Boot, C. Beatrice, C. Bertoli. Assessment of the effect of using gasoline/ethanol blends: Part 2-Effective octane numbers. SAE paper No.
low cetane number fuels on a light duty CI engine: Preliminary experimental 2012-01-1284, 2012.
characterization in PCCI operating condition. SAE paper No. 2011-24-0053, 2011. [32] H. Szybist, M. Foster, W.R. Moore, K. Confer, A. Youngquist, R. Wagner,
[4] D. Mei, S. Yue, X. Zhao, K. Hielscher, R. Baar, Effects of center of heat release on Investigation of knock limited compression ratio of ethanol gasoline blends. SAE
combustion and emissions in a PCCI diesel engine fuelled by DMC-diesel blend, paper No. 2010-01-0619, 2010.
Appl. Therm. Eng. 114 (2017) 969–976, http://dx.doi.org/10.1016/j. [33] A.M. Saleh, M.T. Chaichan, The effect of alcohol addition on the performance and
applthermaleng.2016.12.064. emission of single cylinder spark ignition engine, Proceeding to Najaf Technical
[5] X.U. Hongming, Present and future of premixed compression ignition engines, J. Collage International Scientific Conference, Najaf, Iraq, 2010.
Automotive Safe. Energy 3 (3) (2012) 185–199. [34] M.T. Chaichan, Emissions and performance characteristics of ethanol-diesel blends
[6] S. Kimura, O. Aoki, Y. Kitahara, E. Aiyoshizawa, Ultra-clean combustion technology in CI engines, Eng. Technol. J. 28 (21) (2010) 6365–6383.
combining a low-temperature and premixed combustion concept for meeting future [35] Z. Feng, C. Zhan, C. Tang, K. Yang, Z. Huang, Experimental investigation on spray
emission standards, SAE Trans. 110 (4) (2001) 239–248. and atomization characteristics of diesel/gasoline/ethanol blends in high pressure
[7] M. Lewander, K. Ekholm, B. Johansson, P. Tunestal, N. Milovanovic, N. Keeler, T. common rail injection system, Energy 112 (2016) 549–561, http://dx.doi.org/10.
Harcombe, P. Bergstrand, Investigation of the combustion characteristics with focus 1016/j.energy.2016.06.131.
on partially premixed combustion in a heavy duty engine. SAE paper No. 2008-01- [36] K. Mustafa, S. Yakup, T. Talga, S.Y. Huseyin, The effects of ethanol unleaded ga-
1658, 2008. soline blends on engine performance and exhaust emissions in spark ignition en-
[8] M.P.B. Musculus, Multiple simultaneous optical diagnostic imaging of early-injec- gine, Rev. Energy 34 (10) (2009) 2101–2106.
tion low- temperature combustion in a heavy-duty diesel engine, SAE Trans. 115 (3) [37] A.F. Kheiralla, M.M. El-Awad, M.Y. Hassan, M.A. Hussen, I. Hind, Experimental
(2006) 83–110. determination of fuel properties of ethanol/gasoline blends as bio-fuel for SI en-
[9] H. Ogawa, M. Noboru, H. Shimizu, S. Kido. Characteristics of diesel combustion in gines, International Conference on Mechanical, Automobile and Robotics
low oxygen mixtures with ultra-high EGR. SAE paper No. 2006-01-1147, 2006. Engineering (ICMAR'2012) Penang, Malaysia, (2012).
[10] W. de Ojeda, P. Zoldak, R. Espinosa, R. Kumar, Development of a fuel injection [38] M. Sellnau, M. Foster, Kevin Hoyer, W. Moore, J. Sinnamon, H. Husted,
strategy for diesel LTC. SAE paper No. 2008-01-0057, 2008. Development of a gasoline direct injection compression ignition (GDCI) engine, SAE
[11] H. Yun, M. Sellnau, N. Milovanovic, S. Zuelch, Development of premixed low- paper No. 2014-01-1300, 2014.
temperature diesel combustion in a HSDI diesel engine. SAE paper No. 2008-01- [39] V. Manente, B. Johansson, P. Tunestal, Partially premixed combustion at high load
0639, 2008. using gasoline and ethanol, a comparison with diesel, SAE paper No. 2009-01-0944,
[12] N. Shimazaki, T. Tsurushima, T. Nishimura, Dual mode combustion concept with 2009.
premixed diesel combustion by direct injection near top dead center. SAE paper No. [40] V. Manente, P. Tunestal, B. Johansson, W. Cannella, Effects of ethanol and different
2003–01-0742, SAE Trans. 112 (3) (2003) 1060–1069. type of gasoline fuels on partially premixed combustion from low to high load, SAE
[13] R. Kitabatake, N. Shimazaki, T. Nishimura, Expansion of premixed compression paper No. 2010-01-0871, 2010.
ignition combustion region by supercharging operation and lower compression [41] A. Jain, A. Pratap, S. Avinash, K. Agarwa, Effect of split fuel injection and EGR on
ratio piston, SAE Paper No. 2007-01-3614, 2007. NOx and PM emission reduction in a low temperature combustion (LTC) mode
[14] D. Kim, C. Bae, Application of double-injection strategy on gasoline compression diesel engine, Energy, 122 2017, pp. 249–264, , http://dx.doi.org/10.1016/j.
ignition engine under low load condition, Fuel 203 (2017) 792–801, http://dx.doi. energy.2017.01.050.
org/10.1016/j.fuel.2017.04.107. [42] A. Al-Janabi, M.R. Malayeri, Turbulence induced structures in exhaust gas re-
[15] H. Huang, C. Zhou, Q. Liu, Q. Wang, X. Wang, An experimental study on the circulation coolers to enhance thermal performance, Int. J. Therm. Sci. 112 (2017)
combustion and emission characteristics of a diesel engine under low temperature 118–128, http://dx.doi.org/10.1016/j.ijthermalsci.2016.10.005.
combustion of diesel/gasoline/n-butanol blends, Appl. Energy 170 (2016) 219–231, [43] M.T. Chaichan, Performance and emissions characteristics of CIE using hydrogen,
http://dx.doi.org/10.1016/j.apenergy.2016.02.126. biodiesel, and massive EGR, Int. J. Hydrogen Energy, 43 2018, pp. 5415–5435, ,
[16] G. Kalghatgi, P. Risberg, H. Angström, Advantages of fuels with high resistance to http://dx.doi.org/10.1016/j.ijhydene.2017.09.072.
auto-ignition in late-injection, low-temperature, compression ignition combustion. [44] M.A. Fayad, A. Tsolakis, D. Fernández-Rodríguez, J.M. Herreros, F.J. Martos,
SAE paper No. 2006-01-3385, 2006. M. Lapuerta, Manipulating modern diesel engine particulate emission character-
[17] G. Kalghatgi, P. Risberg, H. Angström, Partially pre-mixed autoignition of gasoline istics through butanol fuel blending and fuel injection strategies for efficient diesel
to attain low smoke and low NOx at high load in a compression ignition engine and oxidation catalysts, Appl. Energy 190 (2017) 490–500.
comparison with a diesel fuel. SAE paper No. 2007-01-0006, 2007. [45] C. Griselda, Sulfur impact on diesel emission control: a review, React. Kinet. Catal.
[18] B. Johansson, Is gasoline the best fuel for advanced diesel engines? Proceeding to Lett. 75 (2002) 89–106.
Towards Clean Diesel Engines Conference (TCDE 2011), June 8th-9th, UK, 2011. [46] R.K. Green, T. Chen, Diesel engine operation of alcohol fuels, Third International
[19] S. d’Ambrosio, A. Ferrari, Effects of exhaust gas recirculation in diesel engines Conference, Small Engines and Their Fuels in Rural Areas, Reading, 1990, pp.
featuring late PCCI type combustion strategies, Energy Convers. Manage. 105 67–72.
(2015) 1269–1280, http://dx.doi.org/10.1016/j.enconman.2015.08.001. [47] S.K.C. Newnham, The Combustion of Ethanol in a Spark Assisted Diesel Engine, PhD
[20] A. Jain, A. Pratap, S. Avinash, K. Agarwal, Effect of fuel injection parameters on Thesis Dept. of Mechanical Engineering, University of Surrey, 1990.
combustion stability and emissions of a mineral diesel fueled partially premixed [48] A.W.E. Henham, R.A. Johns, S. Newnham, Development of a fuel tolerant diesel for
charge compression ignition (PCCI) engine, Appl. Energy 190 (2017) 658–669, alternative fuel, International Journal of vehicle Design, Proceedings of the 5th
http://dx.doi.org/10.1016/j.apenergy.2016.12.164. IAVD Congress, 1989, pp. 183–195.
[21] V.Y. Prikhodko, S.J. Curran, T.L. Barone, S.A. Lewis, J.M. Storey, K. Cho, R.M. [49] U. Hilger, G. Jain, F. Pischinger, Development of a DI methanol engine for pas-
Wagner, J.E. Parks, Emission characteristics of a diesel engine operating with in- senger car application, IX International Symposium on Alcohol Fuels, Firenze, 1991,
cylinder gasoline and diesel fuel blending. SAE paper No. 2010-01-2266, 2010. pp. 479–484.
[22] D. Han, A.M. Ickes, D.N. Assanis, Z. Huang, S.V. Bohac, Attainment and load ex- [50] J.B. Heywood, Internal Combustion Engine Fundamentals, McGraw-Hill, Singapore,
tension of high-efficiency premixed low-temperature combustion with dieseline in a 1988.
compression ignition engine, Energy Fuels 24 (6) (2010) 3517–3525. [51] G. Di Blasio, Premixed combustion in a light duty compression ignition engine
[23] G. Kalghatgi, L. Hildingsson, A. Harrison, Johansson B, Some effects of fuel auto- through fuel and injection system design: An experimental approach. PhD Thesis,
ignition quality and volatility in premixed compression ignition engines. SAE paper Universita’ Degli Studi Di Napoli Federico, 2011.
No. 2010-01-0607, 2010.
53