Made available in DSpace on 2017-06-01T18:20:26Z (GMT). No. of bitstreams: 1 dissertacao_fabiana_america.pdf: 1099131 bytes, checksum: 9135e1cca2e3ecf79ae358085f3e7e31 (MD5) Previous issue date: 2009-04-15 / The biodegradation of hydrocarbons by natural population of microorganism represents one of the primary mechanisms by which diesel oil and others hydrocarbons pollutants are eliminated or transformed in the environment. It is generally accepted today that petroleum hydrocarbon, can be degraded by microorganisms as long as a few factors, such as nutrients, organic compound bioavailability, pH and temperture are controlled and optimized. In this study biodegradationof diesel oil by Candida lipolytica in sea water supplemented with nitrogen and phosphorus sources was investigated in skake flask fermentation scale. A set of three full factorial designs was carried out to investigate the effects and interactions of pH and the seawater, diesel oil, urea, ammonium sulfate and potassium dihydrogen orthophosphate concentrations on the C.lipolytica growth, the emulsification activity and the surface tension of the free cell broth. The biodegradation of diesel oil was confirmed through four laboratory experiments using: (1) seawater + diesel oil; (2) distilled water + diesel oil; (3) seawater + corn oil and (4) distilled water + corn oil. The best result for 5% (v/v) diesel degradation was obtained at condition 1, using seawater supplemented with 1,0% (p/v) of ammonium sulfate and 1,0 % (p/v) of potassium dihydrogen orthophosphate. In this condition, after 96 h, the pH, the salinity, the surface tension and the emulsification activities to emulsions with corn oil and with motor oil were equal to 9.47, 44 , 46.63 mN/m, 5.49 e 6.00 UAE, respectively. Whereas C.lipolytica has potential application in biotechnological process, the production medium conditions and bioemulsifiers and biosurfactants produced are candidates to be optimized and used in bioremediation of marine environments contaminated by diesel and other oil products. / A biodegradação de hidrocarbonetos por população natural de microrganismos representa um dos mecanismos primários pelos quais óleo diesel e outros hidrocarbonetos poluentes são eliminados ou transformados no ambiente. Atualmente aceita-se que hidrocarbonetos de petróleo possam ser degradados por microrganismos, desde que alguns fatores, tais como nutrientes, disponibilidade de compostos orgânicos, pH e temperatura sejam controlados e otimizados. Neste estudo, biodegradação de óleo diesel por Candida lipolytica em água do mar suplementada com fontes de nitrogênio e fósforo foi investigada em escala de frascos de fermentação agitados. Um conjunto de três planejamentos fatoriais completos foi realizado para investigar os efeitos e as interações do pH e das concentrações de água do mar, óleo diesel, uréia, sulfato de amônio e fosfato monobásico de potássio sobre o crescimento de C. lipolytica, a atividade emulsificação e a tensão superficial do cultivo livre de células. A biodegradação de óleo diesel foi confirmada através de quatro experimentos na presença de: (1) água do mar + óleo diesel (2); água destilada + óleo diesel; (3) + água do mar + óleo de milho (4) água destilada + óleo de milho. O melhor resultado para degradação de óleo diesel 5% (v/v) foi obtido, utilizando água do mar suplementada com 1,0% (p/v) de sulfato de amônio e 1,0% (p/v) de fosfato monobásico de potássio. Nesta condição, após 96 h, o pH, a salinidade, a tensão superficial e as atividades de emulsificação para emulsões com óleo de milho e com óleo de motor foram iguais a 9,47, 44 , 46,63 mN/m, 5,49 e 6,00 UAE, respectivamente. Considerando que a C. lipolytica tem potencial de aplicação em processos biotecnológicos, as condições dos meios de produção e os bioemulsificantes e biossurfactantes produzidos são candidatos a serem otimizados e utilizados na biorremediação de ambientes marinhos contaminados por óleo diesel e outros derivados de petróleo.

Numerous factors have pushed energy from biomass to the forefront of policy and industry discussions. Large harvests of traditional crops, low farm prices, dependence on foreign energy sources, and environmental problems have increased interest in renewable energy sources. Tools are needed to evaluate and compare different available feedstocks and to identify parameters and modifications for the production of renewable fuels such as biodiesel. The first paper examines the development of a biodiesel process model using commonly available spreadsheet software and process-engineering principles. The basis of the model is a continuous process with two stirred-tank reactors and sodium methoxide catalysis. The process is modeled as 27 units with 51 flows and 18 components. Mass flow rates and compositions of the process input and output streams are quantified using mass and component balances, energy balances, stoichiometric relations, and established process parameters. Oil composition and rate, methanol:triglyceride ratio, and expected transesterification of triglyceride are the user-specified inputs in the model. Based on commonly reported parameters (6: 1 methanol:triglyceride ratio and 98% transesterification) and a basis of 100 kg/h crude soybean oil, the model computes inputs of 13.8, 10.8, and 34.7 (in kg/h) for methanol, 10% sodium methoxide in methanol, and process water, respectively; and outputs of 93.5, 10.3, and 55.6 for soy biodiesel, glycerol, and waste stream, respectively. In the second paper, the mass flow rate data from the developed biodiesel process model are linked to cost data for evaluating the economic feasibility of biodiesel production in North Dakota with canola oil as the feedstock. Estimations of capital investment cost and total annual biodiesel product cost are conducted for two canola biodiesel production plants with 5 and 30 million gallons per year (MGY) capacities. These capacities were selected based on North Dakota and neighboring states' biodiesel demands, respectively. Capital investment cost analysis shows the presence of considerable economies of scale for the biodiesel production process for the two capacities. These cost calculations are based on the purchased equipment cost calculated from the equipment specifications. Total annual biodiesel product cost analysis shows that the major portion (>80%) of the total product cost is the raw material cost, similar to the analysis of previous economic feasibility studies. Cost benefits from the economies of scale are still present for the fixed charges, general expenses, and the manufacturing costs (other than the raw material costs) in the annual product cost calculations for the two production plant capacities. Finally, based on the gross profit evaluation for both plants, this study concludes that it is more worthwhile to invest in the 30 MGY production plant because of the greater cost returns from the economies of scale benefits. The results are more encouraging after the incorporation of the federal biodiesel tax incentive and favor the investment for biodiesel production in North Dakota. / North Dakota. Agricultural Experiment Station / USDA-CSREES (under Agreement No. 2003-34471-13523)

South Africa is coming under increasing pressure to conform to the rest of the world in terms of emissions regulations. The pressure is caused by a number of factors: international organisations requiring local companies to adhere to environmental conservation policies, evidence from within South Africa that efforts are being made to reduce environmental pollution in line with other countries and keeping abreast of the latest technologies that have been incorporated into vehicles to reduce emissions. In light of these problems associated with emiSSions, a study was initiated by the Department of Transport and the School of Bioresources Engineering and Environmental Hydrology at the University of Natal to investigate and develop a method of predicting emissions from a diesel engine. The main objective of this research was to incorporate this model into SimTrans in order to estimate emissions generated from a vehicle while it is travelling along specific routes in South Africa. SimTrans is a mechanistically based model, developed at the School, that simulates a vehicle travelling along a route, requiring input for the road profile and vehicle and engine specifications. After a preliminary investigation it was decided to use a neural network to predict emissions, as it provides accurate results and is more suitable for a quantitative analysis which is what was required for this study. The emissions that were predicted were NOx (Nitric oxide-NO and Nitric dioxide-N02), CO (carbon monoxide), HC (unbumt hydrocarbons) and particulates. The neural netWork was trained on emissions data obtained from an ADE 447Ti engine. These neural networks were then integrated into the existing SimTrans. Apart from the neural network, an algorithm to consider the effect of ambient conditions on the output of the engine was also included in the model. A sensitivity analysis was carried out using the model to prioritise the factors affecting emissions. Finally using the data for the ADE 447Ti engine, a trip with a Mercedes Benz 2644S-24 was simulated using different scenarios over the routes from Durban to Johannesburg and Cape Town to Johannesburg in South Africa to quantify the emissions that were generated. / Thesis (M.Sc.)-University of Natal, Pietermaritzburg, 2002.

The number concentration and size distribution of particles in Brisbane have been studied extensively by the researchers at The International Laboratory for Air Quality and Health, Queensland University of Technology (Morawska et al., 1998, 1999a, 1999b). However, the comprehensive studies of chemical compositions of atmospheric particles, especially with regard to the two main classes of pollutants (polycyclic aromatic hydrocarbons and trace elements), that are usually of environmental and health interest, have not been fully undertaken. Therefore, this thesis presents detailed information on polycyclic aromatic hydrocarbons (PAHs) and elemental compositions of vehicle exhausts and of urban air in Brisbane. The levels of polycyclic aromatic hydrocarbons (PAHs) and elements in three of Brisbane's urban sites (Queensland University of Technology, Woolloongabba and ANZ stadium sites) were measured. The most common PAHs found in all sites were naphthalene, phenanthrene, anthracene, fluoranthene, pyrene and chrysene while Al, Cd, Co, Cr, Cu, Fe, Mn, Mo, Si, Sn, Sr and Zn were the most common elements detected in the total suspended particles and fine particle (PM2.5). With the aid of multivariate analysis techniques, several outcomes were obtained. For example: -- Major human activities such as vehicular and industrial sources were the most contributing pollution sources in Brisbane. However, these two sources have different influential strength on the compositions of the polycyclic aromatic hydrocarbons and trace inorganic elements found in the urban air. -- Woolloongabba bus platform was the most polluted site on the basis of the elemental and PAH compositions in its air samples while QUT site was the worst polluted site in terms of PM2.5 elemental contents. These results demonstrated that the impact of traffic related pollutants on Brisbane's urban air is significant. This led to the investigations of the direct emissions of pollutants from exhaust vehicular source in the second part of this research work. The exhaust studies included the investigations of PAHs, trace inorganic elements and particles. At the time of the study, the majority of vehicles in Brisbane used low sulfur diesel (LSD) fuel or unleaded petrol (ULP). However, the importance of vehicles using ultra low sulfur diesel (ULSD) and liquefied petroleum gas (LPG) is constantly growing. Therefore, the exhaust emission studies on chassis dynamometer from heavy duty non-catalyst-equipped buses powered by LSD and ULSD with 500 ppm and 50 ppm sulfur contents respectively as well as passenger cars powered by ULP and LPG were explored. The outcomes of such studies are summarized as follows: -- Naphthalene, acenaphthene, acenaphthylene, anthracene, phenanthrene, fluorene, fluoranthene and pyrene were frequently emitted by the buses powered by LSD and ULSD. However, buses powered by ULSD emitted 91% less PAHs than those powered by LSD. On the other hand, Mg, Ca, Cr, Fe, Cu, Zn, Ti, Ni, Pb, Be, P, Se, Ti and Ge were found in measurable quantities in the exhaust of the buses. The emissions of the elements were found to be strongly influenced by the engine driving conditions of the buses and fuel parameters such as sulfur content, fuel density and cetane index. -- Naphthalene, fluorene, phenanthrene, anthracene, pyrene, chrysene, benzo(a)anthracene and benzo(b)fluoranthene were predominantly emitted by ULP and LPG cars. On the average, the total emission factors of PAHs from LPG cars were generally lower than those of ULP cars, but given the large variations in the emission factors of cars powered by the same type of fuel, differences in the emission factors from both car types were statistically insignificant. In general, platinum group elements and many other elements were found in the exhausts of cars powered by both fuels. Emissions of inorganic elements from the cars were dependent on the type and the mileage of the cars. For example, ULP cars generally emitted higher levels of Cu, Mg, Al and Zn while LPG cars emitted higher level of V. In addition, cars with higher mileages were associated with higher emissions of the major elements (Zn, Al, Fe, V and Cu). -- Buses powered by ULSD usually emitted fewer particles, which were generally 31% to 59% lower than those emitted by LSD powered buses. Similarly, cars powered by LPG emitted less particles from those powered by ULP fuel. However, more nanoparticles (those with aerodynamic diameters of less than 50 nm) were emitted by LPG powered cars than their ULP counterparts. Health effect assessment of the exhaust PAHs was evaluated in terms of benzo(a)pyrene toxicity equivalent (BAPeq). The potential toxicities of PAHs emitted by ULSD powered buses were generally lower than those emitted by their LSD counterparts. A similar trend with lower emissions of PAHs from LPG cars than from ULP cars was observed when otherwise identical passenger cars were powered by LPG and ULP fuels. In summary, this thesis has shown that the majority of airborne particles found around Brisbane have anthropogenic origins, particularly vehicle emissions, and that fuel or lubricant formulations and engine operating conditions play important roles in the physical and chemical characteristics of pollutants emitted by vehicles. The implications of these results on worldwide strategies to reduce the environmental and health effects of particles emitted by motor vehicles were discussed. In this regard, direct emission measurements from vehicles powered by LSD, ULSD, ULP and LPG unveiled the relative environmental benefits associated with the use of ULSD in place of LSD to power diesel engines, and of LPG in place of ULP to power passenger cars.

Thesis (Master').

A maneira mais usual de estudar desgaste de componentes mecânicos e avaliar os parâmetros que o afetam é através de ensaios experimentais. Adicionalmente, estudos utilizando simulações numéricas com o Método dos Elementos Finitos em conjunto com modelos matemáticos têm ajudado a entender alguns princípios físicos, bem como estimar os efeitos do desgaste. Dentro desse contexto está inserida a presente dissertação, cujo objetivo é estudar o comportamento tribológico do sistema pistão-corpo de uma bomba de injeção a diesel através de ensaios experimentais e simulações numéricas. Um dispositivo é desenvolvido e construído para a realização dos ensaios experimentais por deslizamento em um tribômetro. Os ensaios são realizados a seco, com variações de forças normais e distâncias deslizadas. Os resultados obtidos são integrados a um modelo numérico através de uma sub-rotina que aplica o desgaste ao longo da simulação. O modelo numérico é desenvolvido através do método dos elementos finitos com o intuito de representar os experimentos e reproduzir o desgaste na superfície do pistão. Os resultados experimentais mostram diferentes comportamentos e mecanismos de desgaste atuantes. No início dos ensaios, o comportamento é estável, como menor taxa de desgaste e mecanismos com predominância de deformação plástica. No final desse período, aumenta-se o número de partículas de desgaste na interface e aderidas na superfície oposta, gerando abrasão, aumentando a taxa de desgaste, até o rompimento total do revestimento de nitreto de titânio do pistão. A sub-rotina aplica o desgaste com boa concordância com os experimentos. Com os resultados do modelo numérico é possível avaliar o comportamento dos componentes, levando-se em consideração a evolução do desgaste no pistão, além de estimar o coeficiente de desgaste para o par de contato avaliado. / The most common way to study wear of mechanical components and evaluate the parameters that affect it is through experimental tests. In addition, studies using numerical simulations with the Finite Element Method in combination with mathematical models have helped to understand some physical principles, as well to estimate the effects of wear. Within this context it is inserted this thesis, which goal is to study the tribological behavior of the plunger-pump body of a diesel injection system through experimental tests and numerical simulations. A device is developed and built for experimental sliding tests on a tribometer. Dry tests are performed with variation of normal forces and sliding distances. Results are integrated with a numerical model through a sub-routine that applies the wear along the simulation. The numerical model is developed by finite element method in order to represent the experimental tests and reproduce the wear in the plunger surface. The experimental results show different wear behaviors and mechanisms. In the beginning of the tests, the behavior is stable, with smaller wear rate and mechanisms with predominance of plastic deformation. At the end of this period, the number of wear particles in the interface and attached to the opposing surface is increased, generating abrasion, increasing the wear rate, up to the total break of the plunger titanium-nitride coating. The sub-routine applies the wear with good agreement with experimental tests. With the results of the numerical model, it is possible to evaluate the components behavior, taking into account the wear evolution in the plunger, besides estimating the wear coefficient for the evaluated contact pair.

CNPq; FAPESB / O uso de combustíveis adulterados acarreta danos aos veículos, desgaste de peças, aumento do consumo de combustível, bem como da emissão de material particulado e de gases de exaustão. Os métodos usados para determinação da adulteração do diesel, em geral, não são rápidos, incluem diversas etapas de preparação de amostras, apresentam alto custo de análises e requerem equipamentos complexos com necessidades constantes de calibração e aferição. Além de demandar tempo para coleta e logística das amostras. Com o propósito de avaliar possíveis adulterações de óleo diesel, com óleo vegetal in natura ou residual, em vez de biodiesel, foi usada a espectrofluorimetria como técnica analítica para este fim. Inicialmente foram preparadas misturas individuais de óleo diesel (S1800), contendo 2, 4, 6, 8, 10, 15 e 20 % de óleo e de biodiesel de soja, de canola e residual de fritura. Esses combustíveis foram analisados por Infravermelho e por espectrofluorimetria, usando espectrofluorímetro da marca Varian e da marca Quimis (protótipo), que utiliza LEDs como fontes de luz de excitação ao invés de lâmpada de xenônio. Apenas com os espectros resultantes dessas análises não se obteve diferenciação entre as amostras desejadas, tornando necessário o uso da análise de componentes principais (PCA). Com base na PCA realizada a partir dos resultados obtidos no protótipo, foram diferenciadas com nitidez diesel de biodiesel ou de óleo vegetal, bem como, discriminadas as misturas de diesel/óleo e diesel/biodiesel de soja e de fritura. Já os resultados obtidos no Varian apresentaram distinção nítida apenas para as misturas contendo óleo e biodiesel de fritura. Os resultados do Infravermelho apresentaram notável diferenciação entre as misturas diesel/biodiesel e diesel/óleo para todas as amostras na região de 1700 a 1800 cm-¹. No entanto, esta técnica não foi efetiva em distinguir biodiesel e/ou óleo vegetal adicionado ao diesel, sem aplicação da PCA. Por outro lado, com o propósito de evidenciar sinais específicos de fluorescência nos combustíveis em questão, como por exemplo, a presença de sinais de clorofila nos óleos vegetais e/ou monoésteres, foi utilizada substâncias (aditivos), como a Floroglucina, Fluoresceína, Stains All, p-Anisaldeído, Dimetilaminobenzaldeído, Sudan III, Rodamina B e Nile, Red. As quais foram adicionadas às amostras puras de diesel, óleo vegetal e biodiesel. As amostras foram analisadas em espectrofluorímetro Varian, onde se verificou que o Sudan III foi o único a apresentar resultado eficaz, nas condições testadas. Usando esse composto a fluorescência da clorofila presente em óleos e monoésteres foi realçada (675 nm), inclusive no óleo e biodiesel de fritura. Estes resultados possibilitaram a discriminação de diesel, óleo vegetal e biodiesel, bem como, a caracterização rápida da adição de óleo vegetal in natura ou residual ao diesel. / The use of adulterated fuels causes damage in vehicles, wear parts, increase in fuel consumption, as well as emission of particulate material and exhaust gas. The methods used for determination of diesel adulteration, in general, are not fast, they include various stages of sample preparation, at high cost and require complex equipment that needs constant calibration and measurement, besides involving time consuming to collect and logistics of samples. In order to evaluate possible adulteration of diesel with fresh vegetable oil or waste, rather than biodiesel, spectrofluorimetry was used as analytical technique for this purpose. Initially, Individual mixtures of diesel (S1800) were prepared containing 2, 4, 6, 8, 10, 15 and 20 % of oil and soybean biodiesel, canola and residual frying oil. These fuels were analyzed by Infrared and spectrofluorimetry, using spectrofluorimeter from brands Varian and Quimis (prototype), which use LEDs as excitation light source instead of the xenon lamp. Only with the spectra resulting from this analysis any distinction was obtained among the desired samples, making necessary the usage of the principal component analysis (PCA). Based on the PCA carried out from the results obtained in the prototype, it was clearly distinguished diesel from biodiesel or vegetable oil, as well as, separated mixtures of diesel/oil and diesel/biodiesel of soybean and frying. The results obtained from Varian showed clear distinction for mixtures containing oil and biodiesel frying only. The infrared results showed remarkable difference between mixtures of diesel/oil and diesel/biodiesel for all the samples in the region 1700-1800 cm-¹. However, this technique was not effective in distinguishing biodiesel and/or vegetable oil added to diesel, without application of the PCA. Moreover, for the purpose of putting evidence in specific fluorescence signals in fuels, for example, the presence of chlorophyll signals in vegetable oils and / or monoesters,some substances (additives) were used, such as Phoroglucine, Fluorescein, Stains All, p-anisaldehyde, Dimethylaminobenzaldehyde, Sudan III, Nile Red and Rhodamine B. Which were added to samples of pure diesel, vegetable oil and biodiesel. The samples were analyzed in Varian spectrofluorimeter, where it was found that the Sudan III was the only one to show effective results under the conditions tested. Using this compound, the fluorescence of chlorophyll present in oils and monoesters is highlighted (675 nm), including the frying oil and biodiesel. These results allowed discrimination of diesel, vegetable oil and biodiesel, as well as the rapid characterization of fresh vegetable oil addition or residual to diesel. / 5000

A maneira mais usual de estudar desgaste de componentes mecânicos e avaliar os parâmetros que o afetam é através de ensaios experimentais. Adicionalmente, estudos utilizando simulações numéricas com o Método dos Elementos Finitos em conjunto com modelos matemáticos têm ajudado a entender alguns princípios físicos, bem como estimar os efeitos do desgaste. Dentro desse contexto está inserida a presente dissertação, cujo objetivo é estudar o comportamento tribológico do sistema pistão-corpo de uma bomba de injeção a diesel através de ensaios experimentais e simulações numéricas. Um dispositivo é desenvolvido e construído para a realização dos ensaios experimentais por deslizamento em um tribômetro. Os ensaios são realizados a seco, com variações de forças normais e distâncias deslizadas. Os resultados obtidos são integrados a um modelo numérico através de uma sub-rotina que aplica o desgaste ao longo da simulação. O modelo numérico é desenvolvido através do método dos elementos finitos com o intuito de representar os experimentos e reproduzir o desgaste na superfície do pistão. Os resultados experimentais mostram diferentes comportamentos e mecanismos de desgaste atuantes. No início dos ensaios, o comportamento é estável, como menor taxa de desgaste e mecanismos com predominância de deformação plástica. No final desse período, aumenta-se o número de partículas de desgaste na interface e aderidas na superfície oposta, gerando abrasão, aumentando a taxa de desgaste, até o rompimento total do revestimento de nitreto de titânio do pistão. A sub-rotina aplica o desgaste com boa concordância com os experimentos. Com os resultados do modelo numérico é possível avaliar o comportamento dos componentes, levando-se em consideração a evolução do desgaste no pistão, além de estimar o coeficiente de desgaste para o par de contato avaliado. / The most common way to study wear of mechanical components and evaluate the parameters that affect it is through experimental tests. In addition, studies using numerical simulations with the Finite Element Method in combination with mathematical models have helped to understand some physical principles, as well to estimate the effects of wear. Within this context it is inserted this thesis, which goal is to study the tribological behavior of the plunger-pump body of a diesel injection system through experimental tests and numerical simulations. A device is developed and built for experimental sliding tests on a tribometer. Dry tests are performed with variation of normal forces and sliding distances. Results are integrated with a numerical model through a sub-routine that applies the wear along the simulation. The numerical model is developed by finite element method in order to represent the experimental tests and reproduce the wear in the plunger surface. The experimental results show different wear behaviors and mechanisms. In the beginning of the tests, the behavior is stable, with smaller wear rate and mechanisms with predominance of plastic deformation. At the end of this period, the number of wear particles in the interface and attached to the opposing surface is increased, generating abrasion, increasing the wear rate, up to the total break of the plunger titanium-nitride coating. The sub-routine applies the wear with good agreement with experimental tests. With the results of the numerical model, it is possible to evaluate the components behavior, taking into account the wear evolution in the plunger, besides estimating the wear coefficient for the evaluated contact pair.

Homogeneous Charge Compression Ignition (HCCI) combustion is an alternative combustion mode in which the fuel is homogeneously mixed with air and is auto-ignited by compression. Due to charge homogeneity, this mode is characterized by low equivalence ratios and temperatures giving simultaneously low nitric oxide (NOx) and soot in diesel engines. The conventional problem of NOx-soot trade-off is avoided in this mode due to absence of diffusion combustion. This mode can be employed at part load conditions while maintaining conventional combustion at high load thus minimizing regulatory cycle emissions and reducing cost of after-treatment systems. The present study focuses on achieving this mode in a turbocharged, common rail, direct injection, four-cylinder, heavy duty diesel engine. Specifically, the work involves a combination of three-dimensional CFD simulations and experiments on this engine to assess both traditional and novel strategies related to fuel injection. The first phase of the work involved a quasi-dimensional simulation of the engine to assess potential of achieving HCCI. This was done using a zero-dimensional, single-zone HCCI combustion model with n-heptane skeletal chemistry along with a one-dimensional model of intake and exhaust systems. The feasibility of operation with realistic knock values with high EGR rate of 60% was observed. The second aspect of the work involved three-dimensional CFD simulations of the in-cylinder process with wall film prediction to evaluate injection strategies associated with Early Direct Injection (EDI). The extended Coherent Flame Model-3Zone (ECFM-3Z) was employed for combustion simulation of conventional CI and EDI, and was validated with experimental in-cylinder pressure data from the engine. A new Uniformity Index (UI) parameter was defined to assess charge homogeneity. Results showed significant in-homogeneity and presence of wall film for EDI. Simulations were conducted to assess improvement of charge homogeneity by several strategies; narrow spray cone angle, injection timing, multiple injections, intake air heating, Port Fuel Injection (PFI) as well as combination of PFI and EDI. The maximum UI achieved by EDI was 0.78. The PFI strategy could achieve UI of 0.95; however, up to 50% of fuel remained trapped in the port after valve closure. This indicated that except EDI, none of the above-mentioned strategies could help achieve the benefits of the HCCI mode. The third part of the work involved engine experimentation to assess the EDI strategy. This strategy produced lower soot than that of conventional CI combustion with very short combustion duration, but led to high knock and NOx which is attributed to pool fire burning phenomenon of the wall film, as confirmed by CFD. An Optimized EDI (OptimEDI) strategy was then developed based on results of CFD and Design of Experiments. The Optim EDI consisted of triple injections with split ratio of 41%-45%-14% and advancing the first injection. This strategy gave 20% NOx and soot reduction over the conventional CI mode. Although this strategy gave encouraging results, there was a need for more substantial reduction in emissions without sacrificing efficiency. Hence, a novel concept of utilizing air-assisted Injection (AAI) into the EGR stream was employed, as this implied injecting very small droplets of fuel into the intake which would have sufficient residence time to evaporate before reaching the cylinder, thereby enabling HCCI. The fourth and final part of the work involved engine experimentation with AAI, and combination of OptimEDI with AAI. Results with 20% EGR showed that 5 to 10% of AAI gave further reduction in NOx but not in soot. With experiments involving 48% EGR rate, there was soot reduction of 75% due to combined AAI-EDI. NOx was negligible due to the high EGR rate. Thus, the significant contribution of this work is in proving that combining AAI with EDI as a novel injection strategy leads to substantial NOx and soot reduction.