《《0 Notes of ICE》.doc

1 Efficiency and Pollutant control 2 1.1 Pollutant formation regime 2 1.2 Exhaust Gas Recirculation 3 2 Thermodynamics 4 2.1 Cycle and Thermal Efficiency Analysis 4 2.2 Second-law analyses applied to internal combustion engines operation 4 3 Ignition 5 3.1 Definition of Ignition Delay 5 3.2 Measurements of Ignition Delay 7 3.3 Engine knock and Octane number 7 4 HCCI 8 4.1 Characteristics of HCCI Engine 8 4.2 Partial HCCI combustion 12 5 Direct injection engines 13 5.1 Ignition in DI Engine 13 5.2 Spark-ignited Direct-injection Gasoline Engine 17 6 Diesel engine 17 6.1 Characteristics of diesel engines 17 6.1.1 Velocity at the diesel nozzle outlet 17 6.1.2 Droplet size distribution 18 6.1.3 Flow in Cylinder 19 6.2 Diesel CN Improver Additives 20 7 Simulations 21 7.1 0D models 21 7.1.1 Single zone model 22 7.2 Shell Model 23 8 Rapid Compression Machines 23 9 Appendix 1 Copies from Microfilm master 24 Efficiency and Pollutant control Pollutant formation regime Sage Lucas Kokjohn. REACTIVITY CONTROLLED COMPRESSION IGNITION (RCCI) COMBUSTION. PhD thesis, University of Wisconsin – Madison, 2012 TWC for spark ignition engines Fig. 1.6. Conversion efficiency of a TWC (after light-off, stationary behavior). The key to clean SI engines is a three-way catalytic converter (TWC) system whose stationary conversion efficiency is depicted in Fig. 1.6. Only for a very narrow air/fuel ratio “window,” whose mean value is slightly below the stoichiometric level, can all three pollutant species present in the exhaust gas be almost completely converted to the innocuous components water and carbon dioxide. In particular, when the engine runs under lean conditions, the reduction of nitrogen oxide stops almost completely, because the now abundant free oxygen in the exhaust gas is used to oxidize the unburned hydrocarbon and the carbon monoxide. Only when the engine runs under rich conditions do the unburned hydrocarbon (HC) and the carbon monoxide (CO) act as agents reducing the nitrogen o