Development of a High Turbulence, Low Particle Number, High Injection Pressure Gasoline Direct Injection Combustion System

2016 ◽  
Vol 9 (4) ◽  
pp. 2301-2311 ◽  
Author(s):  
Johann Peer ◽  
Fabian Backes ◽  
Henning Sauerland ◽  
Martin Härtl ◽  
Georg Wachtmeister
Keyword(s):  
Particle Number ◽  
Direct Injection ◽  
Injection Pressure ◽  
Gasoline Direct Injection ◽  
Combustion System ◽  
High Injection ◽  
High Injection Pressure ◽  
High Turbulence

Effect of ultra-high injection pressure up to 50 MPa on macroscopic spray characteristics of a multi-hole gasoline direct injection injector fueled with ethanol

2017 ◽  
Vol 232 (8) ◽  
pp. 1092-1104 ◽  
Author(s):  
Xiang Li ◽  
Yi-qiang Pei ◽  
Jing Qin ◽  
Dan Zhang ◽  
Kun Wang ◽  
...  
Keyword(s):  
High Speed ◽  
Direct Injection ◽  
Cone Angle ◽  
Injection Pressure ◽  
Fuel Mixture ◽  
Gasoline Direct Injection ◽  
Spray Characteristics ◽  
High Injection ◽  
High Injection Pressure ◽  
Wall Impingement

This research systematically studied the effect of injection pressure on macroscopic spray characteristics of a five-hole gasoline direct injection (GDI) injector fueled with ethanol, especially under ultra-high injection pressure up to 50 MPa. The front and side views of sprays were photographed by the schlieren method using a high-speed camera. Various parameters, including spray development stages, cone angle, penetration, area and irregular ratio, were fully analyzed to evaluate macroscopic characteristics of the whole spray and spray core with varying injection pressure. The results demonstrated that the effect of ultra-high injection pressure on macroscopic spray characteristics was significant. As injection pressure increased from 10 MPa to 50 MPa, the occurrence time of branch-like structure decreased; the cone angle increased little; the area increased significantly; the area ratio dropped by 6.4 and 5.8 percentage points on average for the front view and side view spray, respectively. There was a significant increase in the trend for penetration as the injection pressure rose from 10 MPa to 30 MPa. However, this trend became weak when the injection pressure further increased. The penetration ratio under ultra-high injection pressure was slightly higher than it was under 10 or 20 MPa. Ultra-high injection pressure would not obviously raise the possibility of spray/wall impingement, but led to the impingement quantity increasing to some extent. Increasing injection pressure could enhance the vortex scale, finally resulting in better air/fuel mixing quality. Ultra-high injection pressure was a potential way to improve air/fuel mixture homogeneity for a GDI injector fueled with ethanol.

scholarly journals Particulate emissions from a highly boosted gasoline direct injection engine

2017 ◽  
Vol 19 (3) ◽  
pp. 347-359 ◽  
Author(s):  
Felix Leach ◽  
Richard Stone ◽  
Dave Richardson ◽  
Andrew Lewis ◽  
Sam Akehurst ◽  
...  
Keyword(s):  
Particle Number ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Back Pressure ◽  
Gasoline Direct Injection ◽  
Exhaust Gas ◽  
Fuel Injection Pressure ◽  
Gas Recirculation ◽  
Operating Points

Downsized, highly boosted, gasoline direct injection engines are becoming the preferred gasoline engine technology to ensure that increasingly stringent fuel economy and emissions legislation are met. The Ultraboost project engine is a 2.0-L in-line four-cylinder prototype engine, designed to have the same performance as a 5.0-L V8 naturally aspirated engine but with reduced fuel consumption. It is important to examine particle number emissions from such extremely highly boosted engines to ensure that they are capable of meeting current and future emissions legislation. The effect of such high boosting on particle number emissions is reported in this article for a variety of operating points and engine operating parameters. The effect of engine load, air–fuel ratio, fuel injection pressure, fuel injection timing, ignition timing, inlet air temperature, exhaust gas recirculation level, and exhaust back pressure has been investigated. It is shown that particle number emissions increase with increase in cooled, external exhaust gas recirculation and engine load, and decrease with increase in fuel injection pressure and inlet air temperature. Particle number emissions are shown to fall with increased exhaust back pressure, a key parameter for highly boosted engines. The effects of these parameters on the particle size distributions from the engine have also been evaluated. Significant changes to the particle size spectrum emitted from the engine are seen depending on the engine operating point. Operating points with a bias towards very small particle sizes were noted.

scholarly journals Experimental investigation on lubricity of 2,5-dimethylfuran blends

2012 ◽  
Vol 148 (1) ◽  
pp. 2-10
Author(s):  
Farshad ESLAMI ◽  
Miroslaw WYSZYNSKI ◽  
Athanasios TSOLASKIS ◽  
Hongming XU ◽  
Shahrouz NOROUZI ◽  
...  
Keyword(s):  
Alternative Fuels ◽  
Direct Injection ◽  
Injection Pressure ◽  
Spark Ignition Engines ◽  
Test Rig ◽  
High Injection ◽  
High Injection Pressure ◽  
Ethanol Blends ◽  
Fuel Lubricity

Spark ignition engines fuelled with alternative fuels are the topic of many studies. As alternatives for gasoline, ethanol and recently 2,5-dimethylfuran (DMF) have been investigated for their different properties. Lubricity analysis of fuels in fuel systems is vital because of the lubricating role of fuel. Lubricity of gasoline and its alternatives became important since introduction of direct-injection gasoline fuel pump with high injection pressure becoming closer to diesel pumps. Therefore, this work examines the lubricity properties of gasoline and its blends with alternative fuels using a HFRR lubricity test rig. Results showed that DMF as an additive to gasoline improved the lubricity of blend; this effect was increasing with the percentage of DMF. These results can be compared with DMF-ethanol blends which displayed the same pattern but with lower enhancing role of DMF. The DMF fuel was kept in storage for seven months and then the same experiments were repeated (DMF Ageing). Smaller wear scar and better lubricity effects were achieved by using the aged DMF. These results highlight the potential of DMF to become an additive for gasoline and its alternatives.

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