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Use of Adaptive Injection Strategies to Increase the Full Load Limit of RCCI Operation

[+] Author Affiliations
Reed Hanson, Andrew Ickes, Thomas Wallner

Argonne National Laboratory, Lemont, IL

Paper No. ICEF2015-1115, pp. V001T03A015; 13 pages
  • ASME 2015 Internal Combustion Engine Division Fall Technical Conference
  • Volume 1: Large Bore Engines; Fuels; Advanced Combustion
  • Houston, Texas, USA, November 8–11, 2015
  • Conference Sponsors: Internal Combustion Engine Division
  • ISBN: 978-0-7918-5727-4
  • Copyright © 2015 by ASME


Dual-fuel combustion using port-injection of low reactivity fuel combined with direct injection of a higher reactivity fuel, otherwise known as Reactivity Controlled Compression Ignition (RCCI), has been shown as a method to achieve low-temperature combustion with moderate peak pressure rise rates, low engine-out soot and NOx emissions, and high indicated thermal efficiency. A key requirement for extending to high-load operation is moderating the reactivity of the premixed charge prior to the diesel injection. One way to accomplish this is to use a very low reactivity fuel such as natural gas. In this work, experimental testing was conducted on a 13L multi-cylinder heavy-duty diesel engine modified to operate using RCCI combustion with port injection of natural gas and direct injection of diesel fuel.

Engine testing was conducted at an engine speed of 1200 RPM over a wide variety of loads and injection conditions. The impact on dual-fuel engine performance and emissions with respect to varying the fuel injection parameters is quantified within this study.

The injection strategies used in the work were found to affect the combustion process in similar ways to both conventional diesel combustion and RCCI combustion for phasing control and emissions performance. As the load is increased, the port fuel injection quantity was reduced to keep peak cylinder pressure and maximum pressure rise rate under the imposed limits. Overall, the peak load using the new injection strategy was shown to reach 22 bar BMEP with a peak brake thermal efficiency of 47.6%.

Copyright © 2015 by ASME
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