Gasoline engines with direct injection � Cleanliness assessment of fuel injection equipment

2020 ◽  
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Injection Equipment ◽  
Gasoline Engines

Cavitation in Fuel Injection Systems for Spray-Guided Direct Injection Gasoline Engines

2007 ◽  
Author(s):  
D. Papoulias ◽  
E. Giannadakis ◽  
N. Mitroglou ◽  
M. Gavaises ◽  
A. Theodorakakos
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
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.

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.

607 Fuel injection system and mixture formation for direct injection gasoline engines

2001 ◽  
Vol 2001 (0) ◽  
pp. 149-150
Author(s):  
Yoko NAKAYAMA ◽  
Takuya SHIRAISHI ◽  
Toshiharu NOGI ◽  
Mamoru FUJIEDA
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Injection System ◽  
Fuel Injection System ◽  
Mixture Formation ◽  
Gasoline Engines

The Development of a Direct Injection Diesel Combustion System for Low Noise, Emissions and Mechanical Loading

1989 ◽  
Vol 203 (4) ◽  
pp. 255-266 ◽  
Author(s):  
P A H Jane ◽  
F Brear
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Cost Effective ◽  
Low Noise ◽  
Injection Timing ◽  
Fuel Quality ◽  
Combustion System ◽  
Combustion Chambers ◽  
Injection Equipment ◽  
History Of

In recent years the whole climate of diesel engine development has changed with the advent of noise and emissions legislation combined with the demand for higher specific output. The conventional direct injection combustion chambers that have been used in the 1 litre/cylinder class of engine now present difficulties to the engineer in meeting these increasingly stringent demands. The development history of a novel combustion system, ‘Quadram’, is presented, leading up to its introduction into quantity production. Emphasis has been placed on achieving the legislative targets while retaining cost effective fuel injection equipment, in an intensely competitive market complicated by worldwide fuel quality variations. The ‘Quadram’ system is shown to display the key feature of achieving optimum performance with retarded injection timing, without any compromise to engine durability.

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