scholarly journals An overview of particle number emission from direct injection SI engine in scope of new legislation rules

2015 ◽  
Vol 163 (4) ◽  
pp. 67-78
Author(s):  
Michał OLCZYK ◽  
Bartosz HEJNY ◽  
Piotr BIELACZYC
Keyword(s):  
Particulate Matter ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Particle Number ◽  
Direct Injection ◽  
Legal Regulations ◽  
Test Results ◽  
Si Engine ◽  
Gasoline Engines ◽  
Lower Fuel Consumption

The main advantages of using direct injection in an SI engine, such as lower fuel consumption and higher thermal efficiency, implicate a new problem concerning gasoline engines: the emission of particulate matter. The observed issue has been a significant direction of development of the contemporary DISI engine over the last decade. This paper contains an overview of the results of PN emission, which were obtained from experiments conducted at BOSMAL and from the literature. Current and future legal regulations regarding PN emissions were collated to the test results.

EFFECT OF CYLINDER DEACTIVATION STRATEGIES ON ENGINE PERFORMANCES USING ONE-DIMENSIONAL SIMULATION TECHNIQUE

2016 ◽  
Vol 78 (8-4) ◽  
Author(s):  
Izwan Hamid ◽  
Mohd Farid Muhamad Said ◽  
Shahril Nizam Mohamed Soid ◽  
Henry Nasution
Keyword(s):  
Fuel Consumption ◽  
Normal Mode ◽  
Thermal Efficiency ◽  
Direct Injection ◽  
Engine Performance ◽  
Valve Lift ◽  
Cylinder Deactivation ◽  
One Dimensional ◽  
Gasoline Engines ◽  
Engine Model

In order to meet consumer and legislation requirements, big investments on key technology strategies have been made to ensure fuel consumption is reduced. Recent technologies for gasoline engines are lean combustion technologies (including direct injection and homogenous charged compression ignition), optimizing intake and exhaust valve timing with valve lift and also cylinder deactivation system (CDA) have been practised to improve the engine efficiency. The purpose of this study is to investigate the engine behavior when running at different cylinder deactivation (CDA) strategies. One-dimensional engine model software called GT-Power is used to predict the engine performances. Five strategies were considered namely normal mode, spark plug off mode, cylinder deactivation mode, intake normal with exhaust off mode, and intake off with exhaust normal mode.  Engine performance outputs of each strategy are predicted and compared at BMEP of 3 bars with engine speed of 2500 rpm. Also, the effect of CDA strategies on in-cylinder pressure and pumping loss are performed. The study shows that all of these cylinder deactivation strategies are capable of reducing the pumping loss (PMEP) and fuel consumption, thus increasing the thermal efficiency of the engine. The results suggest that the most beneficial strategy for activating CDA is for the case whereby both the intake and exhaust valves are kept closed. This CDA mode capable of increasing brake thermal efficiency up to 22% at entire engine speeds operation. This strategy successfully reduced the BSFC. It was found that most of these cylinder deactivation strategies improve the engine performance during part load engine condition

Study of low load performance on a two-stroke direct injection spark ignition aero-piston engine fuelled with diesel

2020 ◽  
Vol ahead-of-print (ahead-of-print) ◽  
Author(s):  
Rui Liu ◽  
Haocheng Ji ◽  
Minxiang Wei
Keyword(s):  
Fuel Consumption ◽  
Direct Injection ◽  
Spark Ignition ◽  
Injection Timing ◽  
Ignition Energy ◽  
Power Performance ◽  
Si Engine ◽  
Content Type ◽  
Low Load ◽  
Load Conditions

Purpose The purpose of this paper is to investigate power performance, economy and hydrocarbons (HC)/carbon monoxide (CO) emissions of diesel fuel on a two-stoke direct injection (DI) spark ignition (SI) engine. Design/methodology/approach Experimental study was carried out on a two-stroke SI diesel-fuelled engine with air-assisted direct injection, whose power performance and HC/CO emissions characteristics under low-load conditions were analysed according to the effects of ignition energy, ignition advance angle (IAA), injection timing angle and excess-air-ratio. Findings The results indicate that, for the throttle position of 10%, a large IAA with adequate ignition energy effectively increases the power and decrease the HC emission. The optimal injection timing angle for power and fuel consumption is 60° crank angle (CA) before top dead centre (BTDC). Lean mixture improves the power performance with the HC/CO emissions greatly reduced. At the throttle position of 20%, the optimal IAA is 30°CA BTDC. The adequate ignition energy slightly improves the power output and greatly decreases HC/CO emissions. Advancing the injection timing improves the power and fuel consumption but should not exceed the exhaust port closing timing in case of scavenging losses. Burning stoichiometric mixture achieves maximum power, whereas burning lean mixture obviously reduces the fuel consumption and the HC/CO emissions. Practical implications Gasoline has a low flash point, a high-saturated vapour pressure and relatively high volatility, and it is a potential hazard near a naked flame at room temperature, which can create significant security risks for its storage, transport and use. The authors adopt a low volatility diesel fuel for all vehicles and equipment to minimise the number of different devices using various fuels and improve the potential military application safety. Originality/value Under low-load conditions, the two stroke port-injected SI engine performance of burning heavy fuels including diesel or kerosene was shown to be worse than those of gasoline. The authors have tried to use the DI method to improve the performance of the diesel-fuelled engine in starting and low-load conditions.

Electron microscopic characterization of soot particulate matter emitted by modern direct injection gasoline engines

2016 ◽  
Vol 166 ◽  
pp. 307-315 ◽  
Author(s):  
Anthi Liati ◽  
Daniel Schreiber ◽  
Panayotis Dimopoulos Eggenschwiler ◽  
Yadira Arroyo Rojas Dasilva ◽  
Alexander C. Spiteri
Keyword(s):  
Particulate Matter ◽  
Direct Injection ◽  
Electron Microscopic ◽  
Gasoline Engines

Factors Affecting Performance of Dual Fuel Compression Ignition Engines

2013 ◽  
Vol 388 ◽  
pp. 217-222
Author(s):  
Mohamed Mustafa Ali ◽  
Sabir Mohamed Salih
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection System ◽  
Dual Fuel ◽  
Injection Timing ◽  
Compression Ignition ◽  
Factors Affecting

Compression Ignition Diesel Engine use Diesel as conventional fuel. This has proven to be the most economical source of prime mover in medium and heavy duty loads for both stationary and mobile applications. Performance enhancements have been implemented to optimize fuel consumption and increase thermal efficiency as well as lowering exhaust emissions on these engines. Recently dual fueling of Diesel engines has been found one of the means to achieve these goals. Different types of fuels are tried to displace some of the diesel fuel consumption. This study is made to identify the most favorable conditions for dual fuel mode of operation using Diesel as main fuel and Gasoline as a combustion improver. A single cylinder naturally aspirated air cooled 0.4 liter direct injection diesel engine is used. Diesel is injected by the normal fuel injection system, while Gasoline is carbureted with air using a simple single jet carburetor mounted at the air intake. The engine has been operated at constant speed of 3000 rpm and the load was varied. Different Gasoline to air mixture strengths investigated, and diesel injection timing is also varied. The optimum setting of the engine has been defined which increased the thermal efficiency, reduced the NOx % and HC%.

Model-based computational intelligence multi-objective optimization for gasoline direct injection engine calibration

2018 ◽  
Vol 233 (6) ◽  
pp. 1391-1402 ◽  
Author(s):  
He Ma ◽  
Ziyang Li ◽  
Mohamad Tayarani ◽  
Guoxiang Lu ◽  
Hongming Xu ◽  
...  
Keyword(s):  
Particulate Matter ◽  
Fuel Consumption ◽  
Computational Intelligence ◽  
Direct Injection ◽  
Gasoline Direct Injection ◽  
Multi Objective Optimization ◽  
Direct Injection Engine ◽  
Engine Calibration ◽  
Gasoline Direct Injection Engine ◽  
Calibration Approach

For modern engines, the number of adjustable variables is increasing considerably. With an increase in the number of degrees of freedom and the consequent increase in the complexity of the calibration process, traditional design of experiments–based engine calibration methods are reaching their limits. As a result, an automated engine calibration approach is desired. In this paper, a model-based computational intelligence multi-objective optimization approach for gasoline direct injection engine calibration is developed, which can optimize the engine’s indicated specific fuel consumption, indicated specific particulate matter by mass, and indicated specific particulate matter by number simultaneously, by intelligently adjusting the engine actuators’ settings through Strength Pareto Evolutionary Algorithm 2. A mean-value model of gasoline direct injection engine is developed in the author’s earlier work and used to predict the performance of indicated specific fuel consumption, indicated specific particulate matter by mass, and indicated specific particulate matter by number with given value of intake valves opening timing, exhaust valves closing timing, spark timing, injection timing, and rail pressure. Then a co-simulation platform is established for the introduced intelligence engine calibration approach in the given engine operating condition. The co-simulation study and experimental validation results suggest that the developed intelligence calibration approach can find the optimal gasoline direct injection engine actuators’ settings with acceptable accuracy in much less time, compared to the traditional approach.

scholarly journals Performance and emissions of a single cylinder diesel engine operating with rapeseed oil and jp-8 fuel blends

2015 ◽  
Vol 162 (3) ◽  
pp. 13-18
Author(s):  
Gvidonas Labeckas ◽  
Irena Kanapkienė
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Rapeseed Oil ◽  
Jet Fuel ◽  
Brake Specific Fuel Consumption ◽  
Test Results ◽  
Brake Thermal Efficiency ◽  
Engine Load ◽  
Fuel Blends

The article presents experimental test results of a DI single-cylinder, air-cooled diesel engine FL 511 operating with the normal (class 2) diesel fuel (DF), rapeseed oil (RO) and its 10%, 20% and 30% (v/v) blends with aviation-turbine fuel JP-8 (NATO code F-34). The purpose of the research was to analyse the effects of using various rapeseed oil and jet fuel RO90, RO80 and RO70 blends on brake specific fuel consumption, brake thermal efficiency, emissions and smoke of the exhaust. The test results of engine operation with various rapeseed oil and jet fuel blends compared with the respective parameters obtained when operating with neat rapeseed oil and those a straight diesel develops at full (100%) engine load and maximum brake torque speed of 2000 rpm. The research results showed that jet fuel added to rapeseed oil allows to decrease the value of kinematic viscosity making such blends suitable for the diesel engines. Using of rapeseed oil and jet fuel blends proved themselves as an effective measure to maintain fuel-efficient performance of a DI diesel engine. The brake specific fuel consumption decreased by about 6.1% (313.4 g/kW·h) and brake thermal efficiency increase by nearly 1.0% (0.296) compared with the respective values a fully (100%) loaded engine fuelled with pure RO at the same test conditions. The maximum NOx emission was up to 13.7% higher, but the CO emissions and smoke opacity of the exhaust 50.0% and 3.4% lower, respectively, for the engine powered with biofuel blend RO70 compared with those values produced by the combustion of neat rapeseed oil at full (100%) engine load and speed of 2000 rpm.

scholarly journals A Study on the High Load Operation of a Natural Gas-Diesel Dual-Fuel Engine

2020 ◽  
Vol 6 ◽  
Author(s):  
Shouvik Dev ◽  
Hongsheng Guo ◽  
Brian Liko
Keyword(s):  
Particulate Matter ◽  
Natural Gas ◽  
Diesel Engines ◽  
Thermal Efficiency ◽  
Direct Injection ◽  
High Load ◽  
Dual Fuel ◽  
Nox Emissions ◽  
Brake Thermal Efficiency ◽  
Dual Fuel Engines

Diesel fueled compression ignition engines are widely used in power generation and freight transport owing to their high fuel conversion efficiency and ability to operate reliably for long periods of time at high loads. However, such engines generate significant amounts of carbon dioxide (CO2), nitrogen oxides (NOx), and particulate matter (PM) emissions. One solution to reduce the CO2 and particulate matter emissions of diesel engines while maintaining their efficiency and reliability is natural gas (NG)-diesel dual-fuel combustion. In addition to methane emissions, the temperatures of the diesel injector tip and exhaust gas can also be concerns for dual-fuel engines at medium and high load operating conditions. In this study, a single cylinder NG-diesel dual-fuel research engine is operated at two high load conditions (75% and 100% load). NG fraction and diesel direct injection (DI) timing are two of the simplest control parameters for optimization of diesel engines converted to dual-fuel engines. In addition to studying the combined impact of these parameters on combustion and emissions performance, another unique aspect of this research is the measurement of the diesel injector tip temperature which can predict potential coking issues in dual-fuel engines. Results show that increasing NG fraction and advancing diesel direct injection timing can increase the injector tip temperature. With increasing NG fraction, while the methane emissions increase, the equivalent CO2 emissions (cumulative greenhouse gas effect of CO2 and CH4) of the engine decrease. Increasing NG fraction also improves the brake thermal efficiency of the engine though NOx emissions increase. By optimizing the combustion phasing through control of the DI timing, brake thermal efficiencies of the order of ∼42% can be achieved. At high loads, advanced diesel DI timings typically correspond to the higher maximum cylinder pressure, maximum pressure rise rate, brake thermal efficiency and NOx emissions, and lower soot, CO, and CO2-equivalent emissions.

An electrostatic trap for control of ultrafine particle emissions from gasoline-engined vehicles

2005 ◽  
Vol 219 (4) ◽  
pp. 535-546 ◽  
Author(s):  
L Rubino ◽  
R I Crane ◽  
J S Shrimpton ◽  
C Arcoumanis
Keyword(s):  
Particle Number ◽  
Direct Injection ◽  
Electrical Power ◽  
Ultrafine Particle ◽  
Spark Ignition Engine ◽  
Urban Atmosphere ◽  
Power Requirement ◽  
Gasoline Engines ◽  
Trapping Performance ◽  
Electrostatic Trap

Health concerns over ultrafine (< 100 nm) particles in the urban atmosphere have focused attention on measurement and control of particle number as well as mass. Gasoline-engined as well as diesel-engined vehicles are likely to be within the scope of future particulate matter (PM) emission regulations. As a potential option for after-treatment of PM emissions from gasoline engines, the trapping performance of a catalysed wire-cylinder electrostatic trap has been investigated, first in a laboratory rig with simulated PM and then in the exhaust of a direct injection spark ignition engine. In the simulation experiments, the trap achieved capture efficiencies by total particle number exceeding 90 per cent at wire voltages of 7–10 kV, gas temperatures up to 400°C, and operating durations up to one hour, with no adverse effects from a catalyst coating on the collecting electrode. In the engine tests, at moderate speeds and loads, capture efficiency was 60–85 per cent in the homogeneous combustion mode and 50–60 per cent, of a much larger number of engine-out particles, in the stratified (overall-lean) mode. Gas residence time in the trap appeared to be a major factor in determining efficiency. The electrical power requirement and the effect on engine back-pressure were both minimal.

Particulate Matter Emission Comparison of Spark Ignition Direct Injection (SIDI) and Port Fuel Injection (PFI) Operation of a Boosted Gasoline Engine

2013 ◽  
Author(s):  
Jianye Su ◽  
Weiyang Lin ◽  
Jeff Sterniak ◽  
Min Xu ◽  
Stanislav V. Bohac
Keyword(s):  
Particulate Matter ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Spark Ignition ◽  
Specific Power ◽  
Injection Timing ◽  
Gasoline Engines ◽  
Port Fuel Injection ◽  
Spark Timing

Spark ignition direct injection (SIDI) gasoline engines, especially in downsized boosted engine platforms, are increasing their market share relative to port fuel injection (PFI) engines in U.S., European and Chinese vehicles due to better fuel economy by enabling higher compression ratios and higher specific power output. However, particulate matter (PM) emissions from engines are becoming a concern due to adverse human health and environment effects, and more stringent emission standards. To conduct a PM number and size comparison between SIDI and PFI systems, a 2.0 L boosted gasoline engine has been equipped and tested with both systems at different loads, air fuel ratios, spark timings, fuel pressures and injection timings for SIDI operation and loads, air fuel ratios and spark timings for PFI operation. Regardless of load, air fuel ratio, spark timing, fuel pressure, and injection timing, particle size distribution from SIDI and PFI is shown to be bimodal, exhibiting nucleation and accumulation mode particles. SIDI produces particle numbers that are an order of magnitude greater than PFI. Particle number can be reduced by retarding spark timing and operating the engine lean, both for SIDI and PFI operation. Increasing fuel injection pressure and optimizing injection timing with SIDI also reduces PM emissions. This study provides insight into the differences in PM emissions from boosted SIDI and PFI engines and an evaluation of PM reduction potential by varying engine operating parameters in boosted SIDI and PFI gasoline engines.

Effects of Ethanol-n butanol-diesel Oxygenated Fuel on Performance of Diesel Engine

2013 ◽  
Vol 860-863 ◽  
pp. 1766-1769
Author(s):  
Ming Wei Xiao ◽  
Jin'ge He
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Direct Injection ◽  
Brake Specific Fuel Consumption ◽  
Fuel Supply ◽  
Direct Injection Diesel Engine ◽  
Oxygenated Fuel ◽  
Performance And Emissions ◽  
Blend Fuel

The experiments of the economy performance and emissions of diesel engine fueled with ethanol-n butanol-diesel were performed on a dual-cylinder direct injection diesel engine. The results show that without modification on the engine, while the mixed proportion of ethanol getting larger, the equivalent brake specific fuel consumption decreases and effective thermal efficiency increases when the diesel engine work on medium and high loads condition, NOX emissions and smoke decreased obviously. But the smoke increased when the proportion of ethanol is 20%. And the results also indicate that it is beneficial for decreasing the smoke and NOX emissions to reduce suitably fuel supply advance angle when the diesel engine fueled with blend fuel mixed high proportion of ethanol.

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