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Fig. 1
Traditional diesel fuel injection and NOX and soot generation area [1].
Fig. 2
Equivalence ratio—local temperature space diagram of different combustion modes [20].
Fig. 3
Forecast of demand for different fuels [39].
Fig. 4
Variation law of stable operating conditions with octane number [33].
Fig. 5
Effect of an increase of intake temperature on BMEP, CA50, HC and NOX [70].
Fig. 6
Operating conditions of GCI combustion at different intake temperatures [71].
Fig. 7
Effect of temperature and SOI on combustion characteristics. (a) CA50 (b) CoV (c) maximum in-cylinder pressure (d) IMEP [72].
Fig. 8
Effect of an increase of intake pressure on BMEP, CA50, HC and NOX [74].
Fig. 9
Effect of fuel injection timing, internal EGR rate and excess air coefficient l on indicated thermal efficiency and average indicated pressure under different intake pressures [75].
Fig. 10
Influence of spark assistance on combustion [80].
Fig. 11
Effect of spark assistance on CoV under different injection strategies [81].
Fig. 12
Predicted NOX with 2IVO strategy [84].
Fig. 13
Predicted NOX with 2EVO strategy [84].
Fig. 14
Effect of EGR rate and intake pressure on combustion efficiency and indicated thermal efficiency [40].
Fig. 15
Effect of injection pressure on combustion [91].
Fig. 16
Effect of single and double injection on combustion at 13 mg/cycle [51].
Fig. 17
Comparison of combustion performance and emissions between GP80 and GP90 [98].
Fig. 18
The combustion process of gasoline/PODEn blends [102].