Study on Fuel Economy and Exhaust Emission of Lean-Burn PFI Engines

2011 ◽  
Vol 130-134 ◽  
pp. 1749-1752
Author(s):  
Xing Bo Yuan ◽  
Zhi Jun Li ◽  
Shao Shu Chen ◽  
Ying Zhang
Keyword(s):  
Fuel Economy ◽  
Engine Speed ◽  
Gasoline Engine ◽  
Exhaust Emission ◽  
Lean Burn ◽  
Emission Level ◽  
Light Load ◽  
Advanced Technologies ◽  
Load Increase ◽  
Co Emission

Lean-burn engines operate at a very lean air-to-fuel (A/F) ratio under light-load and part-load regions, in order to analyze the effect of engine speed and load on the BSFC (Break Specific Fuel Consumption) and exhaust emission of Lean-burn engine, an experimental research was conducted on a 4 cylinder lean-burn gasoline engine using different A/F ratios. The results show that the CO emission level decrease significantly, HC emission level becomes lower at the same A/F ratio, while the NOx emission increases, hence, advanced technologies are needed to carry out the NOx storage and purge operations in the lean-burn engines. Additionally, the experiment also reveals that the BSFC becomes lower as the engine speed and load increase.

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.

Analysis of Catalytic Degradation Reaction Mechanism on Gasoline Engine Three-Way Catalysts

2014 ◽  
Vol 628 ◽  
pp. 249-252
Author(s):  
Jun Ji Li
Keyword(s):  
Fuel Economy ◽  
Gasoline Engine ◽  
Catalytic Converter ◽  
Exhaust Emission ◽  
Control Technology ◽  
Low Emission ◽  
First Choice ◽  
Purification System ◽  
Degradation Reaction ◽  
Organic Combination

The control of automobile exhaust emission has become one of the most important technologies for a modern vehicles. Catalytic conversion technology of three-way catalytic converter in the outer purification system is very mature and stable, which has been the first choice of exhaust emission control technology in China. The organic combination of the purification systems outside and inside machine can fully improve the performance and the fuel economy of vehicles on the basis of low emission levels.

scholarly journals Analisis emisi gas buang dan daya sepeda motor pada volume silinder diperkecil

2018 ◽  
Vol 8 (1) ◽  
Author(s):  
I Made Mara ◽  
I Made Adi Sayoga ◽  
IGNK Yudhyadi ◽  
I Made Nuarsa
Keyword(s):  
Data Analysis ◽  
Fuel Consumption ◽  
Co2 Emissions ◽  
Co2 Emission ◽  
Gasoline Engine ◽  
Exhaust Emissions ◽  
Exhaust Emission ◽  
Gas Analyzer ◽  
Hc Emissions ◽  
Co Emission

This research aims to determine the effect of variations diameter pistons on exhaust emissions and fuel consumption. This research used a gasoline engine single-cylinder four-stroke  with variations in cylinder volume 100 cc, 90 cc, 60 cc and engine rotation  1500 rpm, 2500 rpm, 3500 rpm, 4500 rpm, 6000 rpm. Data was collected in transmission N, 1, 2, 3, and 4 each of the three repetitions for each round engine rotation, using a gas analyzer 2400 ultra 4/5 IM Hanatech brand for exhaust emission of CO and HC. Based on data analysis, it can be concluded that with decreasing diameter of piston up to 60 cc can reduce exhaust emissions, especially CO, HC and fuel consumption. The highest HC exhaust emissions was in 100 cc cylinder volume that is equal to 514.33 ppm while the lowest HC emissions obtained in 60 cc cylinder volume at 49.67 ppm. The highest CO emission was obtained on 100 cc cylinder  by 4.64% volume, while the lowest CO emission was obtained on 60 cc cylinder by 0.31% volume. The highest CO2 emissions obtained in 60 cc cylinder amounted to 17.60% volume, while the lowest CO2 emission obtained at 100 cc cylinder  amounted to 8.37%  volume, and the highest fuel consumption obtained in 100 cc cylinder  at 0.65 kg/h, and the lowest fuel consumption obtained in 60 cc cylinder  by 0.06 kg/h.

A Study of Quasi-Homogeneous Lean Burn Gasoline Engine Performance Based on the Numerical Simulation

2013 ◽  
Vol 278-280 ◽  
pp. 174-177
Author(s):  
Wen Zhang ◽  
Zhi Jun Li ◽  
Chun Qia Liu ◽  
Ming Li ◽  
Qing Chang
Keyword(s):  
Gasoline Engine ◽  
Engine Performance ◽  
Emission Characteristic ◽  
Dimensional Model ◽  
Lean Burn ◽  
One Dimensional ◽  
Lean Combustion ◽  
Combustion Limit ◽  
The Relationship ◽  
Co Emission

A CA3GA2 lean combustion gasoline engine one dimensional model was built by AVL BOOST software. The relationship between air-to-fuel ratio (A/F) and emission characteristic and fuel economy was simulated. Simulation shows that: (1) CO emission decreases as the A/F ratio increases; (2) HC emission reaches its lowest point at A/F=16~18; (3) NOX emission reaches its highest point at A/F=16~18; (4) the engine lean combustion limit is A/F=22, the brake specific fuel consumption (BSFC) decreases as the A/F ratio increases within the lean combustion limit.

Hydrogen as a Fuel Supplement in a CNG Operated Vehicle Using a Simple Onboard Hydrogen Generation System

2003 ◽  
Author(s):  
Usman Asad ◽  
Mohammad A. Wattoo
Keyword(s):  
Natural Gas ◽  
Fuel Economy ◽  
Gasoline Engine ◽  
Hydrogen Generation ◽  
Tap Water ◽  
Hydrogen Gas ◽  
Generation System ◽  
Small Current ◽  
Light Load ◽  
Production Of Hydrogen

Natural gas operated gasoline engines achieve superior fuel economy on the expense of reduced engine power and increased emissions. One method of offsetting these disadvantages is by the addition of hydrogen gas up to 20% by volume to compressed natural gas (CNG) using the existing natural gas conversion systems. This offers major benefits in fuel economy, light load performance and lower emissions. The effect of supplementing CNG with hydrogen is studied along with the design of a simple hydrogen generation system for a 1.3 L bi-fuel engine. The Suzuki 1.3 L G13BA (SOHC) gasoline engine fitted with the Landi Renzo CNG pressure regulator, Type TN1 (Standard) has been used for experimentation. The system uses a small current for electrolysis of ordinary tap water for production of hydrogen. The light load performance is significantly enhanced and carbon monoxide and unburnt hydrocarbon emissions are reduced. Constraints on system design have been duly accounted for and the complete system is placed under the hood of the vehicle.

scholarly journals Analisis emisi gas buang dan daya sepeda motor pada volume silinder diperkecil

2018 ◽  
Vol 8 (1) ◽  
pp. 8
Author(s):  
I.M. Mara ◽  
I.M.A. Sayoga ◽  
I.G.N.K. Yudhyadi ◽  
I.M. Nuarsa
Keyword(s):  
Data Analysis ◽  
Fuel Consumption ◽  
Co2 Emissions ◽  
Co2 Emission ◽  
Gasoline Engine ◽  
Exhaust Emissions ◽  
Exhaust Emission ◽  
Gas Analyzer ◽  
Hc Emissions ◽  
Co Emission

This research aims to determine the effect of variations diameter pistons on exhaust emissions and fuel consumption. This research used a gasoline engine single-cylinder four-stroke  with variations in cylinder volume 100 cc, 90 cc, 60 cc and engine rotation  1500 rpm, 2500 rpm, 3500 rpm, 4500 rpm, 6000 rpm. Data was collected in transmission N, 1, 2, 3, and 4 each of the three repetitions for each round engine rotation, using a gas analyzer 2400 ultra 4/5 IM Hanatech brand for exhaust emission of CO and HC. Based on data analysis, it can be concluded that with decreasing diameter of piston up to 60 cc can reduce exhaust emissions, especially CO, HC and fuel consumption. The highest HC exhaust emissions was in 100 cc cylinder volume that is equal to 514.33 ppm while the lowest HC emissions obtained in 60 cc cylinder volume at 49.67 ppm. The highest CO emission was obtained on 100 cc cylinder  by 4.64% volume, while the lowest CO emission was obtained on 60 cc cylinder by 0.31% volume. The highest CO2 emissions obtained in 60 cc cylinder amounted to 17.60% volume, while the lowest CO2 emission obtained at 100 cc cylinder  amounted to 8.37%  volume, and the highest fuel consumption obtained in 100 cc cylinder  at 0.65 kg/h, and the lowest fuel consumption obtained in 60 cc cylinder  by 0.06 kg/h.

Research on NOx Emission Aftertreatment of Lean Burn Gasoline Engine Using Adsorber Reduction Catalyst

2007 ◽  
Author(s):  
Zhengmao Ye ◽  
Zhijun Li ◽  
Habib Mohamadian
Keyword(s):  
Engine Speed ◽  
Gasoline Engine ◽  
Operating Time ◽  
Nox Emission ◽  
Emission Characteristic ◽  
Lean Burn ◽  
Gasoline Engines ◽  
Wide Range ◽  
Nox Adsorber ◽  
Novel Catalyst

A novel catalyst converter system has been developed for NOx emission aftertreatment of lean burn gasoline engines. The goal is to investigate its impact on emission characteristic and Break Specific Fuel Consumption (BSFC) across a wide range of engine speed and load operating regions, subject to several arrangement schemes for this catalyst converter. It has been indicated from experimental results that the upstream placement of TWC (Three Way Catalyst) ahead of the NOx Adsorber Catalyst is the best solution, which gives rise to the highest converting efficiency to reduce the NOx emission level of the lean burn gasoline engine. The effects of engine speed on exhaust emissions and BSFC are also reflected by operating time of lean mode and rich mode as well as the time ratio between the two using adsorber-reduction catalyst converters. Engine load is in fact the major factor in affecting exhaust characteristics and BSFC of lean burn engines.

The Research of Lean Combustion Characteristic of Compound Injection System of Direct Injection Engine

2014 ◽  
Vol 532 ◽  
pp. 362-366 ◽  
Author(s):  
Jiang Feng Mou ◽  
Rui Qing Chen ◽  
Yi Wei Lu
Keyword(s):  
Gasoline Engine ◽  
Direct Injection ◽  
Injection System ◽  
Intake Manifold ◽  
Combustion Characteristic ◽  
Injection Timing ◽  
Mixed Gas ◽  
Lean Burn ◽  
Direct Injection Engine ◽  
Lean Combustion

This paper studies the lean burn limit characteristic of the compound injection system of the direct-injection gasoline engine. The low pressure nozzle on the intake manifold can achieve quality homogeneous lean mixture, and the direct injection in the cylinder can realized the dense mixture gas near the spark plug. By adjusting the two injection timing and injection quantity, and a strong intake tumble flow with special shaped combustion chamber, it can produces the reverse tumble to form different hierarchical levels of mixed gas in the cylinder. Experimental results show: the compound combustion system to the original direct-injection engine lean burn limit raise 1.8-2.5 AFR unit.

Economy and emission characteristics of the optimal dilution strategy in lean combustion based on GDI gasoline engine equipped with prechamber

2021 ◽  
Vol 13 (12) ◽  
pp. 168781402110381
Author(s):  
Li Wang ◽  
Zhaoming Huang ◽  
Wang Tao ◽  
Kai Shen ◽  
Weiguo Chen
Keyword(s):  
Fuel Economy ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Engine Performance ◽  
Gasoline Direct Injection ◽  
Dilution Ratio ◽  
Lean Combustion ◽  
Excess Air ◽  
Combustion Phase ◽  
Hc Emissions

EGR and excess-air dilution have been investigated in a 1.5 L four cylinders gasoline direct injection (GDI) turbocharged engine equipped with prechamber. The influences of the two different dilution technologies on the engine performance are explored. The results show that at 2400 rpm and 12 bar, EGR dilution can adopt more aggressive ignition advanced angle to achieve optimal combustion phasing. However, excess-air dilution has greater fuel economy than that of EGR dilution owing to larger in-cylinder polytropic exponent. As for prechamber, when dilution ratio is greater than 37.1%, the combustion phase is advanced, resulting in fuel economy improving. Meanwhile, only when the dilution ratio is under 36.2%, the HC emissions of excess-air dilution are lower than the original engine. With the increase of dilution ratio, the CO emissions decrease continuously. The NOX emissions of both dilution technologies are 11% of those of the original engine. Excess-air dilution has better fuel economy and very low CO emissions. EGR dilution can effectively reduce NOX emissions, but increase HC emissions. Compared with spark plug ignition, the pre chamber ignition has lower HC, CO emissions, and higher NO emissions. At part load, the pre-chamber ignition reduces NOX emissions to 49 ppm.

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