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.

Optimization of Mode Switching Timing Control for a Lean-Burn Gasoline Engine With a Prototype Passive SCR System

2018 ◽  
Author(s):  
Dakota Strange ◽  
Pingen Chen ◽  
Vitaly Y. Prikhodko ◽  
James E. Parks
Keyword(s):  
Gasoline Engine ◽  
Nox Reduction ◽  
Cost Effective ◽  
Nox Storage ◽  
Mode Switching ◽  
Timing Control ◽  
Lean Burn ◽  
Gasoline Engines ◽  
Effective Manner ◽  
Passive Scr

Passive selective catalytic reduction (SCR) has emerged as a promising NOx reduction technology for highly-efficient lean-burn gasoline engines to meet stringent NOx emission regulation in a cost-effective manner. In this study, a prototype passive SCR which includes an upstream three-way catalyst (TWC) with added NOx storage component, and a downstream urealess SCR catalyst, was investigated. Engine experiments were conducted to investigate and quantify the dynamic NOx storage/release behaviors as well as dynamic NH3 generation behavior on the new TWC with added NOx storage component. Then, the lean/rich mode-switching timing control was optimized to minimize the fuel penalty associated with passive SCR operation. Simulation results show that, compared to the baseline mode-switching timing control, the optimized control can reduce the passive SCR-related fuel penalty by 6.7%. Such an optimized mode-switching timing control strategy is rather instrumental in realizing significant fuel efficiency benefits for lean-burn gasoline engines coupled with cost-effective passive SCR systems.

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.

Effect of Engine Variables on Combustion Performance of Lean Burn Spark Ignition Engine: An Overview

2002 ◽  
Author(s):  
A. Manivannan ◽  
R. Ramprabhu
Keyword(s):  
Internal Combustion Engines ◽  
Flow Characteristics ◽  
Exhaust Emissions ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Combustion Stability ◽  
Combustion Engines ◽  
Si Engine ◽  
Lean Burn ◽  
Lean Combustion

In the development of internal combustion engines, there has been a continuous effort to reduce fuel consumption and exhaust emissions. Lean combustion is a preferred concept for reducing exhaust emissions for meeting stringent emission standards. However lean combustion is associated with increased cycle-by-cycle combustion variation due to combustion instability. The combustion stability under lean mixture conditions could be improved through enhancement of flow characteristics. Effect of engine variables on lean combustion of Spark Ignition (SI) engine is presented, including combustion chamber and inlet port configuration, and ignition system. Use of pre-chamber for lean combustion is one of the feasible method to achieve stable ignition and quick flame propagation. This paper highlights and compares status of various research works carried out in the area of lean burn engines. A critical analysis of reported experimental data is presented in order to substantiate use of lean combustion in SI engine.

Numerical Study of the Combustion Characteristics of a Diesel Micro Pilot Ignited DI Gasoline Engine With Turbocharging and Cooled EGR

2013 ◽  
Author(s):  
Yuhua (York) Zhu ◽  
Nameer Salman ◽  
Kevin Freeman ◽  
Ronald Reese ◽  
Zihan Wang ◽  
...  
Keyword(s):  
Gasoline Engine ◽  
Numerical Study ◽  
Direct Injection ◽  
Engine Performance ◽  
Combustion Characteristics ◽  
Significant Fraction ◽  
Combustion Stability ◽  
Ignition Source ◽  
Lean Burn ◽  
Load Range

Advanced technologies combining turbocharging, downsizing, direct injection, and cooled EGR are being intensively investigated in order to significantly improve the fuel economy of spark-ignition (SI) gasoline engines. To avoid the occurrence of knock and to improve the thermal efficiency, a significant fraction of EGR is often used. Due to the significant fraction of EGR, the ignition source needs to be enhanced to ensure high combustion stability. In addition to advanced spark-based solutions, diesel micro-pilot (DMP) technology has been proposed in recent years where the diesel fuel replaces the spark-plug as the ignition source. This paper studies the combustion characteristics of a diesel micro pilot ignited gasoline engine, employing direct injection of gasoline and diesel as well as turbocharging and cooled EGR. A multi-dimensional CFD code with a chemical kinetic calculation capability was extensively validated across the engine speed and load range in a previous study [1]. This paper explores the influence of a number of parameters on DMP combustion behavior, including: diesel pilot mass fraction, start of injection (SOI), DMP injection strategy, as well as EGR rate, air/fuel ratio, and DI gasoline/air mixture inhomogeneity. Besides, the comparison of DMP ignited combustion with traditional spark ignited combustion is also made in terms of EGR tolerance, lean burn limit, and DI gasoline air mixture inhomogeneity. Finally, numerical simulations aimed at optimizing both gasoline and diesel injection parameters, as well as EGR rate in order to enhance the engine performance in the DMP combustion mode, are discussed.

scholarly journals TO THE COMPARATIVE EVALUATION OF FUEL ECONOMY OF THE BTR-70 CAR WITH DIFFERENT TRANSMISSION

2021 ◽  
Vol 1 (50) ◽  
pp. 198-209
Author(s):  
Sakhno V ◽  
◽  
Dykich O ◽  
Keyword(s):  
Fuel Consumption ◽  
Fuel Economy ◽  
Comparative Evaluation ◽  
Gasoline Engine ◽  
Fuel Efficiency ◽  
Steady Motion ◽  
Gear Ratio ◽  
Operating Conditions ◽  
Engine Fuel ◽  
Gasoline Engines

The article considers the issue of choosing a gearbox for the modernization of the BTR-70 by replacing two gasoline engines with two diesels. The object of research is the fuel economy of the BTR-70 car with different gearboxes when replacing two gasoline engines with two diesels. The purpose of the work – to determine the type and gear ratio of the transmission, which provides the best fuel efficiency of the car. Research method - mathematical modeling. When replacing a gasoline engine with a diesel of a different power and a different speed range, it is necessary to determine the gear ratio so as to provide the car with the required level of speed properties in the specified operating conditions with minimal fuel consumption. Due to the fact that the modernization of the BTR-70 involves the replacement of the engine and transmission, the further search for the gearbox was carried out on the basis of analysis of existing structures by the maximum torque of the engine. A five-speed and eight-speed MAZ gearbox and a six-speed Mercedes-Benz G 85-6 / 6.7 gearbox were used for analysis. Taking into account the fact that at a given coefficient of drag  = 0.03 the car can move only in direct gear, then for all gearboxes the fuel characteristics of steady motion will be the same as the control fuel consumption, which was 30 l / 100 km. In terms of fuel consumption during the acceleration of the car and the average kilometer fuel consumption when driving on paved roads, preference should be given to a car with a Mercedes-Benz G 85-6 / 6,7 transmission and only when driving in difficult road conditions, preference should be given to the car with 8-speed MAZ-5335 transmission. KEY WORDS: CAR, ENGINE, FUEL ECONOMY, TRANSMISSION, GEAR RATING, SPEED, COMPARATIVE EVALUATION

scholarly journals Research on Metal Doped Zeolite as Catalyst to Reduce NOX Emission from Lean Burn Gasoline Engines

2019 ◽  
Vol 8 (5S3) ◽  
pp. 201-206 ◽  
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Catalytic Converter ◽  
Nox Emission ◽  
Gasoline Direct Injection ◽  
Oxidation Catalyst ◽  
Gas Temperature ◽  
Lean Burn ◽  
Exchange Method ◽  
Gasoline Engines

Lean burn gasoline direct injection (GDI) engines are the most preferred gasoline engines because of their low fuel consumption and high thermal efficiency. However, these engines produce exhaust gases that are particularly rich in oxygen and therefore the present three-way catalytic converter (TWC) is not suitable for converting the generated NOX emission into Nitrogen gases. In this present work, a new method of reducing Nitrogen Oxides emission in a gasoline engine is attempted by using an ordinary oxidation catalyst together with a deNOX(zeolite-based) catalyst. In this work, Na-form of ZSM-5 zeolite was used as a catalyst and cupric chloride (CuCl2) and ferric chloride (FeCl3) where used as transition metals. Cu-ZSM5 and Fe-ZSM5 catalyst were prepared separately in our laboratory. Na+ ion exchange method is used to prepare the catalyst. After that Cu-ZSM% and Fe- ZSM5 catalyst were washcoated separately onto the blank monoliths. Oxidation monoliths ( for oxidation of CO and HC into CO2 and H2O) were purchased directly from market. One oxidation monolith and one zeolite coated monolith were placed in a stainless steel container and canned with inlet and outlet cones ( forming catalytic convertor ). Experiments were conducted on a 2 cylinder Multi Point Port Fuel Injection engine along with a dynamometer. Exhaust emissions such as NOX, CO, HC, O2, CO2 were measured with AVL Di-gas-444 Analyzer. Exhaust gas temperature is measured with the use of a thermocouple. Firstly load tests (4, 7, 10, 13, and 16KW) were conducted on the engine without catalytic convertor was fixed close to the outlet pipe and the test were conducted again with same loading condition as mentioned above. Then by the same above procedure is followed to conduct test with Cu-ZSM5 and Fe-ZSM5 catalytic convertors. From the results it is observed that both Cu and Fe zeolite catalyst minimize emissions than the commercial catalytic converter.

scholarly journals Examination of Metal Doped Zeolite as Catalyst to Reduce NOX Emission from Lean Burn Gasoline Engines

2019 ◽  
Vol 9 (1S) ◽  
pp. 45-50
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Catalytic Converter ◽  
Nox Emission ◽  
Gasoline Direct Injection ◽  
Oxidation Catalyst ◽  
Gas Temperature ◽  
Lean Burn ◽  
Exchange Method ◽  
Gasoline Engines

Lean burn gasoline direct injection (GDI) engines are the most preferred gasoline engines because of their low fuel consumption and high thermal efficiency. However, these engines produce exhaust gases that are particularly rich in oxygen and therefore the present three-way catalytic converter (TWC) is not suitable for converting the generated NOX emission into Nitrogen gases. In this present work, a new method of reducing Nitrogen Oxides emission in a gasoline engine is attempted by using an ordinary oxidation catalyst together with a deNOX(zeolite-based) catalyst. In this work, Na-form of ZSM-5 zeolite was used as a catalyst and cupric chloride (CuCl2 ) and ferric chloride (FeCl3 ) where used as transition metals. Cu-ZSM5 and Fe-ZSM5 catalyst were prepared separately in our laboratory. Na+ ion exchange method is used to prepare the catalyst. After that Cu-ZSM% and Fe- ZSM5 catalyst were washcoated separately onto the blank monoliths. Oxidation monoliths ( for oxidation of CO and HC into CO2 and H2O) were purchased directly from market. One oxidation monolith and one zeolite coated monolith were placed in a stainless steel container and canned with inlet and outlet cones ( forming catalytic convertor ). Experiments were conducted on a 2 cylinder Multi Point Port Fuel Injection engine along with a dynamometer. Exhaust emissions such as NOX, CO, HC, O2 , CO2 were measured with AVL Di-gas-444 Analyzer. Exhaust gas temperature is measured with the use of a thermocouple. Firstly load tests (4, 7, 10, 13, and 16KW) were conducted on the engine without catalytic convertor was fixed close to the outlet pipe and the test were conducted again with same loading condition as mentioned above. Then by the same above procedure is followed to conduct test with Cu-ZSM5 and Fe-ZSM5 catalytic convertors. From the results it is observed that both Cu and Fe zeolite catalyst minimize emissions than the commercial catalytic converter.

Sign in / Sign up

Export Citation Format

Share Document