Enabling high compression ratio in boosted spark ignition engines: Thermodynamic trajectory and fuel chemistry effects on knock

• Published in: Combustion and flame 2020-12, Vol.222 (C), p.446-459
• Main Authors: Dal Forno Chuahy, Flavio, Splitter, Derek, Boronat, Vicente, Wagnon, Scott W.
• Format: Article
• Language: English
• Subjects: Compression ratio; INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CHEMISTRY; Knock; Low temperature heat release; Octane index
• ISSN: 0010-2180; 1556-2921
• DOI: 10.1016/j.combustflame.2020.09.010

Knock remains one of the main limitations for increased internal combustion engine efficiency. Recent trends in light-duty vehicles towards downsized, boosted engines highlight the need to improve predictive knock models which incorporate contributing fuel chemistry and thermodynamic effects. Previous studies have shown the importance of end-gas thermodynamic conditions on knock onset and behavior, with relationships to fuel chemistry illustrated. However, a complete understanding of how fuels allow access to higher engine loads and the governing physics behind end-gas knock under a wide range of thermodynamic conditions is still unclear. Experiments in this work improve this understanding with the use of three fuels (1) isooctane, a low octane sensitivity (OS) fuel (2) a Co-Optima aromatic core fuel, which has similar research octane number (RON) yet significantly higher OS, and (3) propane, known for its knock resistance. Engine load sweeps are conducted with each fuel while maintaining a CA50 of 8 crank angle degrees after top dead center (°CA aTDCf). As load increases and knock onset is observed, spark is delayed to its knock limited spark advance (KLSA) allowing further increases in load until either one of two limits is reached; (1) CA50 retard limit (2) Peak cylinder pressure limit. Experiments are conducted at 40 °C and 90 °C intake temperature and at two distinct compression ratios (rc) 9.2:1 and 13.6:1. Two-zone zero-dimensional simulations were performed in Chemkin to extract end-gas pressure and temperature conditions through the combustion process for each experimental condition of interest. CA50 response as a function of engine load is compared for all experimental conditions and fuels, and a pressure–temperature (PT) trajectory analysis is conducted using constant volume ignition delay contours to explain the behavior of each fuel.