Oxy-fuel combustion concept is studied in a compression ignition engine (CIE) using Mixed Ionic-electronic Conducting Membranes (MIECs) to separate oxygen (O₂) from air in order to achieve a clean combustion eliminating completely nitrogen oxides (NO_x) emissions and enabling upcoming carbon dioxide (CO₂) capture. Exhaust gas recirculation (EGR), composed mainly by CO₂ and water, is used to control the in-cylinder temperature and exhaust gas wasted energy is recovered for producing the O₂ required by the engine by heating up the MIEC. For this purpose, different engine configurations are analyzed in order to find out an optimum one in terms of energy efficiency and engine performance. Basically, two different EGR control systems (CS) are studied: one with a variable geometry turbine (VGT) on EGR line and other with a VGT on cylinder exhaust line. A simulation software, so-called Virtual Engine Model (VEMOD), is employed in this study to build and analyze the proposed oxy-fuel engine model which is calibrated with experimental data. The engine and its auxiliary components (turbochargers and heat exchangers) are assessed under oxy-fuel combustion conditions for the engine full load operation points from 1250 rpm to 3500 rpm. If compared to a conventional CIE, at high engine speeds the proposed oxy-fuel combustion engine provides similar brake power and indicated efficiency, whereas at low engine speeds, despite of it yields higher brake-specific fuel consumption (BSFC on average, more than 10%), a brake power enhancement (on average, more than 30%) is observed. In any way the breakthrough result is the feasible end of correlation between BSFC and CO₂ emissions due to CO₂ capture.

在压缩点火发动机 (CIE) 中研究了氧燃料燃烧概念，使用混合离子电子传导膜 (MIEC ) 从空气中分离氧气 (O ₂ )，以实现清洁燃烧，完全消除氮氧化物 (NO _x ) 排放并使即将到来的二氧化碳 (CO ₂ ) 捕获成为可能。主要由 CO ₂和水组成的废气再循环 (EGR)用于控制缸内温度，回收废气浪费的能量以生产 O ₂通过加热 MIEC 来满足发动机的要求。为此，我们对不同的发动机配置进行了分析，以找出能效和发动机性能方面的最佳配置。基本上，研究了两种不同的 EGR 控制系统 (CS)：一种在 EGR 管路上具有可变几何涡轮 (VGT)，另一种在气缸排气管路上具有 VGT。本研究采用仿真软件，即所谓的虚拟发动机模型（VEMOD）来构建和分析所提出的氧燃料发动机模型，该模型用实验数据进行校准。发动机及其辅助部件（涡轮增压器和热交换器）在氧燃料燃烧条件下进行评估，发动机满负荷运行点为 1250 rpm 至 3500 rpm。如果与传统的 CIE 相比，在高发动机转速下，建议的氧燃料内燃机提供类似的制动功率和指示效率，而在低发动机转速下，尽管它产生更高的制动特定燃料消耗（BSFC 平均超过 10%），制动功率增强（平均超过 30%）被观察到。无论如何，突破性的结果是 BSFC 和 CO 相关性的可行结束₂由于CO ₂捕获引起的排放。