Reduced Fuel Consumption Engine for a CO2 < 125 g/km Vehicle, Through Friction Losses Reduction and Combustion Optimization

2003 ◽  
Author(s):  
P. Gaudino ◽  
A. Accongiagioco ◽  
G. Formisano ◽  
G. Lucignano ◽  
F. Petraglia
Keyword(s):  
Fuel Consumption ◽  
Engine Speed ◽  
Real Life ◽  
Friction Reduction ◽  
Valve Train ◽  
Combustion Stability ◽  
Intake Manifold ◽  
Thermodynamic Efficiency ◽  
Load Range ◽  
Combustion Optimization

Friction reduction is a very challenging theme in research and development on reciprocating engines, and in particular on engines for passenger cars. The points for improvement are several: valve train and timing command, piston package, liners, crankshaft, ancillaries and related command, lubrication, cooling, and involve optimization of couplings, components design, materials, manufacturing technology, etc. This paper presents a comprehensive activity of engine development, which starts from considerations about the single contribution of each functional group of the engine on total friction, selects the fields of research where the most effective results can be expected, and concludes with results obtained on a Demonstration Vehicle. The fuel consumption reduction obtained is about 11% with respect to (w.r.t.) the reference vehicle in the NEDC, with better performance. No modifications in terms of drag force, weight and gearbox/tyre configuration have been made to the vehicle itself. The main themes of development have been: a new lightened valve train, also featuring “shimless” mechanical tappets; and a new piston package, which includes a piston with only two segments, a newly designed con-rod and a lightened piston pin . The range of FMEP reduction obtained is about 10–26% w.r.t. base engine over the whole engine speed and load map, with the strongest effect in the low speed and load range. Additionally, a new thermodynamic package has been developed, including a new intake manifold and combustion chamber, to improve engine performance at full load and to have a further reduction in BSFC at part load. Furthermore, combustion optimization allows for a synergic effect together with friction reduction at low engine speed and load, which reflects in real-life vehicle urban driving. In fact, lower friction reduces the indicated torque needed for a given mechanical torque. At low engine speed load, lower IMEP gives lower thermodynamic efficiency and higher combustion instability. A parallel improvement in combustion efficiency reduces this negative effect, giving a higher engine efficiency. Combustion optimization also led to a reduction in the engine speed at idle, due to the improved combustion stability. This gives an additional reduction of vehicle fuel consumption. Finally, functionality and durability of the new components have been tested and validated. In particular, the new two-segments pistons have been optimized for blow-by and oil consumption, obtaining results equal to or lower than the standard package. Both the piston package and the new lightened valve-train have been tested for durability with procedures usually required for production validation.

scholarly journals The effect of replacing standard carburetor with PE-28 carburetor on performance fuel consumption on 2006 Honda Tiger Revo

2021 ◽  
Vol 2 (3) ◽  
pp. 97-101
Author(s):  
I Nengah Ludra Antara ◽  
◽  
I Nyoman Sutarna ◽  
Ida Bagus Puspa Indra ◽  
◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Fuel Consumption ◽  
Engine Speed ◽  
Engine Performance ◽  
Maximum Power ◽  
Intake Manifold ◽  
Maximum Torque ◽  
Engine Cylinder ◽  
Power Testing

Carburetors are one of the important components on motorcycles, through modification of replacing Standard Carburetor with Racing Carburetor is one of the ways to improve engine performance. There are several types and sizes of PE, namely PE 24, PE 28, PE 38. PE 28 carburetor is often used on racing motorbikes, both Drag bikes and Roodrace bikes, where this carburetor is able to produce maximum engine performance. By testing the maximum power using a standard carburetor found at 7000 rpm engine speed, which is 11.3 HP, while the maximum power testing using a PE 28 carburetor is found at 7000 rpm engine speed, which is 11.7 HP. For testing the maximum torque using a standard carburetor found at 6000 rpm engine speed, which is 11.7 N.m, while the maximum torque testing using a PE 28 carburetor is found at 7000 rpm engine speed, which is 11.8 N.m. The use of PE 28 carburetor on a 4 stroke motorcycle greatly affects the amount of fuel consumption, it is because the PE 28 carburetor is a racing carburetor that is very suitable for those who want top speed. In addition, the advantage of the PE 28 carburetor is that it is able to improve engine performance because the type of carburetor is different from the standard and there are changes in the dimensions of the venturi hole and intake manifold, so that it can fog up more air and fuel to be brought into the combustion chamber or into the engine cylinder.

Automated Design of a Turbocharged, Fueled, Four-Stroke Engine for Minimum Fuel Consumption

1988 ◽  
Author(s):  
J. K. Woodard ◽  
G. E. Johnson ◽  
R. L. Lott
Keyword(s):  
Fuel Consumption ◽  
Fluid Model ◽  
Programming Algorithm ◽  
Intake Manifold ◽  
Optimization Strategy ◽  
Simulation Code ◽  
Operating Variables ◽  
Chamber Volume ◽  
Starting Point ◽  
Stroke Engine

Abstract The design of a turbocharged, gasoline fueled, four-stroke engine is considered with the goal of selecting design and operating variables to minimize fuel consumption. The development of the engine simulation code and the effect of model assumptions on the results are presented. The optimization includes constraints on detonation, exhaust emissions, and torque. Variables are bounded to assure the validity of the simulation. A number of observations about the interaction between the thermo-fluid model and the nonlinear programming algorithm are made and general strategies to enhance the optimization under such circumstances are discussed. The method is illustrated by exploring the design of a turbocharged Buick V-6 engine on an IBM PC/AT personal computer. Stock design variables, and operating variables that provided a design away from the constraints imposed by torque, emission, and detonation were chosen as the starting point for the optimization. Application of the optimization strategy resulted in an 18 percent reduction in predicted fuel consumption at 50 miles per hour. Significant specific recommendations included a reduction in combustion chamber volume, an increase in intake manifold pressure, an increase in intake duration, a decrease in exhaust duration, and relatively small changes in valve geometry. The paper clearly demonstrates that it is feasible to do relatively sophisticated engineering design and optimization on personal computers, and it sets the stage for further work in this area.

Evaluation of Spark Plug and Timing Configurations on the Fuel Consumption, Combustion Stability, and Emissions of a Large-Bore, Two-Stroke, Natural Gas Engine

2016 ◽  
Author(s):  
Derek Johnson ◽  
Marc Besch ◽  
Nathaniel Fowler ◽  
Robert Heltzel ◽  
April Covington
Keyword(s):  
Natural Gas ◽  
Fuel Consumption ◽  
Combustion Engine ◽  
Engine Performance ◽  
Combustion Stability ◽  
Oxides Of Nitrogen ◽  
Natural Gas Engines ◽  
Fuel Delivery ◽  
Spark Plug ◽  
Trade Offs

Emissions compliance is a driving factor for internal combustion engine research pertaining to both new and old technologies. New standards and compliance requirements for off-road spark ignited engines are currently under review and include greenhouse gases. To continue operation of legacy natural gas engines, research is required to increase or maintain engine efficiency, while reducing emissions of carbon monoxide, oxides of nitrogen, and volatile organic compounds such as formaldehyde. A variety of technologies can be found on legacy, large-bore natural gas engines that allow them to meet current emissions standards — these include exhaust after-treatment, advanced ignition technologies, and fuel delivery methods. The natural gas industry uses a variety of spark plugs and tuning methods to improve engine performance or decrease emissions of existing engines. The focus of this study was to examine the effects of various spark plug configurations along with spark timing to examine any potential benefits. Spark plugs with varied electrode diameter, number of ground electrodes, and heat ranges were evaluated against efficiency and exhaust emissions. Combustion analyses were also conducted to examine peak firing pressure, location of peak firing pressure, and indicated mean effective pressure. The test platform was an AJAX-E42 engine. The engine has a bore and stroke of 0.216 × 0.254 meters (m), respectively. The engine displacement was 9.29 liters (L) with a compression ratio of 6:1. The engine was modified to include electronic spark plug timing capabilities along with a mass flow controller to ensure accurate fuel delivery. Each spark plug configuration was examined at ignition timings of 17, 14, 11, 8, and 5 crank angle degrees before top dead center. The various configurations were examined to identify optimal conditions for each plug comparing trade-offs among brake specific fuel consumption, oxides of nitrogen, methane, formaldehyde, and combustion stability.

Performance Analysis and Improvement Approach of HEV Extended Expansion Gasoline Engine

2011 ◽  
Vol 317-319 ◽  
pp. 1999-2006
Author(s):  
Yu Wan ◽  
Ai Min Du ◽  
Da Shao ◽  
Guo Qiang Li
Keyword(s):  
Mathematical Model ◽  
Performance Analysis ◽  
Fuel Consumption ◽  
Economic Performance ◽  
Gasoline Engine ◽  
Engine Performance ◽  
Valve Train ◽  
Gasoline Engines ◽  
Simulation Results ◽  
Negative Impacts

According to the boost mathematical model verified by experiments, the valve train of traditional gasoline engine is optimized and improved to achieve extended expansion cycle. The simulation results of extended expansion gasoline engine shows that the extended expansion gasoline engine has a better economic performance, compared to traditional gasoline engines. The average brake special fuel consumption (BSFC) can reduce 22.78 g / kW•h by LIVC, but the negative impacts of extended expansion gasoline engine restrict the potential of extended expansion gasoline engine. This paper analyzes the extended expansion gasoline engine performance under the influence of LIVC, discusses the way to further improve extended expansion gasoline engine performance.

Effects of passive pre-chamber jet ignition on combustion and emission at gasoline engine

2021 ◽  
Vol 13 (12) ◽  
pp. 168781402110671
Author(s):  
Wei Duan ◽  
Zhaoming Huang ◽  
Hong Chen ◽  
Ping Tang ◽  
Li Wang ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Gasoline Engine ◽  
Combustion Process ◽  
Pressure Rise ◽  
Spark Ignition ◽  
Combustion Stability ◽  
Intake Valve ◽  
Part Load ◽  
Significant Difference ◽  
Valve Opening

Pre-chamber jet ignition is a promising way to improve fuel consumption of gasoline engine. A small volume passive pre-chamber was tested at a 1.5L turbocharged GDI engine. Combustion and emission characteristics of passive pre-chamber at low-speed WOT and part load were studied. Besides, the combustion stability of the passive pre-chamber at idle operation has also been studied. The results show that at 1500 r/min WOT, compared with the traditional spark ignition, the combustion phase of pre-chamber is advanced by 7.1°CA, the effective fuel consumption is reduced by 24 g/kW h, and the maximum pressure rise rate is increased by 0.09 MPa/°CA. The knock tendency can be relieved by pre-chamber ignition. At part load of 2000 r/min, pre-chamber ignition can enhance the combustion process and improve the combustion stability. The fuel consumption of pre-chamber ignition increases slightly at low load, but decreases significantly at high load. Compared with the traditional spark ignition, the NOx emissions of pre-chamber increase significantly, with a maximum increase of about 15%; the HC emissions decrease, and the highest decrease is about 36%. But there is no significant difference in CO emissions between pre-chamber ignition and spark plug ignition. The intake valve opening timing has a significant influence on the pre-chamber combustion stability at idle operation. With the delay of the pre-chamber intake valve opening timing, the CoV is reduced and can be kept within the CoV limit.

scholarly journals Environmental Strategies for Selecting Eco-Routing in a Small City

Atmosphere ◽  
2019 ◽  
Vol 10 (8) ◽  
pp. 448 ◽  
Author(s):  
Juan Francisco Coloma ◽  
Marta García ◽  
Yang Wang ◽  
Andrés Monzón
Keyword(s):  
Fuel Consumption ◽  
Real Life ◽  
Weather Conditions ◽  
Pollutant Emissions ◽  
Small City ◽  
Pollution Levels ◽  
Balanced Distribution ◽  
Reduce Emissions ◽  
Fuel Consumption And Emissions ◽  
The City

This research aims to find the most ecological itineraries for urban mobility in a small city (eco-routes), where distances are rather short, but car dependence is really high. A real life citywide survey was carried out in the city of Caceres (Spain) with almost 100,000 inhabitants. Research was done on alternating routes, traffic, times of day, and weather conditions. The output of the study was to assess fuel consumption, CO2, and regulated pollutant emissions for different type of vehicles, routes, and drivers. The results show that in the case studied, urban roads had fewer emissions (CO2 and pollutants) but there was an increase in the population affected by pollutants. On the contrary, bypasses reduced travel time and congestion but increased fuel consumption and emissions. Traffic conditions had a greater influence on fuel consumption in petrol vehicles than diesel ones. Therefore, there must be a balanced distribution of traffic in order to minimize congestion, and at the same time to reduce emissions and the number of people affected by harmful pollution levels. There should be a combination of regulatory measures in traffic policies in order to achieve that balance by controlling access to city centres, limiting parking spaces, pedestrianization, and lowering traffic speeds in sensitive areas.

scholarly journals Optimization of the Performance of Marine Diesel Engines to Minimize the Formation of SOx Emissions

2020 ◽  
Vol 19 (3) ◽  
pp. 473-484
Author(s):  
Mina Tadros ◽  
Manuel Ventura ◽  
C. Guedes Soares
Keyword(s):  
Fuel Consumption ◽  
Diesel Engines ◽  
Engine Speed ◽  
Exhaust Emissions ◽  
Polynomial Equations ◽  
Marine Fuel ◽  
Marine Engines ◽  
Marine Diesel ◽  
Marine Applications ◽  
Generate Polynomial

Abstract Optimization procedures are required to minimize the amount of fuel consumption and exhaust emissions from marine engines. This study discusses the procedures to optimize the performance of any marine engine implemented in a 0D/1D numerical model in order to achieve lower values of exhaust emissions. From that point, an extension of previous simulation researches is presented to calculate the amount of SOx emissions from two marine diesel engines along their load diagrams based on the percentage of sulfur in the marine fuel used. The variations of SOx emissions are computed in g/kW·h and in parts per million (ppm) as functions of the optimized parameters: brake specific fuel consumption and the amount of air-fuel ratio respectively. Then, a surrogate model-based response surface methodology is used to generate polynomial equations to estimate the amount of SOx emissions as functions of engine speed and load. These developed non-dimensional equations can be further used directly to assess the value of SOx emissions for different percentages of sulfur of the selected or similar engines to be used in different marine applications.

Tetrahedral Amorphous Carbon Coatings for Friction Reduction of the Valve Train in Internal Combustion Engines

2014 ◽  
Vol 16 (10) ◽  
pp. 1226-1233 ◽  
Author(s):  
Andreas Götze ◽  
Stefan Makowski ◽  
Tim Kunze ◽  
Matthias Hübner ◽  
Hans Zellbeck ◽  
...  
Keyword(s):  
Amorphous Carbon ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Friction Reduction ◽  
Valve Train ◽  
Combustion Engines ◽  
Carbon Coatings ◽  
Tetrahedral Amorphous Carbon ◽  
Amorphous Carbon Coatings

Renewable Fuel Performance in a Legacy Military Diesel Engine

2011 ◽  
Author(s):  
Leonard J. Hamilton ◽  
Sherry A. Williams ◽  
Richard A. Kamin ◽  
Matthew A. Carr ◽  
Patrick A. Caton ◽  
...  
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Vegetable Oil ◽  
Ignition Delay ◽  
Jet Fuel ◽  
Combustion Characteristics ◽  
Load Range ◽  
Engine Torque ◽  
Brake Torque ◽  
Renewable Fuel

A new Hydrotreated Vegetable Oil (HVO) from the camelina plant has been processed into a Hydrotreated Renewable Jet (HRJ) fuel. This HRJ fuel was tested in an extensively instrumented legacy military diesel engine along with conventional Navy jet fuel JP-5. Both fuels performed well across the speed-load range of this HMMWV engine. The high cetane value of the HRJ leads to modestly shorter ignition delay. The longer ignition delay of JP-5 delivers shorter overall combustion durations, with associated higher indicated engine torque levels. Both brake torque and brake fuel consumption are better with conventional JP-5 by up to ten percent, due to more ideal combustion characteristics.

The Friction Reduction With a New Two-Piece Spring Retainer Design and Light Weight Valve Train Components in SI Engines

2004 ◽  
Author(s):  
Thomas Brinkmann ◽  
Jens Gaertner ◽  
Klaus Gebauer
Keyword(s):  
Friction Reduction ◽  
Valve Train ◽  
Pollutant Emissions ◽  
Valve Lift ◽  
Lubricating Oil ◽  
Measurement Equipment ◽  
Light Weight ◽  
Valve Spring ◽  
Axial Forces ◽  
Train Of Four

The reduction of friction in the valve train of four-stroke combustion engines is a promising opportunity to decrease fuel consumption and to improve pollutant emissions. The possibilities are reviewed by comparing light weight and newly developed components. The friction in the valve train causes a loss from the BMEP by about 0.2 to 0.4 bar. To measure friction forces in this range requires constant and well maintained environmental conditions. The viscosity as well as the pressure and temperature of the lubricating oil have a big influence on the friction. Due to the valve spring forces a strong fluctuation of the cam torque appears. This makes it very demanding to set up the measurement equipment in a correct way. Measurement equipment which is able to gauge with sufficient accuracy may be overloaded by the effects caused by the spring forces. Based on this special care is necessary during the first ramp up of the cylinder head. It has to be modified to avoid overloading the measurement equipment. One possibility to achieve lower friction between the valve stem and the valve guide is the reduction of the lateral forces which are caused by the asymmetry of the valve spring. Using recently new developed components these detrimental forces within a valve train can be reduced which leads to lower friction losses. In addition the wear between the valve train components can be reduced. In detail this can be accomplished by using two-piece spring retainer which allows a tilted position of the spring end during the valve lift and by this only allow axial forces to act onto the valve. The friction in a valve train using a direct acting mechanical tappet is mainly caused by the sliding contact of the cam on the tappet face. To lower the friction in this area the spring forces have to be reduced. This requires valve train components with lower masses and weaker springs. Therefore valves, spring retainers and tappets made from light weight alloys where developed. The mass of these light weight components could be reduced by more than 50%. Detailed measurements are performed and the results will be presented. As a conclusion it can be seen, what light weight components in the valve train of four stroke engines can contribute to a torque reduction in innovative valve trains.

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