Low Pressure Cooled EGR for Improved Fuel Economy on a Turbocharged PFI Gasoline Engine

2014 ◽  
Author(s):  
Dongxian Song ◽  
Ning Jia ◽  
Xiangyang Guo ◽  
Xingxing Ma ◽  
Zhigang Ma ◽  
...  
Keyword(s):  
Fuel Economy ◽  
Gasoline Engine ◽  
Low Pressure

Comparison of Fuel Economy Improvement by High and Low Pressure EGR System on a Downsized Boosted Gasoline Engine

2017 ◽  
Author(s):  
Yuedong Chao ◽  
Haifeng Lu ◽  
Zongjie Hu ◽  
Jun Deng ◽  
Zhijun Wu ◽  
...  
Keyword(s):  
Fuel Economy ◽  
Gasoline Engine ◽  
Low Pressure ◽  
Fuel Economy Improvement

Tumble Flow Measurements Using Three Different Methods and Its Effects on Fuel Economy and Emissions

2006 ◽  
Author(s):  
Myoungjin Kim ◽  
Sihun Lee ◽  
Wootae Kim
Keyword(s):  
Fuel Economy ◽  
High Performance ◽  
Gasoline Engine ◽  
Exhaust Emissions ◽  
Combustion Stability ◽  
Lean Burn ◽  
Flow Measurements ◽  
Part Load ◽  
Gasoline Engines ◽  
Dynamometer Test

In-cylinder flows such as tumble and swirl have an important role on the engine combustion efficiencies and emission formations. In particular, the tumble flow, which is dominant in-cylinder flow in current high performance gasoline engines, has an important effect on the fuel consumptions and exhaust emissions under part load conditions. Therefore, it is important to know the effect of the tumble ratio on the part load performance and optimize the tumble ratio of a gasoline engine for better fuel economy and exhaust emissions. First step in optimizing a tumble flow is to measure a tumble ratio accurately. In this research the tumble flow was measured, compared and correlated using three different measurement methods: steady flow rig, 2-Dimensional PIV, and 3-Dimensional PTV. Engine dynamometer test was performed to find out the effect of the tumble ratio on the part load performance. Dynamometer test results of high tumble ratio engine showed faster combustion speed, retarded MBT timing, higher exhaust emissions, and a better lean burn combustion stability. Lean limit of the baseline engine was expanded from A/F=18:1 to A/F=21:1 by increasing a tumble ratio using MTV.

Economy and emission characteristics of the optimal dilution strategy in lean combustion based on GDI gasoline engine equipped with prechamber

2021 ◽  
Vol 13 (12) ◽  
pp. 168781402110381
Author(s):  
Li Wang ◽  
Zhaoming Huang ◽  
Wang Tao ◽  
Kai Shen ◽  
Weiguo Chen
Keyword(s):  
Fuel Economy ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Engine Performance ◽  
Gasoline Direct Injection ◽  
Dilution Ratio ◽  
Lean Combustion ◽  
Excess Air ◽  
Combustion Phase ◽  
Hc Emissions

EGR and excess-air dilution have been investigated in a 1.5 L four cylinders gasoline direct injection (GDI) turbocharged engine equipped with prechamber. The influences of the two different dilution technologies on the engine performance are explored. The results show that at 2400 rpm and 12 bar, EGR dilution can adopt more aggressive ignition advanced angle to achieve optimal combustion phasing. However, excess-air dilution has greater fuel economy than that of EGR dilution owing to larger in-cylinder polytropic exponent. As for prechamber, when dilution ratio is greater than 37.1%, the combustion phase is advanced, resulting in fuel economy improving. Meanwhile, only when the dilution ratio is under 36.2%, the HC emissions of excess-air dilution are lower than the original engine. With the increase of dilution ratio, the CO emissions decrease continuously. The NOX emissions of both dilution technologies are 11% of those of the original engine. Excess-air dilution has better fuel economy and very low CO emissions. EGR dilution can effectively reduce NOX emissions, but increase HC emissions. Compared with spark plug ignition, the pre chamber ignition has lower HC, CO emissions, and higher NO emissions. At part load, the pre-chamber ignition reduces NOX emissions to 49 ppm.

The effects of cylinder deactivation on the thermal behaviour and fuel economy of a three-cylinder direct injection spark ignition gasoline engine

2018 ◽  
Vol 233 (11) ◽  
pp. 2838-2849
Author(s):  
Michael McGhee ◽  
Ziman Wang ◽  
Alexander Bech ◽  
Paul J Shayler ◽  
Dennis Witt
Keyword(s):  
Fuel Economy ◽  
Gasoline Engine ◽  
Thermal State ◽  
Direct Injection ◽  
Spark Ignition ◽  
Combustion Efficiency ◽  
Spark Ignition Engine ◽  
Engine Fuel ◽  
Cylinder Deactivation ◽  
Direct Injection Spark Ignition

The changes in thermal state, emissions and fuel economy of a 1.0-L, three-cylinder direct injection spark ignition engine when a cylinder is deactivated have been explored experimentally. Cylinder deactivation improved engine fuel economy by up to 15% at light engine loads by reducing pumping work, raising indicated thermal efficiency and raising combustion efficiency. Penalties included an increase in NOx emissions and small increases in rubbing friction and gas work losses of the deactivated cylinder. The cyclic pressure variation in the deactivated cylinder falls rapidly after deactivation through blow-by and heat transfer losses. After around seven cycles, the motoring loss is ~2 J/cycle. Engine structural temperatures settle within an 8- to 13-s interval after a switch between two- and three-cylinder operation. Engine heat rejection to coolant is reduced by ~13% by deactivating a cylinder, extending coolant warm-up time to thermostat-opening by 102 s.

Development Concept for Non Conventional Hybrid Engine

2010 ◽  
Author(s):  
Harsh Purohit ◽  
Ankit Shah ◽  
Nishant Parekh ◽  
Akash Pandey
Keyword(s):  
Fuel Economy ◽  
Internal Combustion Engines ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Combustion Engines ◽  
Common People ◽  
Advantages And Disadvantages ◽  
Compact Size ◽  
Hybrid Engines ◽  
Variable Valve

Environmental issues and the need for environment-friendly transport have always been a priority for the world due to ever increasing demand of modes of transport. So developing quick and eco friendly vehicle is the trend as of now with most manufacturers globally. There are numerous ways in which manufacturers have tackled these issues. Some of the common approaches undertaken are refinements of existing internal combustion engines. Like developing technologies such as direct injection, VVT (variable valve time), VTEC (variable valve time electronic lift), VGT (variable geometry turbines), reducing engine friction and weight, cam less engines, micro hybrids, etc But the best/optimum compromise between eco friendliness and urge to develop more power with good fuel economy and reduced emission is best met by the development of hybrid engines. Thermal and electric engines both have advantages and disadvantages that are often complementary. Combustion engines offer better range, power and ‘lunge’, but give out exhaust gas, although the current Euro IV norm place strict limits on these. Electric engines are zero-emission and offer very quick pick-up from a stopped position, but the batteries have low range and limited speed. So this complementation of both power trains is exploited in hybrid engines. Now conventional hybrids have many disadvantages such as being bulky with additional weight of battery packs and motors and other auxiliary transmission components, complex and dangerous electric systems, etc. So it is proposed to develop a non conventional hybrid engine which produces power at par with the conventional one and releases emission which is compatible with the stringent emission norms set for the conventional hybrids with considerably lucrative fuel economy comparable with the currently available hybrids in market and yet overcome the drawbacks of the conventional hybrid engines. Also the compact size of the hybrid engine that we propose makes it quite viable to fitted in small vehicles (like bikes, compact cars, etc) which further makes it a more promising technology that can be made available to common people across the globe and there by lead to a better transportation system for people of all class and need. The conceptualization basically includes modification of an inline twin cylinder or a v-twin 4-stroke gasoline engine as a preliminary step towards achieving the above proposed objectives.

Development of ILSAC GF-5 0W-20 Fuel Economy Gasoline Engine Oil

2012 ◽  
Author(s):  
Kosuke Fujimoto ◽  
Minoru Yamashita ◽  
Toyoharu Kaneko ◽  
Satoshi Hirano ◽  
Yusuke Ito ◽  
...  
Keyword(s):  
Fuel Economy ◽  
Gasoline Engine ◽  
Engine Oil

Research on Variable Cylinders of the Tandem 4-Cylinder Gasoline Engine for Fuel Economy

2008 ◽  
Vol 20 (1) ◽  
pp. 75-81 ◽  
Author(s):  
Kouki Yamaji ◽  
◽  
Hirokazu Suzuki ◽  
Keyword(s):  
Fuel Consumption ◽  
Fuel Economy ◽  
Gasoline Engine ◽  
Combustion Engine ◽  
Electronic Control Unit ◽  
Control Unit ◽  
Engine Fuel ◽  
Electronic Control ◽  
The Difference ◽  
Predetermined Time

With progress in internal combustion engine fuel economy, variable cylinder systems have attracted attention. We measured fuel consumption in cylinder cutoff by stopping the injector alone, collected data changing the location and number of cutoff cylinders and when varying the cutoff cylinder, and compared the difference in fuel cost reduction. A transistor is inserted serially into the injector control circuit of the electronic control unit (ECU). By controlling the transistor via microcomputer, the injector is turned on or off independently from ECU control in obtain cylinder cutoff. The amount of fuel consumption is measured using enhancement mode of a failure diagnostic device based on the OBD II standard to collect injection time and rotational speed of the injector for a predetermined time and calculated based on this data. We confirmed that by stopping the injector alone, fuel consumption was reduced 6 to 22% and is reduced when the cutoff cylinder is varied.

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