Impact of Detailed Fuel Chemistry on Knocking Behaviour in Engines

Roger F Cracknell, Arjun Prakash, Kieran P Somers, Chongming Wang

Research output: Contribution to conferencePaper

Abstract

Demand for more efficient gasoline vehicles has driven the develop‐ ment of downsized, engines, which benefit from higher octane. Features on modern SI engines such, direct injection, inter-cooling in boosted engines, cooled EGR and Millerisation lead to a much lower temperature for a given pressure in a real engine as compared to the test conditions in the CFR engine used to define the Research Octane Number (RON) and Motor Octane Number (MON) octane rating scales. Because the end-gas in modern engines experiences a different pressure/ temperature history during knocking cycles, as compared to the CFR engine, there is a growing body of evidence to suggest that for a given RON, it may actually be beneficial to have a high octane sensitivity (RON-MON) or in other words a lower MON. To explore this further, tests have been conducted in a single cylinder DISI engine over the whole speed load map using three different compression ratios, and fuels with two different levels of RON but with three octane sensitivity levels ranging from 5 to 15. These results have been further interpreted by reference to chemical kinetic models for gasoline autoignition, which can be used to ration‐ alise how the influence of sensitivity varies over the speed/load map.
Original languageEnglish
Pages245-254
Number of pages10
DOIs
Publication statusPublished - 22 Nov 2017
EventInternational Conference on Knocking in Gasoline Engines - Berlin, Germany
Duration: 12 Dec 201713 Dec 2017
https://www.iav.com/en/events/iav-conferences/conference-knocking-gasoline-engines#location

Conference

ConferenceInternational Conference on Knocking in Gasoline Engines
Abbreviated titleIAV
CountryGermany
CityBerlin
Period12/12/1713/12/17
Internet address

Fingerprint

Antiknock rating
Engines
Gasoline
Direct injection
Engine cylinders
Reaction kinetics
Cooling
Temperature
Gases

Cite this

Cracknell, R. F., Prakash, A., Somers, K. P., & Wang, C. (2017). Impact of Detailed Fuel Chemistry on Knocking Behaviour in Engines. 245-254. Paper presented at International Conference on Knocking in Gasoline Engines, Berlin, Germany. https://doi.org/10.1007/978-3-319-69760-4_14

Impact of Detailed Fuel Chemistry on Knocking Behaviour in Engines. / Cracknell, Roger F; Prakash, Arjun; Somers, Kieran P; Wang, Chongming.

2017. 245-254 Paper presented at International Conference on Knocking in Gasoline Engines, Berlin, Germany.

Research output: Contribution to conferencePaper

Cracknell, RF, Prakash, A, Somers, KP & Wang, C 2017, 'Impact of Detailed Fuel Chemistry on Knocking Behaviour in Engines' Paper presented at International Conference on Knocking in Gasoline Engines, Berlin, Germany, 12/12/17 - 13/12/17, pp. 245-254. https://doi.org/10.1007/978-3-319-69760-4_14
Cracknell RF, Prakash A, Somers KP, Wang C. Impact of Detailed Fuel Chemistry on Knocking Behaviour in Engines. 2017. Paper presented at International Conference on Knocking in Gasoline Engines, Berlin, Germany. https://doi.org/10.1007/978-3-319-69760-4_14
Cracknell, Roger F ; Prakash, Arjun ; Somers, Kieran P ; Wang, Chongming. / Impact of Detailed Fuel Chemistry on Knocking Behaviour in Engines. Paper presented at International Conference on Knocking in Gasoline Engines, Berlin, Germany.10 p.
@conference{f12153e1fe154aa5ad46c0aa97b0db3c,
title = "Impact of Detailed Fuel Chemistry on Knocking Behaviour in Engines",
abstract = "Demand for more efficient gasoline vehicles has driven the develop‐ ment of downsized, engines, which benefit from higher octane. Features on modern SI engines such, direct injection, inter-cooling in boosted engines, cooled EGR and Millerisation lead to a much lower temperature for a given pressure in a real engine as compared to the test conditions in the CFR engine used to define the Research Octane Number (RON) and Motor Octane Number (MON) octane rating scales. Because the end-gas in modern engines experiences a different pressure/ temperature history during knocking cycles, as compared to the CFR engine, there is a growing body of evidence to suggest that for a given RON, it may actually be beneficial to have a high octane sensitivity (RON-MON) or in other words a lower MON. To explore this further, tests have been conducted in a single cylinder DISI engine over the whole speed load map using three different compression ratios, and fuels with two different levels of RON but with three octane sensitivity levels ranging from 5 to 15. These results have been further interpreted by reference to chemical kinetic models for gasoline autoignition, which can be used to ration‐ alise how the influence of sensitivity varies over the speed/load map.",
author = "Cracknell, {Roger F} and Arjun Prakash and Somers, {Kieran P} and Chongming Wang",
year = "2017",
month = "11",
day = "22",
doi = "10.1007/978-3-319-69760-4_14",
language = "English",
pages = "245--254",
note = "International Conference on Knocking in Gasoline Engines, IAV ; Conference date: 12-12-2017 Through 13-12-2017",
url = "https://www.iav.com/en/events/iav-conferences/conference-knocking-gasoline-engines#location",

}

TY - CONF

T1 - Impact of Detailed Fuel Chemistry on Knocking Behaviour in Engines

AU - Cracknell, Roger F

AU - Prakash, Arjun

AU - Somers, Kieran P

AU - Wang, Chongming

PY - 2017/11/22

Y1 - 2017/11/22

N2 - Demand for more efficient gasoline vehicles has driven the develop‐ ment of downsized, engines, which benefit from higher octane. Features on modern SI engines such, direct injection, inter-cooling in boosted engines, cooled EGR and Millerisation lead to a much lower temperature for a given pressure in a real engine as compared to the test conditions in the CFR engine used to define the Research Octane Number (RON) and Motor Octane Number (MON) octane rating scales. Because the end-gas in modern engines experiences a different pressure/ temperature history during knocking cycles, as compared to the CFR engine, there is a growing body of evidence to suggest that for a given RON, it may actually be beneficial to have a high octane sensitivity (RON-MON) or in other words a lower MON. To explore this further, tests have been conducted in a single cylinder DISI engine over the whole speed load map using three different compression ratios, and fuels with two different levels of RON but with three octane sensitivity levels ranging from 5 to 15. These results have been further interpreted by reference to chemical kinetic models for gasoline autoignition, which can be used to ration‐ alise how the influence of sensitivity varies over the speed/load map.

AB - Demand for more efficient gasoline vehicles has driven the develop‐ ment of downsized, engines, which benefit from higher octane. Features on modern SI engines such, direct injection, inter-cooling in boosted engines, cooled EGR and Millerisation lead to a much lower temperature for a given pressure in a real engine as compared to the test conditions in the CFR engine used to define the Research Octane Number (RON) and Motor Octane Number (MON) octane rating scales. Because the end-gas in modern engines experiences a different pressure/ temperature history during knocking cycles, as compared to the CFR engine, there is a growing body of evidence to suggest that for a given RON, it may actually be beneficial to have a high octane sensitivity (RON-MON) or in other words a lower MON. To explore this further, tests have been conducted in a single cylinder DISI engine over the whole speed load map using three different compression ratios, and fuels with two different levels of RON but with three octane sensitivity levels ranging from 5 to 15. These results have been further interpreted by reference to chemical kinetic models for gasoline autoignition, which can be used to ration‐ alise how the influence of sensitivity varies over the speed/load map.

U2 - 10.1007/978-3-319-69760-4_14

DO - 10.1007/978-3-319-69760-4_14

M3 - Paper

SP - 245

EP - 254

ER -