This study presents experimental research on the injection of water–methanol mixtures under both subcooled and superheated conditions. Injecting superheated liquid results in the formation of flash-boiling sprays, generating smaller droplets compared to non-superheated conditions. This improved atomisation leads to a decrease in spray penetration and evaporation time. The mixture of water and methanol is a non-azeotropic mixture, meaning it exhibits different bubble and dew points. Non-azeotropic mixtures are the most common type of mixture. This study investigates the atomisation characteristics of water–methanol mixtures injected under low pressure (0.5 MPa) into a quiescent ambience. The experiments were conducted in an open environment at 1-atm absolute pressure and 22 °C temperature. Five different compositions were tested, including pure water, pure methanol (99.9%), and mixtures with water–methanol volume ratios of 75/25, 50/50, and 25/75. Using laser shadowgraphy with long-distance microscopy, droplet size distributions were measured at four distinct locations. Under high superheat conditions, the droplet distribution was similar for all mixtures. The Sauter mean diameter (SMD) rapidly decreased for all liquids when subjected to superheated injection. This led to the conclusion that the composition of non-azeotropic substances has little significance in terms of droplet diameter at high superheat.

Combustion processes in compression ignition engines lead to the inevitable generation of nitrogen oxides, which cannot be limited to the currently desired levels just by optimising the in-cylinder processes. Therefore, simulation-based engine development needs to include all engine-related aspects which contribute to tailpipe emissions. Among them, the SCR (selective catalytic reduction) aftertreatment-related processes, such as urea–water solution injection, urea decomposition, mixing, NOx catalytic reduction, and deposits’ formation, are the most challenging, and require as much attention as the processes taking place inside the cylinder. Over the last decade, the urea-SCR aftertreatment systems have evolved from underfloor designs to close-coupled (to the engine) architecture, characterised by the short mixing length. Therefore, they need to be tailor-made for each application. This study presents the CFD-based development of a multi-platform SCR system with a short mixing length for mobile non-road applications, compliant with Stage V NRE-v/c-5 emission standard. It combines multiphase dispersed flow, including wall wetting and urea decomposition kinetic reaction modelling to account for the critical aspects of the SCR system operation. The baseline system’s design was characterised by the severe deposit formation near the mixer’s outlet, which was attributed to the intensive cooling in the mounting area. Moreover, as the simulations suggested, the spray was not appropriately mixed with the surrounding gas in its primary zone. The proposed measures to reduce the wall film formation needed to account for the multi-platform application (ranging from 56 to 130 kW) and large-scale production capability. The performed simulations led to the system design, providing excellent UWS–exhaust gas mixing without a solid deposit formation. The developed system was designed to be manufactured and implemented in large-scale series production.

Ignition delay is one of the most important parameters characterising hypergolic propellants. This parameter has a strong im-pact on thruster operation, especially during the cold start. Ignition delay influences the intensity of pressure rise and its peak values during the start of a thruster. High-pressure levels cause stress inside the chamber wall, which directly affects durability and safety. One of two measurement techniques is usually chosen to determine the ignition delay: visual and pressure-based methods. Visual methods are based on high-speed imaging and subsequent image analysis. In the pressure-based method, the pressure trace is analysed. In this study, both techniques were used together and compared in terms of ignition delay determination of hypergolic propellants igniting during the drop tests. The advantages and disadvantages of both techniques were indicated and described. In the setup used in the study, the visual method was found to be more accurate and reliable.

The introduction of synthetic fuels into spark-ignition direct-injection engines requires a deeper understanding of the injection and spray formation process. It also includes spray formation under flash-boiling conditions, which has not been of primary importance so far. This research focuses on experimental studies of spray propagation and its morphological features when moderate flash boiling is achieved. Our main objective is to verify this effect in a multiple-nozzle injection system for a selected synthetic fuel. It is accomplished by increasing the fuel temperature. The results showed that the spray structure changed slightly due to flash-boiling, but the secondary effects related to the rapid vaporisation of the injected fuel, such as spray collapse, were not observed.