Octane Requirements of Lean Mixed-Mode Combustion in a Direct-Injection Spark-Ignition Engine

• Published in: Energy & fuels Vol. 36; no. 17; pp. 10096 - 10109
• Main Authors: Kim, Namho, Vuilleumier, David, Singh, Eshan, Sjöberg, Magnus
• Format: Journal Article
• Language: English
• Published: United States American Chemical Society 01-09-2022; American Chemical Society (ACS)
• Subjects: ADVANCED PROPULSION SYSTEMS; Fossil Fuels; fuel-lean combustion; mixed-mode combustion; multimode SI engine operation; octane requirements
• ISSN: 0887-0624; 1520-5029
• DOI: 10.1021/acs.energyfuels.2c01794

This study investigates the octane requirements of a hybrid flame propagation and controlled autoignition mode referred to as mixed-mode combustion (MMC), which allows for strong control over combustion parameters via a spark-initiated deflagration phase. Due to the throughput limitations associated with both experiments and 3-D computational fluid dynamics calculations, a hybrid 0-D and 1-D modeling methodology was developed, supported by experimental validation data. This modeling approach relied on 1-D, two-zone engine simulations to predict bulk in-cylinder thermodynamic conditions over a range of engine speeds, compression ratios, intake pressures, trapped residual levels, fueling rates, and spark timings. Those predictions were then transferred to a 0-D chemical kinetic model, which was used to evaluate the autoignition behavior of fuels when subjected to temperature–pressure trajectories of interest. Finally, the predicted autoignition phasings were screened relative to the progress of the modeled deflagration-based combustion in order to determine if an operating condition was feasible or infeasible due to knock or stability limits. The combined modeling and experimental results reveal that MMC has an octane requirement similar to modern stoichiometric spark-ignition engines in that fuels with high research octane number (RON) and high octane sensitivity (S) enable higher loads. Experimental trends with varying RON and S were well predicted by the model for 1000 and 1400 rpm, confirming its utility in identifying the compatibility of a fuel’s autoignition behavior with an engine configuration and operating strategy. However, the model was not effective in predicting (nor designed to predict) operability limits due to cycle-to-cycle variations, which experimentally inhibited operation of some fuels at 2000 rpm. Putting the operable limits and efficiency from MMC in the context of a state-of-the-art engine, the MMC showed superior efficiencies over the range investigated, demonstrating the potential to further improve fuel economy.