A New Method to Warm Up Lubricating Oil to Improve the Fuel Efficiency During Cold Start

2011 ◽  
Vol 4 (1) ◽  
pp. 175-187 ◽  
Author(s):  
Frank Will ◽  
Alberto Boretti
Keyword(s):  
Fuel Efficiency ◽  
Cold Start ◽  
New Method ◽  
Lubricating Oil ◽  
Warm Up

scholarly journals Combustion Analysis of a Diesel Engine during Warm up at Different Coolant and Lubricating Oil Temperatures

Energies ◽  
2020 ◽  
Vol 13 (15) ◽  
pp. 3931
Author(s):  
Faisal Lodi ◽  
Ali Zare ◽  
Priyanka Arora ◽  
Svetlana Stevanovic ◽  
Mohammad Jafari ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Peak Pressure ◽  
Cold Start ◽  
Lubricating Oil ◽  
Combustion Model ◽  
Injection Timing ◽  
Warm Up ◽  
Combustion Duration ◽  
Hot Start

A comprehensive analysis of combustion behaviour during cold, intermediately cold, warm and hot start stages of a diesel engine are presented. Experiments were conducted at 1500 rpm and 2000 rpm, and the discretisation of engine warm up into stages was facilitated by designing a custom drive cycle. Advanced injection timing, observed during the cold start period, led to longer ignition delay, shorter combustion duration, higher peak pressure and a higher peak apparent heat release rate (AHRR). The peak pressure was ~30% and 20% and the AHRR was ~2 to 5% and ±1% higher at 1500 rpm and 2000 rpm, respectively, during cold start, compared to the intermediate cold start. A retarded injection strategy during the intermediate cold start phase led to shorter ignition delay, longer combustion duration, lower peak pressure and lower peak AHRR. At 2000 rpm, an exceptional combustion behaviour led to a ~27% reduction in the AHRR at 25% load. Longer ignition delays and shorter combustion durations at 25% load were observed during the intermediately cold, warm and hot start segments. The mass fraction burned (MFB) was calculated using a single zone combustion model to analyse combustion parameters such as crank angle (CA) at 50% MFB, AHRR@CA50 and CA duration for 10–90% MFB.

scholarly journals Engine Performance and Emissions Analysis in a Cold, Intermediate and Hot Start Diesel Engine

2020 ◽  
Vol 10 (11) ◽  
pp. 3839 ◽  
Author(s):  
Faisal Lodi ◽  
Ali Zare ◽  
Priyanka Arora ◽  
Svetlana Stevanovic ◽  
Mohammad Jafari ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Cold Start ◽  
Lubricating Oil ◽  
Coolant Temperature ◽  
Effective Pressure ◽  
Warm Up ◽  
Hot Start ◽  
Depth Analysis ◽  
Performance And Emissions ◽  
The Impact

Presented in this paper is an in-depth analysis of the impact of engine start during various stages of engine warm up (cold, intermediate, and hot start stages) on the performance and emissions of a heavy-duty diesel engine. The experiments were performed at constant engine speeds of 1500 and 2000 rpm on a custom designed drive cycle. The intermediate start stage was found to be longer than the cold start stage. The oil warm up lagged the coolant warm up by approximately 10 °C. During the cold start stage, as the coolant temperature increased from ~25 to 60 °C, the brake specific fuel consumption (BSFC) decreased by approximately 2% to 10%. In the intermediate start stage, as the coolant temperature reached 70 °C and the injection retarded, the indicated mean effective pressure (IMEP) and the brake mean effective pressure (BMEP) decreased by approximately 2% to 3%, while the friction mean effective pressure (FMEP) decreased by approximately 60%. In this stage, the NOx emissions decreased by approximately 25% to 45%, while the HC emissions increased by approximately 12% to 18%. The normalised FMEP showed that higher energy losses at lower loads were most likely contributing to the heating of the lubricating oil.

A Method to Determine Fuel Transport Dynamics Model Parameters in Port Fuel Injected Gasoline Engines During Cold Start and Warm-Up Conditions

2010 ◽  
Vol 132 (7) ◽  
Author(s):  
M. Shahbakhti ◽  
M. Ghafuri ◽  
A. R. Aslani ◽  
A. Sahraeian ◽  
S. A. Jazayeri ◽  
...  
Keyword(s):  
Thermal Conditions ◽  
Cold Start ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
New Method ◽  
Intake Manifold ◽  
Dynamics Model ◽  
Fuel Film ◽  
Warm Up ◽  
Transport Dynamics

In order to meet stringent emission standards, it is essential to have a precise control of air-fuel ratio (AFR) under cold start and warm-up conditions. This requires an understanding of the fuel transport dynamics in the intake system during these conditions. This study centers on estimating the parameters of a fuel transport dynamics model during engine operation at different thermal conditions ranging from cold start to fully warmed-up conditions. A method of system identification based on perturbing fuel injection rate is used to find fuel dynamics parameters in a port fuel injected (PFI) spark ignition engine. Since there was no cold chamber available to prepare cold start conditions, a new method was utilized to simulate cold start conditions. The new method can be applied on PFI engines, which use closed valve injection timing. A four-cylinder PFI engine is tested for different thermal conditions from −15°C to 82°C at a range of engine speeds and intake manifold pressures. A good agreement is observed between simulated and experimental AFR for 52 different transient operating conditions presented in this study. Results indicate that both fuel film deposit factor (X) and fuel film evaporation time constant (τf) decrease with increasing coolant temperature or engine speed. In addition, an increase in the intake manifold pressure results in an increase in X while causes a decrease in τf.

scholarly journals CAR ZAZ-1102 IMPROVEMENT IN FUEL EFFICIENCY AND ENVIRONMENTAL PERFORMANCE IN WARM-UP PHASE AFTER ENGINE COLD START

2017 ◽  
Vol 1 (48) ◽  
pp. 19-25
Author(s):  
Yu. F. Gutarevich ◽  
D. M Trifonov ◽  
О. V. Syrota
Keyword(s):  
Environmental Performance ◽  
Low Temperatures ◽  
Energy Efficient ◽  
Fuel Efficiency ◽  
Cold Start ◽  
Road Transport ◽  
Mixture Formation ◽  
Warm Up ◽  
Harmful Substances ◽  
Emissions Of Harmful Substances

The article considers the question that relates to optimizing fuel consumption and reducing emissions of harmful substances in the exhaust gases of the vehicle in the following modes cold start of the engine with spark ignition and warm-up. To solve this problem device is proposed for increasing the temperature of the intake air at low temperatures, which will improve the mixture formation, gas exchange and better distribution of the fuel-air mixture in the engine cylinders. The use of this device is one of the promising directions of implementation of energy efficient technologies in road transport.

EGR cylinder deactivation strategy to accelerate the warm-up and restart processes in a Diesel engine operating at cold conditions

2021 ◽  
pp. 146808742110395
Author(s):  
José Galindo ◽  
Vicente Dolz ◽  
Javier Monsalve-Serrano ◽  
Miguel Angel Bernal Maldonado ◽  
Laurent Odillard
Keyword(s):  
Steady State ◽  
Diesel Engine ◽  
Internal Combustion Engines ◽  
Cold Start ◽  
Pollutant Emissions ◽  
Oxidation Catalyst ◽  
Maximum Efficiency ◽  
Warm Up ◽  
Cylinder Deactivation ◽  
The Impact

The aftertreatment systems used in internal combustion engines need high temperatures for reaching its maximum efficiency. By this reason, during the engine cold start period or engine restart operation, excessive pollutant emissions levels are emitted to the atmosphere. This paper evaluates the impact of using a new cylinder deactivation strategy on a Euro 6 turbocharged diesel engine running under cold conditions (−7°C) with the aim of improving the engine warm-up process. This strategy is evaluated in two parts. First, an experimental study is performed at 20°C to analyze the effect of the cylinder deactivation strategy at steady-state and during an engine cold start at 1500 rpm and constant load. In particular, the pumping losses, pollutant emissions levels and engine thermal efficiency are analyzed. In the second part, the engine behavior is analyzed at steady-state and transient conditions under very low ambient temperatures (−7°C). In these conditions, the results show an increase of the exhaust temperatures of around 100°C, which allows to reduce the diesel oxidation catalyst light-off by 250 s besides of reducing the engine warm-up process in approximately 120 s. This allows to reduce the CO and HC emissions by 70% and 50%, respectively, at the end of the test.

HiL-Calibration of SI Engine Cold Start and Warm-Up Using Neural Real-Time Model

2004 ◽  
Author(s):  
Thomas Winsel ◽  
Mohamed Ayeb ◽  
Heinz J. Theuerkauf ◽  
Stefan Pischinger ◽  
Christof Schernus ◽  
...  
Keyword(s):  
Real Time ◽  
Cold Start ◽  
Si Engine ◽  
Time Model ◽  
Warm Up

scholarly journals Cold-start NOx emissions: Diesel and waste lubricating oil as a fuel additive

Fuel ◽  
2021 ◽  
Vol 286 ◽  
pp. 119430
Author(s):  
Ali Zare ◽  
Timothy A. Bodisco ◽  
Mohammad Jafari ◽  
Puneet Verma ◽  
Liping Yang ◽  
...  
Keyword(s):  
Cold Start ◽  
Lubricating Oil ◽  
Fuel Additive ◽  
Nox Emissions

Effect of Fuel/Air Ratio Variations on Catalyst Performance and Hydrocarbon Emissions During Cold-Start and Warm-Up

1996 ◽  
Author(s):  
Michael C. Drake ◽  
Robert M. Sinkevitch ◽  
Ather A. Quader ◽  
Keith L. Olson ◽  
Thomas J. Chapaton
Keyword(s):  
Cold Start ◽  
Hydrocarbon Emissions ◽  
Warm Up
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