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Continued research into thermal barrier coatings (TBCs) for internal combustion engines has generated insights into the design of TBCs that can increase fuel conversion efficiency. In this work, two low thermal inertia TBCs (a commercially available Gen 1 material, Gadolinium Zirconate, and a proprietary Gen 2 material) were experimentally tested in gasoline compression ignition (GCI) on a light-duty single cylinder research engine. Compared to a metal baseline, a 250-micron thick Gen 1 coated piston produced an efficiency benefit of 0.4 percentage points (pp) at 6 and 10 bar net indicated mean effective pressure (IMEPn) and a 0.2 pp penalty at 15 bar IMEPn. The Gen 1 coating also showed an uHC and smoke penalty. An 80-micron thick Gen 2 coated piston showed an efficiency benefit of 0.9 pp at 6 bar IMEPn and 0.4 pp at 10 bar IMEPn, but an efficiency penalty of 0.5 pp at 15 bar IMEPn. The Gen 2 coating, which has a lower thermal inertia than the Gen 1 coating, displayed durability problems while the Gen 1 coating did not. A third piston was coated with a 120-micron thick Gen 2 coating everywhere except the high failure outer bowl region, which was coated with a 120-micron Gen 1 coating. This hybrid coating displayed good durability, an uHC emission penalty, a smoke benefit, an efficiency benefit of 0.1 pp at 6 bar IMEPn, an efficiency benefit of 0.4 pp at 10 bar IMEPn, and no change in efficiency at 15 bar IMEPn. These results indicate that a durable Gen 1/Gen 2 coating can provide an efficiency benefit to GCI combustion, and that further improvements on piston-spray interaction optimization and surface sealing of the TBC, as well as increasing the coated combustion chamber surface area (e.g. head and valves) can add further improve efficiency. [ABSTRACT FROM AUTHOR]

The application of thermal barrier coatings (TBCs) for internal combustion engines has drawn more research attention in recent years due to the improved coating technology and advanced material properties. This paper presents the combination of thermal barrier coatings with an advanced combustion concept: gasoline compression ignition (GCI). This study aims to evaluate the coating performance with GCI combustion on Aramco's light-duty GCI engine. The thermodynamic engine model has been established and collaborated with CFD results to investigate thermal barrier coatings for GCI with a PPCI-diffusion combustion strategy primarily at a load of 23.5 bar IMEPg. Two real-world coating materials were pre-selected as Gen.1 and Gen.2 candidates. The investigation consists of three main topics: the effect of coating thickness on GCI, the effect of intake boost on the performance of traditional coatings and temperature swing coatings, and the effect of combustion chamber coverage on engine performance. The result shows that the TBC thickness became the key parameter to optimize for TBC with GCI combustion mode, and in the end, 250–500 microns is recommended based on the temperature limit of ceramic material. It was also found that the high level of intake boosting could significantly alleviate the charge heating penalty. The coverage of piston, engine head, and both intake and exhaust valves should be applied to achieve the highest efficiency gains. It was found that the gain ratio from each chamber component can be drastically different at different loads. [ABSTRACT FROM AUTHOR]

The global automotive industry is undergoing a significant transition as battery electric vehicles enter the market and diesel sales decline. It is widely recognized that internal combustion engines (ICE) will be needed for transport for years to come; however, demands on ICE fuel efficiency, emissions, cost, and performance are extremely challenging. Gasoline compression ignition (GCI) is one approach for achieving the demanding efficiency and emissions targets. A key technology enabler for GCI is partially-premixed, compression ignition (PPCI) combustion, which involves two high-pressure, late fuel injections during the compression stroke. Both NOx and smoke emissions are greatly reduced relative to diesel, and this reduces the aftertreatment (AT) requirements significantly. For robust low-load and cold operation, a two-step valvetrain system is used for exhaust rebreathing (RB). Exhaust rebreathing involves the reinduction of hot exhaust gases into the cylinder during a second exhaust lift event during the intake stroke to help promote autoignition. The amount of exhaust rebreathing is controlled by exhaust backpressure, created by the vanes on the variable nozzle turbine (VNT) turbocharger. Because of the higher cycle temperatures during rebreathing, exhaust HC and CO may be significantly reduced, while combustion robustness and stability also improve. Importantly, exhaust rebreathing significantly increases exhaust temperatures in order to maintain active catalysis in the AT system for ultra-low tailpipe emissions. To achieve these benefits, it is important to optimize the rebreathe valve lift profile and develop an RB ON→OFF (mode switch) strategy that is easy to implement and control, without engine torque fluctuation. In this study, an engine model was developed using GT-Suite to conduct steady-state and transient engine simulations of the rebreathing process, followed by engine tests. The investigation was conducted in four parts. In part 1, various rebreathe lift profiles were simulated. The system performance was evaluated based on in-cylinder temperature, exhaust temperature, and pumping work. The results were compared with alternative variable valve actuation (VVA) strategies such as early exhaust valve closing (EEVC), negative valve overlap (NVO), positive valve overlap (PVO). In part 2, steady-state simulations were conducted to determine an appropriate engine load range for mode switching (exhaust rebreathing ON/OFF and vice-versa). The limits for both in-cylinder temperature and exhaust gas temperature, as well as the external exhaust gas recirculation (EGR) delivery potential were set as the criteria for load selection. In part 3, transient simulations were conducted to evaluate various mode switch strategies. For RB OFF, the cooled external EGR was utilized with the goal to maintain exhaust gas dilution during mode switches for low NOx emissions. The most promising mode-switch strategies produced negligible torque fluctuation during the mode switch. Finally, in part 4, engine tests were conducted, using the developed RB valve lift profile, at various low-load operating conditions. The mode switch experiments correlated well with the simulation results. The tests demonstrated the simplicity and robustness of the exhaust rebreathing approach. A robust engine response, low CNL, high exhaust gas temperature, and low engine out emissions were achieved in the low load region. [ABSTRACT FROM AUTHOR]