Particulate Matter Emission Comparison of Spark Ignition Direct Injection (SIDI) and Port Fuel Injection (PFI) Operation of a Boosted Gasoline Engine

2014 ◽  
Vol 136 (9) ◽  
Author(s):  
Jianye Su ◽  
Weiyang Lin ◽  
Jeff Sterniak ◽  
Min Xu ◽  
Stanislav V. Bohac
Keyword(s):  
Particulate Matter ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
Specific Power ◽  
Injection Timing ◽  
Gasoline Engines ◽  
Port Fuel Injection ◽  
Spark Timing

Spark ignition direct injection (SIDI) gasoline engines, especially in downsized boosted engine platforms, are increasing their market share relative to port fuel injection (PFI) engines in U.S., European and Chinese vehicles due to better fuel economy by enabling higher compression ratios and higher specific power output. However, particulate matter (PM) emissions from engines are becoming a concern due to adverse human health and environment effects, and more stringent emission standards. To conduct a PM number and size comparison between SIDI and PFI systems, a 2.0 L boosted gasoline engine has been equipped and tested with both systems at different loads, air fuel ratios, spark timings, fuel pressures and injection timings for SIDI operation and loads, air fuel ratios and spark timings for PFI operation. Regardless of load, air fuel ratio, spark timing, fuel pressure, and injection timing, particle size distribution from SIDI and PFI is shown to be bimodal, exhibiting nucleation and accumulation mode particles. SIDI produces particle numbers that are an order of magnitude greater than PFI. Particle number can be reduced by retarding spark timing and operating the engine lean, both for SIDI and PFI operation. Increasing fuel injection pressure and optimizing injection timing with SIDI also reduces PM emissions. This study provides insight into the differences in PM emissions from boosted SIDI and PFI engines and an evaluation of PM reduction potential by varying engine operating parameters in boosted SIDI and PFI gasoline engines.

Particulate Matter Emission Comparison of Spark Ignition Direct Injection (SIDI) and Port Fuel Injection (PFI) Operation of a Boosted Gasoline Engine

2013 ◽  
Author(s):  
Jianye Su ◽  
Weiyang Lin ◽  
Jeff Sterniak ◽  
Min Xu ◽  
Stanislav V. Bohac
Keyword(s):  
Particulate Matter ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
Specific Power ◽  
Injection Timing ◽  
Gasoline Engines ◽  
Port Fuel Injection ◽  
Spark Timing

Spark ignition direct injection (SIDI) gasoline engines, especially in downsized boosted engine platforms, are increasing their market share relative to port fuel injection (PFI) engines in U.S., European and Chinese vehicles due to better fuel economy by enabling higher compression ratios and higher specific power output. However, particulate matter (PM) emissions from engines are becoming a concern due to adverse human health and environment effects, and more stringent emission standards. To conduct a PM number and size comparison between SIDI and PFI systems, a 2.0 L boosted gasoline engine has been equipped and tested with both systems at different loads, air fuel ratios, spark timings, fuel pressures and injection timings for SIDI operation and loads, air fuel ratios and spark timings for PFI operation. Regardless of load, air fuel ratio, spark timing, fuel pressure, and injection timing, particle size distribution from SIDI and PFI is shown to be bimodal, exhibiting nucleation and accumulation mode particles. SIDI produces particle numbers that are an order of magnitude greater than PFI. Particle number can be reduced by retarding spark timing and operating the engine lean, both for SIDI and PFI operation. Increasing fuel injection pressure and optimizing injection timing with SIDI also reduces PM emissions. This study provides insight into the differences in PM emissions from boosted SIDI and PFI engines and an evaluation of PM reduction potential by varying engine operating parameters in boosted SIDI and PFI gasoline engines.

Development and Validation of a Control-Oriented Model of a Spark-Ignition Direct-Injection Engine

2003 ◽  
Author(s):  
Byungho Lee ◽  
Yann Guezennec ◽  
Giorgio Rizzoni ◽  
Doug Trombley
Keyword(s):  
Control System ◽  
System Design ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
Control System Design ◽  
Gasoline Engines ◽  
Engine Model ◽  
Development And Validation

Due to the increasing demands on improved fuel economy and stringent government regulations on tailpipe emissions, many automotive industries and research institutes have been looking for alternative solutions, such as diesel engines, hybrid-electric vehicles, and fuel cell technologies, over conventional port fuel injection (PFI) gasoline engines to meet the demands. On the other hand, many people in the automotive community also realize that there are still a lot of room for improvements in gasoline engine technologies, such as utilizing direct injection and/or variable valve actuation. In order to fully realize the potential benefits of such advanced technologies in gasoline engines, a well-coordinated complex control system design is essential. This paper describes the development and validation of a control-oriented mean-value model for a spark-ignition direct-injection (SIDI) engine to assist and accelerate such coordinated control system design and calibration processes via use of an engine model. The performance and accuracy of the dynamic engine model are evaluated and validated against a set of data for an engine running on a transient driving cycle.

Effects of the injection timing on knock and combustion characteristics in dual-fuel dual-injection engines

2020 ◽  
Vol 234 (10-11) ◽  
pp. 2578-2591
Author(s):  
Jie Li ◽  
Changwen Liu ◽  
Rui Kang ◽  
Lei Zhou ◽  
Haiqiao Wei
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Engine Performance ◽  
Injection System ◽  
Dual Fuel ◽  
Injection Timing ◽  
Intensity Increase ◽  
Spark Plug ◽  
Spark Timing

To utilize ethanol fuel in spark ignition engines more efficiently and flexibly, a new ethanol/gasoline dual-direct injection concept in gasoline engine is proposed. Therefore, based on the dual-fuel dual-direct injection system, the effects of different injection timings and two injector positions on the characteristics of combustion were studied comprehensively, and the effects of different octane numbers and temperature stratifications on knock and combustion were explored. The results show that as for Position A (ethanol injecting toward spark plug), with the delay of injection timing, knock tendency and its intensity increase initially and then decrease due to the comprehensive effect of ethanol evaporation and fuel stratification; on the contrary, for Position B (ethanol injecting toward end-gas region), retarding the injection timing of ethanol can effectively reduce the knock propensity. As for the engine performance, a dual-direct injection performs best, especially the retarded injection timing of ethanol for Position A. It can be found that with the delay of the fuel injection timing, the torque first increases and then decreases. The brake-specific fuel consumption decreases initially and then increases at maximum brake torque spark timing.

scholarly journals Effect of Spark Ignition Timing and Water Injection Temperature on the Knock Combustion of a GDI Engine

Energies ◽  
2020 ◽  
Vol 13 (18) ◽  
pp. 4931
Author(s):  
Aqian Li ◽  
Zhaolei Zheng
Keyword(s):  
Water Distribution ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Water Injection ◽  
Spark Ignition ◽  
Monitoring Point ◽  
Gasoline Engines ◽  
Spark Timing ◽  
Injection Temperature ◽  
Injection Technology

A turbocharged downsizing spark ignition (SI) engine cooperating with an in-cylinder direct injection technology is one of the most effective ways to improve the power and economy of gasoline engines. However, engine knock has limited the application and development of the downsizing of gasoline engines. Water injection technology can effectively suppress the knock. In this study, a method of numerical simulation was used to explore the effect of the water injection temperature on the combustion and suppression of the knock. First of all, the knock of the gasoline engine was induced by advancing the spark timing. Then, when the other conditions were the same, different water injection temperatures were set. The results show that lowering the water injection temperature reduced the knock intensity in the cylinder, but increasing the water injection temperature made the water distribution more uniform, and the peak values of each monitoring point were more consistent. The circulating work power increased with the increase of the water injection temperature. For emissions, as the temperature of the water injection increased, the emissions of soot and unburned hydrocarbons (UHCs) decreased, and NOx slightly increased.

scholarly journals Investigation of transition between spark ignition and controlled auto-ignition combustion in a V6 direct-injection engine with cam profile switching

2008 ◽  
Vol 222 (10) ◽  
pp. 1911-1926 ◽  
Author(s):  
N Kalian ◽  
H Zhao ◽  
J Qiao
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
High Lift ◽  
Auto Ignition ◽  
Operating Region ◽  
Low Load ◽  
Cam Profile ◽  
Direct Fuel Injection

Controlled auto-ignition (CAI) combustion, also known as homogeneous charge compression ignition (HCCI), can be achieved by trapping residuals with early exhaust valve closure in a direct-fuel-injection in-cylinder four-stroke gasoline engine (through the employment of low-lift cam profiles). Because the operating region is limited to low-load and midload operation for CAI combustion with a low-lift cam profile, it is important to be able to operate spark ignition (SI) combustion at high loads with a normal cam profile. A 3.0l prototype engine was modified to achieve CAI combustion, using a cam profile switching mechanism that has the capability to switch between high- and low-lift cam profiles. A strategy was used where a high-lift profile could be used for SI combustion and a low-lift profile was used for CAI combustion. Initial analysis showed that for a transition from SI to CAI combustion, misfire occurred in the first CAI transitional cycle. Subsequent experiments showed that the throttle opening position and switching time could be controlled to avoid misfire. Further work investigated transitions at different loads and from CAI to SI combustion.

Two-Stroke Engine with Fuel Semi-Direct Injection Using FAI System

2011 ◽  
Vol 130-134 ◽  
pp. 796-799
Author(s):  
Ming Ming Wu ◽  
Yan Xiang Yang ◽  
Da Guang Xi ◽  
Ping Zhang ◽  
Zhong Guo Jin
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection System ◽  
Injection Timing ◽  
Fuel System ◽  
Power Performance ◽  
Fuel Injection Timing ◽  
Injection Quantity ◽  
Stroke Engine

This paper presents the feasibility of semi-direct injection on a 50cm3, two-stroke motorcycle gasoline engine, which is applied FAI semi-direct injection fuel system. The structure and fuel injection system is improved based on the original carburetor engine and the FAI injector is easily installed. The results of laboratory and drive test show that, compared with the original carburetor fuel system, through optimization calibration of fuel injection timing and injection quantity can improve power performance and fuel economy.

Analysis of cycle-by-cycle variation in a direct injection gasoline engine using a laser-induced fluorescence technique

2003 ◽  
Vol 4 (2) ◽  
pp. 143-153 ◽  
Author(s):  
T Fujikawa ◽  
Y Nomura ◽  
Y Hattori ◽  
T Kobayashi ◽  
M Kanda
Keyword(s):  
Gasoline Engine ◽  
Direct Injection ◽  
Mixture Distribution ◽  
Fuel Mixture ◽  
Laser Induced Fluorescence ◽  
Injection Timing ◽  
Indicated Mean Effective Pressure ◽  
Cycle Variation ◽  
Spark Timing ◽  
Direct Injection Gasoline Engine

To analyse the cycle-by-cycle variation of combustion in a direct injection gasoline engine equipped with a fan-shape spray nozzle and operated with exhaust gas recirculation (EGR), the fuel mixture distribution was measured at a time of spark and during the combustion period by the laser-induced fluorescence (LIF) technique. It was found that in the case of advanced or retarded injection timing, the initial combustion period tends to extend and the indicated mean effective pressure (i.m.e.p.) becomes low when lean mixtures appear at the spark position and at the spark timing. This suggests that the cycle-by-cycle variation of combustion under these conditions is dominated by the fuel concentration at the spark position and spark timing. In contrast to this, for the best injection timing, which allows the lowest cycle-by-cycle variation, the i.m.e.p. fluctuation is affected not by the initial combustion period but by the main combustion period. The observation of LIF images revealed that the i.m.e.p. fluctuation at this condition is strongly correlated to the unburned mixture quantity at the side area of the piston cavity during the latter half of the combustion period. It was shown by a computational fluid dynamics (CFD) calculation that the combination of a uniform spray pattern and a compact cavity shape is effective to reduce the over-lean mixture region in the edge of the piston cavity, which is responsible for the cycle-by-cycle variation of combustion at the condition of best-tuned injection timing.

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