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The recently concluded partnership for advancing combustion engines (PACE) was a US Department of Energy consortium involving multiple national laboratories focused on addressing key efficiency and emission barriers in light-duty engines. Generation of detailed experimental data and modeling capabilities to understand and predict cold-start behavior was a major pillar in this program. Cold-start, as defined by the time between first engine crank and three-way catalyst light-off, is responsible for a large percentage of NOx, unburned hydrocarbon, and particulate matter emissions in light-duty engines. Minimizing emissions during cold-start is a trade-off between achieving faster three-way catalyst light-off, and engine out emissions during that period. In this study, engine performance, emissions, and catalyst warmup potential were monitored while the engine was operated using a single direct injection (baseline case) as well as a two-way-equal-split direct injection strategy.

The partnership for advancing combustion engines (PACE) is a US Department of Energy consortium involving multiple national laboratories and includes a goal of addressing key efficiency and emission barriers in light-duty engines fueled with a market-representative E10 gasoline. A major pillar of the initiative is the generation of detailed experimental data and modeling capabilities to understand and predict cold-start behavior. Cold-start, as defined by the time between first engine crank and three-way catalyst light-off, is responsible for a large percentage of NOx, unburned hydrocarbon and particulate matter emissions in light-duty engines. Minimizing emissions during cold-start is a trade-off between achieving faster light-off of the three-way catalyst and engine out emissions during that period.

Use of dilution with exhaust gas recirculation (EGR) offers substantial efficiency gains in spark ignition (SI) engines, especially when boosting and downsizing are employed. However, the onset of instabilities in engine operation, due to misfires and partial burns, limits the dilution levels. Active controls can be employed to improve engine stability during high dilution operation, with spark and fueling being the main control parameters available for cycle-to-cycle control implementation. This paper aims to understand the sensitivity of the combustion process to changes in fueling under dilute operation achieved with both excess air (lean operation) and EGR. Sinusoidal perturbations were introduced into the injected fuel quantity, and the sensitivity to these perturbations was characterized using a fast Fourier transform (FFT) analysis of the cycle cumulative heat release data.

This work explores the dependence of fuel ignition delay on stochastic pre-ignition (SPI). Findings are based on bulk gas thermodynamic state, where the effects of kinetically controlled bulk gas pre-spark heat release (PSHR) are correlated to SPI tendency and magnitude. Specifically, residual gas and low temperature PSHR chemistry effects and observations are explored, which are found to be indicative of bulk gas conditions required for strong SPI events. Analyzed events range from non-knocking SPI to knocking SPI and even detonation SPI events in excess of 325 bar peak cylinder pressure. The work illustrates that singular SPI event count and magnitude are found to be proportional to PSHR of the bulk gas mixture and residual gas fraction. Cycle-to-cycle variability in trapped residual mass and temperature are found to impose variability in singular SPI event count and magnitude.

Spark-ignition (SI) engines can derive substantial efficiency gains from operation at high dilution levels, but sufficiently high-dilution operation increases the occurrence of misfires and partial burns, which induce higher levels of cyclic-variability in engine operation. This variability has been shown to have both stochastic and deterministic components, with residual fraction impacts on charge composition being the major source of the deterministic component through its non-linear effect on ignition and flame propagation characteristics. This deterministic coupling between cycles offers potential for next-cycle control approaches to allow operation near the edge of stability. This paper aims to understand the effect of spark strategies, specifically the use of a second spark (restrike) after the main spark, on the deterministic coupling between engine cycles by operating at high dilution levels using both excess air (i.e. lean combustion) and EGR.