Particle Number Emissions Reduction Using Multiple Injection Strategies in a Boosted Spark-Ignition Direct-Injection (SIDI) Gasoline Engine

2014 ◽  
Vol 8 (1) ◽  
pp. 20-29 ◽  
Author(s):  
Jianye Su ◽  
Min Xu ◽  
Peng Yin ◽  
Yi Gao ◽  
David Hung
Keyword(s):  
Particle Number ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Spark Ignition ◽  
Emissions Reduction ◽  
Multiple Injection ◽  
Injection Strategies

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.

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.

Influence of fuel injection strategies on efficiency and particulate emissions of gasoline and ethanol blends in a turbocharged multi-cylinder direct injection engine

2019 ◽  
Vol 22 (1) ◽  
pp. 152-164 ◽  
Author(s):  
Ripudaman Singh ◽  
Taehoon Han ◽  
Mohammad Fatouraie ◽  
Andrew Mansfield ◽  
Margaret Wooldridge ◽  
...  
Keyword(s):  
Thermal Efficiency ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Timing ◽  
Multiple Injection ◽  
Fuel Mass ◽  
Direct Injection Engine ◽  
Fuel Blends ◽  
Ethanol Blends ◽  
Injection Strategies

The effects of a broad range of fuel injection strategies on thermal efficiency and engine-out emissions (CO, total hydrocarbons, NOx and particulate number) were studied for gasoline and ethanol fuel blends. A state-of-the-art production multi-cylinder turbocharged gasoline direct injection engine equipped with piezoelectric injectors was used to study fuels and fueling strategies not previously considered in the literature. A large parametric space was considered including up to four fuel injection events with variable injection timing and variable fuel mass in each injection event. Fuel blends of E30 (30% by volume ethanol) and E85 (85% by volume ethanol) were compared with baseline E0 (reference grade gasoline). The engine was operated over a range of loads with intake manifold absolute pressure from 800 to 1200 mbar. A combined application of ethanol blends with a multiple injection strategy yielded considerable improvement in engine-out particulate and gaseous emissions while maintaining or slightly improving engine brake thermal efficiency. The weighted injection spread parameter defined in this study, combined with the weighted center of injection timing defined in the previous literature, was found well suited to characterize multiple injection strategies, including the effects of the number of injections, fuel mass in each injection and the dwell time between injections.

scholarly journals Numerical investigation of natural gas direct injection properties and mixture formation in a spark ignition engine

2014 ◽  
Vol 18 (1) ◽  
pp. 39-52
Author(s):  
Bijan Yadollahi ◽  
Masoud Boroomand
Keyword(s):  
Numerical Model ◽  
Natural Gas ◽  
Internal Combustion Engines ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Spark Ignition ◽  
Computational Effort ◽  
Spark Ignition Engine ◽  
Validity Of Results ◽  
Injection Process

In this study, a numerical model has been developed in AVL FIRE software to perform investigation of Direct Natural Gas Injection into the cylinder of Spark Ignition Internal Combustion Engines. In this regard two main parts have been taken into consideration, aiming to convert an MPFI gasoline engine to direct injection NG engine. In the first part of study multi-dimensional numerical simulation of transient injection process, mixing and flow field have been performed via three different validation cases in order to assure the numerical model validity of results. Adaption of such a modeling was found to be a challenging task because of required computational effort and numerical instabilities. In all cases present results were found to have excellent agreement with experimental and numerical results from literature. In the second part, using the moving mesh capability the validated model has been applied to methane Injection into the cylinder of a Direct Injection engine. Five different piston head shapes along with two injector types have been taken into consideration in investigations. A centrally mounted injector location has been adapted to all cases. The effects of injection parameters, combustion chamber geometry, injector type and engine RPM have been studied on mixing of air-fuel inside cylinder. Based on the results, suitable geometrical configuration for a NG DI Engine has been discussed.

The Impacts of Mid-Level Alcohol Content in Gasoline on SIDI Engine-Out and Tailpipe Emissions

2010 ◽  
Author(s):  
Xin He ◽  
John C. Ireland ◽  
Bradley T. Zigler ◽  
Matthew A. Ratcliff ◽  
Keith E. Knoll ◽  
...  
Keyword(s):  
Particle Number ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Engine Performance ◽  
The Other ◽  
General Motors ◽  
Oxides Of Nitrogen ◽  
Alcohol Content ◽  
Particle Sizer ◽  
Blended Fuels

The influences of ethanol and iso-butanol on gasoline engine performance, engine-out and tailpipe emissions were studied using a General Motors (GM) 2.0L turbocharged gasoline spark ignition direct injection (SIDI) engine. U.S. federal certification gasoline (E0), two ethanol-blended fuels (E10 and E20), and 11.7% iso-butanol blended fuels were tested. Fourier-Transform Infrared (FTIR) spectroscopy was used to measure non-regulated species including methane, ethylene, acetylene, formaldehyde, acetaldehyde, isobutylene, 1,3-butadiene, n-pentane, and iso-octane. A Fast Mobility Particle Sizer (FMPS) spectrometer was used to measure the particle number (PN) size distribution in the range from 5.6 to 560 nm. The regulated emissions total hydrocarbon (THC), carbon monoxide (CO), and oxides of nitrogen (NOx) were also measured. Both engine-out and tailpipe emissions results are presented as functions of alcohol content. In general, the alcohols tested reduced total PN emissions, with iso-butanol demonstrating the greatest reduction. Increasing ethanol content and iso-butanol increased formaldehyde emissions, with iso-butanol exhibiting the highest increase. Iso-butanol increased iso-butylene emission; however, it reduced emissions of 1,3-butadiene. Within the context of this study, the alcohols did not significantly change the other regulated emissions.

Effect of Conical Spray and Multi-Hole Spray on Gasoline Engine Mixture Formation and Combustion Performance Based on Different Injection Strategies

2020 ◽  
Vol 143 (6) ◽  
Author(s):  
Shengli Wei ◽  
Zhiqing Yu ◽  
Zhilei Song ◽  
Fan Yang ◽  
Chengcheng Wu
Keyword(s):  
Gasoline Engine ◽  
Direct Injection ◽  
Mixture Distribution ◽  
Gasoline Direct Injection ◽  
Injection Timing ◽  
Mixture Formation ◽  
Injection Strategy ◽  
Gdi Engine ◽  
The Difference ◽  
Injection Strategies

Abstract This article presents a numerical investigation carried out to determine the effects of second and third injection timing on combustion characteristics and mixture formation of a gasoline direct injection (GDI) engine by comparing conical spray against multihole spray. The results showed that at the engine 80% full load of 2000 r/min, the difference in mixture distribution between the two sprays was obvious with double and triple injection strategies. With the second injection timing from 140 deg CA delay to 170 deg CA, the in-cylinder pressure, the in-cylinder temperature, and the heat release rate of the conical spray increased by 20.8%, 9.8%, and 30.7% and that of the multihole spray decreased by 30.7%, 13.6%, and 37.8%. The delay of the injection time reduced the performance of the engine with the multihole spray, and the performance of the multihole spray was obviously in the simulation of the triple injection strategy. However, for the conical spray, the application of the triple injection strategy increased the temperature and the pressure compared with the double injection strategy.

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