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Combustion stability control of gasoline compression ignition (GCI) under low-load conditions: A review

Leilei Liu

Leilei Liu

School of Transportation and Vehicle Engineering, Shandong University of TechnologyZibo, China
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Liu, Leilei
, 
Zhifa Zhang

Zhifa Zhang

School of Transportation and Vehicle Engineering, Shandong University of TechnologyZibo, China
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Zhang, Zhifa
, 
Yue Liang

Yue Liang

School of Transportation and Vehicle Engineering, Shandong University of TechnologyZibo, China
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Liang, Yue
, 
Fan Zhang

Fan Zhang

State Key Laboratory of Engines, Tianjin UniversityTianjin, China
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Zhang, Fan
 und 
Binbin Yang

Binbin Yang

School of Transportation and Vehicle Engineering, Shandong University of TechnologyZibo, China
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Yang, Binbin
  
26. Apr. 2021
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Online veröffentlicht: 26. Apr. 2021
Seitenbereich: 427 - 446
Eingereicht: 05. Okt. 2020
Akzeptiert: 30. Dez. 2020
DOI: https://doi.org/10.2478/amns.2021.1.00039
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© 2021 Leilei Liu et al., published by Sciendo
This work is licensed under the Creative Commons Attribution 4.0 International License.

Fig. 1

Traditional diesel fuel injection and NOX and soot generation area [1].
Traditional diesel fuel injection and NOX and soot generation area [1].

Fig. 2

Equivalence ratio—local temperature space diagram of different combustion modes [20].
Equivalence ratio—local temperature space diagram of different combustion modes [20].

Fig. 3

Forecast of demand for different fuels [39].
Forecast of demand for different fuels [39].

Fig. 4

Variation law of stable operating conditions with octane number [33].
Variation law of stable operating conditions with octane number [33].

Fig. 5

Effect of an increase of intake temperature on BMEP, CA50, HC and NOX [70].
Effect of an increase of intake temperature on BMEP, CA50, HC and NOX [70].

Fig. 6

Operating conditions of GCI combustion at different intake temperatures [71].
Operating conditions of GCI combustion at different intake temperatures [71].

Fig. 7

Effect of temperature and SOI on combustion characteristics. (a) CA50 (b) CoV (c) maximum in-cylinder pressure (d) IMEP [72].
Effect of temperature and SOI on combustion characteristics. (a) CA50 (b) CoV (c) maximum in-cylinder pressure (d) IMEP [72].

Fig. 8

Effect of an increase of intake pressure on BMEP, CA50, HC and NOX [74].
Effect of an increase of intake pressure on BMEP, CA50, HC and NOX [74].

Fig. 9

Effect of fuel injection timing, internal EGR rate and excess air coefficient l on indicated thermal efficiency and average indicated pressure under different intake pressures [75].
Effect of fuel injection timing, internal EGR rate and excess air coefficient l on indicated thermal efficiency and average indicated pressure under different intake pressures [75].

Fig. 10

Influence of spark assistance on combustion [80].
Influence of spark assistance on combustion [80].

Fig. 11

Effect of spark assistance on CoV under different injection strategies [81].
Effect of spark assistance on CoV under different injection strategies [81].

Fig. 12

Predicted NOX with 2IVO strategy [84].
Predicted NOX with 2IVO strategy [84].

Fig. 13

Predicted NOX with 2EVO strategy [84].
Predicted NOX with 2EVO strategy [84].

Fig. 14

Effect of EGR rate and intake pressure on combustion efficiency and indicated thermal efficiency [40].
Effect of EGR rate and intake pressure on combustion efficiency and indicated thermal efficiency [40].

Fig. 15

Effect of injection pressure on combustion [91].
Effect of injection pressure on combustion [91].

Fig. 16

Effect of single and double injection on combustion at 13 mg/cycle [51].
Effect of single and double injection on combustion at 13 mg/cycle [51].

Fig. 17

Comparison of combustion performance and emissions between GP80 and GP90 [98].
Comparison of combustion performance and emissions between GP80 and GP90 [98].

Fig. 18

The combustion process of gasoline/PODEn blends [102].
The combustion process of gasoline/PODEn blends [102].
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Englisch
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