Gaseous and particulate matter emissions of biofuel blends in dual-injection compared to direct-injection and port injection

To meet the needs of fuel security and combat the growing concerns of CO2 emissions, the automotive industry is seeking solutions through biofuels. Traditionally, when supplying biofuel blends to the combustion chamber, the blend is mixed externally prior to its injection in one location. This location occurs either before the cylinder (port-fuel injection, PFI), or directly into the cylinder (direct-injection, DI). However, the use of dual-injection allows the in-cylinder blending of two fuels at any blend ratio, when combining the two locations (PFI and DI). This injection strategy offers increased flexibility as the blend ratio can be changed instantaneously according to engine speed and load demand and fuel availability. Previous work by the authors has reported the improved combustion performance of dual-injection with 25% blends (in gasoline) of a new biofuel candidate: 2,5-dimethylfuran (DMF). This current investigation extends the analysis to include the gaseous emissions of various DMF blends (25%, 50% and 75%) from 3.5 bar to 8.5 bar IMEP and the particulate matter (PM) emissions of similar fraction ethanol blends at a selected condition of 5.5 bar IMEP. Compared to DI, dual-injection offers reduced CO and CO2 emissions and comparable HC emissions. The mean PM diameter is decreased and the accumulation mode particles are negligible compared to DI. However, the implication of the higher combustion pressures is an increase in NOx due to reduced charge-cooling.

► We investigate the gaseous and PM emissions of various DMF blends and compare them with the results of ethanol.
► We compare dual injection with DI as baseline with reference to port injection.
► Dual-injection effectively reduces mean PM diameter and gives rise to negligible accumulation mode.
► It is identified that dual-injection has higher NOx emissions due to reduced charge-cooling.