Studies of Spray Breakup and Mixture Stratification in a Gasoline Direct Injection Engine Using KIVA-3V

2000 ◽  
Vol 122 (3) ◽  
pp. 485-492 ◽  
Author(s):  
Dennis N. Assanis ◽  
Sang Jin Hong ◽  
Akihiro Nishimura ◽  
George Papageorgakis ◽  
Bruno Vanzieleghem
Keyword(s):  
Model Comparison ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Injection Timing ◽  
Hollow Cone ◽  
Qualitative And Quantitative ◽  
Gasoline Direct Injection Engine ◽  
Spark Plug ◽  
Optimization And Control ◽  
And Control

The Low Pressure spray Breakup (LPB) model of Papageorgakis and Assanis has been implemented in the multi-dimensional code KIVA-3V as an alternative to the standard Taylor Analogy Breakup (TAB) model. Comparison of spray predictions with measurements shows that the LPB model, in conjunction with the standard k-ε turbulence model, has the potential for simulating the evolution of hollow cone sprays with acceptable fidelity, both from qualitative and quantitative standpoints. After validating the LPB model, illustrative studies of mixture stratification are conducted for a Direct Injection Gasoline (DIG) combustion chamber resembling the Mitsubishi design. The effects of reverse tumble strength and injection timing on mixture quality in the vicinity of the spark plug are explored. Overall, the study demonstrates how the KIVA-3V code with the LPB model can contribute to the optimization and control of mixing in DIG engines. [S0742-4795(00)00303-3]

Combustion Ionization for Detection of Misfire, Knock, and Sporadic Preignition in a Gasoline Direct Injection Engine

2019 ◽  
Vol 141 (11) ◽  
Author(s):  
Samuel Ayad ◽  
Swapnil Sharma ◽  
Rohan Verma ◽  
Naeim Henein
Keyword(s):  
Pressure Transducer ◽  
Direct Injection ◽  
Operating Conditions ◽  
Gasoline Direct Injection ◽  
Ion Current ◽  
Fuel Injector ◽  
Direct Injection Engine ◽  
Gasoline Direct Injection Engine ◽  
Spark Plug ◽  
Knock Sensor

Detection of combustion-related phenomena such as misfire, knock, and sporadic preignition is very important for the development of electronic controls needed for the gasoline direct injection engines to meet the production goals in power, fuel economy, and low emissions. This paper applies several types of combustion ionization sensors, and a pressure transducer that directly senses the in-cylinder combustion, and the knock sensor which is an accelerometer that detects the impact of combustion on engine structure vibration. Experimental investigations were conducted on a turbocharged four-cylinder gasoline direct injection engine under operating conditions that produce the above phenomena. One of the cylinders is instrumented with a piezo quartz pressure transducer, MSFI (multi-sensing fuel injector), a stand-alone ion current probe, and a spark plug applied to act as an ion current sensor. A comparison is made between the capabilities of the pressure transducer, ion current sensors, and the knock sensor in detecting the above phenomena. The signals from in-cylinder combustion sensors give more accurate information about combustion than the knock sensor. As far as the feasibility and cost of their application in production vehicles, the spark plug sensor and MSFI appear to be the most favorable, followed by the stand-alone mounted sensor which is an addition to the engine.

Multi Sensing Fuel Injector in Turbocharged Gasoline Direct Injection Engines

2013 ◽  
Author(s):  
Fadi Estefanous ◽  
Shenouda Mekhael ◽  
Tamer Badawy ◽  
Naeim Henein ◽  
Akram Zahdeh
Keyword(s):  
Combustion Engine ◽  
Direct Injection ◽  
Electric Circuit ◽  
Life Time ◽  
Operating Conditions ◽  
Gasoline Direct Injection ◽  
Feedback Signal ◽  
Injection Timing ◽  
Fuel Injector ◽  
Spark Plug

With the increasingly stringent emissions and fuel economy standards, there is a need to develop new advanced in-cylinder sensing techniques to optimize the operation of internal combustion engine. In addition, reducing the number of on-board sensors needed for proper engine monitoring over the life time of the vehicle would reduce the cost and complexity of the electronic system. This paper presents a new technique to enable one engine component, the fuel injector, to perform multiple sensing tasks in addition to its primary task of delivering the fuel into the cylinder. The injector is instrumented within an electric circuit to produce a signal indicative of some injection and combustion parameters in electronically controlled spark ignition direct injection (SIDI) engines. The output of the multi sensing fuel injector (MSFI) system can be used as a feedback signal to the engine control unit (ECU) for injection timing control and diagnosis of the injection and combustion processes. A comparison between sensing capabilities of the multi-sensing fuel injector and the spark plug-ion sensor under different engine operating conditions is also included in this study. In addition, the combined use of the ion current signals produced by the MSFI and the spark plug for combustion sensing and control is demonstrated.

Multisensing Fuel Injector in Turbocharged Gasoline Direct Injection Engines

2014 ◽  
Vol 136 (11) ◽  
Author(s):  
Fadi Estefanous ◽  
Shenouda Mekhael ◽  
Tamer Badawy ◽  
Naeim Henein ◽  
Akram Zahdeh
Keyword(s):  
Combustion Engine ◽  
Direct Injection ◽  
Control Unit ◽  
Electric Circuit ◽  
Operating Conditions ◽  
Gasoline Direct Injection ◽  
Feedback Signal ◽  
Injection Timing ◽  
Fuel Injector ◽  
Spark Plug

With the increasingly stringent emissions and fuel economy standards, there is a need to develop new advanced in-cylinder sensing techniques to optimize the operation of the internal combustion engine. In addition, reducing the number of on-board sensors needed for proper engine monitoring over the lifetime of the vehicle would reduce the cost and complexity of the electronic system. This paper presents a new technique to enable one engine component, the fuel injector, to perform multiple sensing tasks in addition to its primary task of delivering the fuel into the cylinder. The injector is instrumented within an electric circuit to produce a signal indicative of some injection and combustion parameters in electronically controlled spark ignition direct injection (SIDI) engines. The output of the multisensing fuel injector (MSFI) system can be used as a feedback signal to the engine control unit (ECU) for injection timing control and diagnosis of the injection and combustion processes. A comparison between sensing capabilities of the multisensing fuel injector and the spark plug-ion sensor under different engine operating conditions is also included in this study. In addition, the combined use of the ion current signals produced by the MSFI and the spark plug for combustion sensing and control is demonstrated.

Combustion Ionization for Detection of Misfire, Knock, and Sporadic Pre-Ignition in a Gasoline Direct Injection Engine

2018 ◽  
Author(s):  
Samuel Ayad ◽  
Swapnil Sharma ◽  
Rohan Verma ◽  
Naeim Henein
Keyword(s):  
Pressure Transducer ◽  
Direct Injection ◽  
Operating Conditions ◽  
Gasoline Direct Injection ◽  
Ion Current ◽  
Fuel Injector ◽  
Direct Injection Engine ◽  
Gasoline Direct Injection Engine ◽  
Spark Plug ◽  
Knock Sensor

Detection of combustion related phenomena such as misfire, knock and sporadic preignition is very important for the development of electronic controls needed for the gasoline direct injection engines to meet the production goals in power, fuel economy, and low emissions. This paper applies several types of combustion ionization sensors, and a pressure transducer that directly sense the in-cylinder combustion, and the knock sensor which is an accelerometer that detects the impact of combustion on engine structure vibration. Experimental investigations were conducted on a turbocharged four cylinders gasoline direct injection engine under operating conditions that produce the above phenomena. One of the cylinders is instrumented with a Piezo quartz pressure transducer, MSFI (Multi sensing fuel injector), a standalone ion current probe, and a spark plug applied to act as an ion current sensor. A comparison is made between the capabilities of the pressure transducer, ion current sensors, and the knock sensor in detecting the above phenomena. The signals from in-cylinder combustion sensors give more accurate information about combustion than the knock sensor. As far as the feasibility and cost of their application in production vehicles the spark plug sensor and MSFI appear to be the most favorable, followed by the Standalone mounted sensor which is an addition to the engine.

Exploration of carbon deposit on spark plug of stratified charged gasoline direct injection engine

2018 ◽  
Vol 41 (9) ◽  
pp. 1049-1056
Author(s):  
B. Prem Anand ◽  
S. Prasanna Raj Yadav ◽  
S. R. Dhanadevi ◽  
P. Kanimozhi ◽  
T. Pavadharani
Keyword(s):  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Carbon Deposit ◽  
Direct Injection Engine ◽  
Gasoline Direct Injection Engine ◽  
Spark Plug

Analysis of the relationship between particle number and fuel cutoff in a single-cylinder gasoline direct injection engine

2020 ◽  
Vol 234 (13) ◽  
pp. 3001-3010
Author(s):  
Jingeun Song ◽  
Mingi Choi
Keyword(s):  
Particle Number ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Injection Timing ◽  
Cylinder Pressure ◽  
Engine Load ◽  
Direct Injection Engine ◽  
Single Cylinder ◽  
Gasoline Direct Injection Engine ◽  
Load Change

This study investigates the effects of fuel cutoff on particle number in a single-cylinder wall-guided gasoline direct injection engine. Various durations of fuel cutoff and change in load and engine stop were tested, and the in-cylinder pressure, particle number, and NO x emissions were measured. The change in in-cylinder temperature during combustion stop was calculated using the in-cylinder pressure and the ideal gas law. Experimental results showed that as the fuel cutoff duration increased, the particle number increased significantly when combustion resumed. For the injection timing before top dead center 330°, the particle number, which was 600 × 103 #/cm3 under the continuous combustion condition, increased to 6700 × 103 #/cm3 after 30 s of fuel cutoff. Both the fuel cutoff and engine stop showed enormous amount of particle number when combustion restarted. A major factor that increased particle number was the temperature reduction of piston during the combustion stop. The peak in-cylinder temperature decreased by 38 K during 30 s of motoring, which was induced by the temperature drop of the piston. Therefore, in terms of particulate emissions, it is more advantageous to lower the engine load than to stop combustion: the piston surface remains hot during load reduction. In addition, it is recommended to change the engine load slowly to reduce the particle number emissions. In this study, the rapid load change from indicated mean effective pressure of 0.25 to 0.55 MPa showed 7% higher particle number emissions than the gentle load change. On the contrary, NO x was reduced because none was generated during combustion stop. However, the fuel cutoff would increase NO x in gasoline vehicles because the oxygen in the unburned air would significantly reduce the conversion efficiency of a three-way catalytic converter. It is especially worth investigating the reason for the increase in emissions because it is easy to think that all kinds of emissions will be reduced if fuel is not burned.

Effect of Retarded Injection Timing on Knock Resistance and Cycle to Cycle Variation in Gasoline Direct Injection Engine

2018 ◽  
Vol 140 (7) ◽  
Author(s):  
Lei Zhou ◽  
Aifang Shao ◽  
Jianxiong Hua ◽  
Haiqiao Wei ◽  
Dengquan Feng
Keyword(s):  
Gasoline Engine ◽  
Direct Injection ◽  
High Energy ◽  
Gasoline Direct Injection ◽  
Injection Timing ◽  
Spark Ignition Engines ◽  
Compression Stroke ◽  
Gasoline Direct Injection Engine ◽  
Cycle Variation ◽  
Electrically Actuated

In spark ignition engines, gasoline direct injection (GDI) is surely the most attractive technology to achieve the demand of high energy efficiency by directly injecting fuel into combustion chamber. This work, as a preliminary study, investigates the effect of retarded injection timing on knock resistance and cycle-to-cycle variation in gasoline engine by experimental method. The retarded injection timing during compression stroke coupled with increased intake air temperature was employed to concentrate on suppressing knock occurrence with stable combustion. Based on the great advantage of injection timing retard on knock suppression, intake temperature was used in this work to reduce cycle-to-cycle variation. In addition, piezo-electrically actuated injector was employed. The results show that injection timing retard during compression stroke can significantly suppress the knock tendency, but combustion becomes unstable and cycle-to-cycle variation is larger than 10%. Thus, increasing intake temperature decreased the cycle-to-cycle variation but increased significantly the knock tendency, as expect. Meanwhile, rich fuel–air mixture in this work also had the same effect as intake temperature did. It can be concluded that retarded injection timing is of significant potential to suppress the knock in GDI engine, although the high intake temperature causes high probability of large knock occurrence. The percentages of knock at the spark timings of 24 °CA before top dead center (BTDC) and 26 °CA BTDC were significantly reduced from approximately 40% to 7% and from approximately 60% to 10%, respectively. Furthermore, the retarded injection timing not only reduced the probability of knock occurrence, but also decreased the knock intensity obviously.

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