Development of Gasoline Direct Injection Engine for Improving Brake Thermal Efficiency Over 44%

2020 ◽  
Vol 142 (10) ◽  
Author(s):  
Dongwon Jung ◽  
Byeongseok Lee ◽  
Jinwook Son ◽  
Soohyung Woo ◽  
Youngnam Kim
Keyword(s):  
Thermal Efficiency ◽  
Direct Injection ◽  
Stability Limit ◽  
Spark Ignition ◽  
Gasoline Direct Injection ◽  
Brake Thermal Efficiency ◽  
Gasoline Direct Injection Engine ◽  
Combustion Duration ◽  
Test Engine ◽  
Gas Recirculation

Abstract This study demonstrates the effects of technologies applied for the development of gasoline direct injection (GDI) engine for improving the brake thermal efficiency (BTE). The test engine has a relatively high stroke to bore ratio of 1.4 with a displacement of 2156 cm3. All experiments have been conducted for stoichiometric operation at 2000 RPM. First, since compression ratio (CR) is directly related to the thermal efficiency, four CR were explored for operation without exhaust gas recirculation (EGR). Then, for the same four CR, EGR was used to suppress the knock occurrence at high loads, and its effect on initial and main combustion duration was compared. Second, the shape of intake port was revised to increase tumble flow for reducing combustion duration, and extending EGR-stability limit further. Then, as an effective method to ensure stable combustion for EGR-diluted stoichiometric operation, the use of twin spark ignition (SI) system is examined by modifying both valve diameters of intake and exhaust, and its effect is compared against that of single spark ignition. In addition, the layout of twin spark ignition was also examined for the location of front-rear and intake-exhaust. To get the maximum BTE at high load, 12 V electronic super charger (eSC) was applied. Under the condition of using 12 V eSC, the effect of intake cam duration was identified by increasing from 260 deg to 280 deg. Finally, 48 V eSC was applied with the longer intake camshaft duration of 280 deg. As a result, the maximum BTE of 44% can be achieved for stoichiometric operation with EGR.

Development of GDI Engine for Improving Brake Thermal Efficiency Over 44%

2019 ◽  
Author(s):  
Dongwon Jung ◽  
Byeongseok Lee ◽  
Jinwook Son ◽  
Soohyung Woo ◽  
Youngnam Kim
Keyword(s):  
Compression Ratio ◽  
Thermal Efficiency ◽  
Direct Injection ◽  
Stability Limit ◽  
Spark Ignition ◽  
High Load ◽  
Gasoline Direct Injection ◽  
Brake Thermal Efficiency ◽  
Combustion Duration ◽  
Gdi Engine

Abstract This study demonstrates the effects of technologies applied for the development of a gasoline direct injection (GDI) engine for improving the brake thermal efficiency (BTE) over 44%. The GDI engine for the current study is an in-line four-cylinder engine with a displacement of 2156cm3, which has relatively high stroke to bore ratio of 1.4 (110mm stroke and 79mm bore). All experiments have been conducted using a gasoline having RON 92 for stoichiometric operation at 2000RPM. First, since compression ratio is directly related to the thermal efficiency, four compression ratios (14.3, 15.2, 15.8 and 17.2) were explored for operation without exhaust gas recirculation (EGR). Then, for the same four compression ratios, EGR was used to suppress the knock occurrence at high loads with high compression ratio (CR), and its effect on initial and main combustion duration was compared. Second, the shape of intake port was revised to increase tumble flow of in-cylinder charge for reducing combustion duration at low and high load, and extending EGR-stability limit further eventually. Then, as an effective method to ensure stable, complete and fast combustion for EGR-diluted stoichiometric operation, the use of twin spark ignition system is examined by modifying both valve diameter of intake and exhaust, and its effect is compared against that of single spark ignition. In addition, the layout of twin spark ignition was also examined for the location of Front-Rear and Intake-Exhaust. To get the maximum BTE at high load, 12V electronic super charger (eSC) was applied. Under the condition of using 12V eSC, the effect of intake cam duration was identified by increasing from 260deg to 280deg. Finally, 48V eSC was applied with the longer intake camshaft duration of 280deg. As a result, the maximum BTE of 44% can be achieved for stoichiometric operation with EGR.

Experimental Investigation of Water Injection Technique in Gasoline Direct Injection Engine

2017 ◽  
Author(s):  
Niranjan Miganakallu ◽  
Jeffrey D. Naber ◽  
Sandesh Rao ◽  
William Atkinson ◽  
Sam Barros
Keyword(s):  
Thermal Efficiency ◽  
Direct Injection ◽  
Water Injection ◽  
Load Condition ◽  
Gasoline Direct Injection ◽  
Injection Technique ◽  
Direct Injection Engine ◽  
Effect Of Water ◽  
Gasoline Direct Injection Engine ◽  
Combustion Knock

This paper experimentally investigates the effect of water injection in the intake manifold on a naturally aspirated, single cylinder, Gasoline Direct Injection engine to determine the combustion and emissions performance with combustion knock mitigation. The endeavor of the current study is to use water injection to attain the optimum combustion phasing without knocking. Further elevated intake air temperature tests were conducted to observe the effect of water injection with respect to combustion and emissions. Experiments were carried out at medium load condition (800 kPa NIMEP, 1500 RPM) at intake air temperatures between 30–90° C in 20° C increments. Two fuels, an 87 AKI and a 93 AKI were used in this study. Baseline tests were undertaken with the high-octane fuel (93 AKI) to achieve optimal combustion phasing corresponding to Maximum Brake Torque (MBT) without water injection. Water injection was utilized for the low octane fuel to achieve combustion phasing of 8–10° ATDC and within the controlled knock limit. Combustion phasing was achieved by controlling the ignition timing, water injection quantity and timing to the knock threshold. The results showed that water injection and the resultant charge cooling mitigates combustion knock and an optimum combustion phasing based on indicated fuel conversion efficiency is achieved with a water to fuel ratio of 0.6. Water injection reduces the NOx emissions while achieving better indicated thermal efficiency compared to the baseline tests. A detailed comparison is presented on the combustion phasing, indicated thermal efficiency, burn durations, HC, NOx and PN emissions in this paper.

scholarly journals Analysis of the Influence of CO2 Concentration on a Spark Ignition Engine Fueled with Biogas

2021 ◽  
Vol 11 (14) ◽  
pp. 6379
Author(s):  
Donatas Kriaučiūnas ◽  
Saugirdas Pukalskas ◽  
Alfredas Rimkus ◽  
Dalibor Barta
Keyword(s):  
Thermal Efficiency ◽  
Fossil Fuels ◽  
Biogas Production ◽  
Co2 Concentration ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Raw Material ◽  
Brake Thermal Efficiency ◽  
Spark Timing ◽  
Combustion Duration

Biogas is one of the alternative solutions that could reduce the usage of fossil fuels and production of greenhouse gas emissions, as biogas is considered as an alternative fuel with a short carbon cycle. During biogas production, organic matter is decomposed during an anaerobic digestion process. Biogas mainly consists of methane and carbon dioxide, of which the ratio varies depending on the raw material and parameters of the production process. Therefore, engine parameters should be adjusted in relationship with biogas composition. In this research, a spark ignition engine was tested for mixtures of biogas with 0 vol%, 20 vol%, 40 vol% and 50 vol% of CO2. In all experiments, two cases of spark timing (ST) were used; the first one is a constant spark timing (26 crank angle degrees (CAD) before top dead center (BTDC)) and the second one is an advanced spark timing (optimal for biogas mixture). Results show that increasing the CO2 concentration and using constant spark timing increases the mass burned fraction combustion duration by 90%, reduces the in-cylinder pressure and leads to a reduction in the brake thermal efficiency and nitrogen oxides emissions at all measurement points. However, the choice of optimal spark timing increases the brake thermal efficiency as well as hydrocarbon and CO2 emission.

On-board thermochemical energy recovery technology for low carbon clean gasoline direct injection engine powered vehicles

2017 ◽  
Vol 232 (8) ◽  
pp. 1079-1091 ◽  
Author(s):  
Daniel Fennell ◽  
Jose Martin Herreros Arellano ◽  
Athanasios Tsolakis ◽  
Miroslaw Wyszynski ◽  
Kirsty Cockle ◽  
...  
Keyword(s):  
Thermal Efficiency ◽  
Energy Recovery ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Exhaust Gas ◽  
Engine Fuel ◽  
Fuel Reforming ◽  
Gasoline Direct Injection Engine ◽  
Gas Fuel ◽  
Exhaust Energy

Exhaust gas fuel reforming is a catalytic process that reclaims exhaust energy from the high temperature engine exhaust stream to drive catalytic endothermic fuel reforming reactions; these convert hydrocarbon fuel to higher enthalpy hydrogen-rich gas known as reformate. This technique has the potential to improve the thermal efficiency of internal combustion engines, as well as to simultaneously reduce gaseous and particulate emissions. This study demonstrates a novel, prototype exhaust gas fuel reformer integrated with a modern, turbocharged, 4-cylinder gasoline direct injection engine and analyses the effects on engine performance, combustion characteristics and emissions. The results suggest that exhaust gas fuel reforming raises the engine fuel efficiency through a combination of: exhaust energy recovery; improved engine thermal efficiency; and enhanced combustion at highly dilute operation, which considerably reduces NOx emissions by up to 91% and improves engine fuel consumption by up to 8%. The presence of hydrogen and exhaust gas diluents in the combustion charge also reduces particle formation for lower total particulate matter emissions (up to 78% and 84% for number and mass, respectively).

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