Experimental and Study of an Direct-Injection, Single Fuel CNG Engine

2011 ◽  
Vol 225-226 ◽  
pp. 207-211
Author(s):  
Hui Guo ◽  
Zhen Dong Zhang ◽  
Cong Bo Yin ◽  
Yue Dong Sun
Keyword(s):  
Oxygen Sensor ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Electrical Energy ◽  
High Energy ◽  
Injection System ◽  
Exhaust Emission ◽  
Single Chip ◽  
Mixture Ratio ◽  
Cng Engine

In this paper, a single fuel in-cylinder, direct injection compressed natural gas (CNG) engine was presented, which was modified form a 175F gasoline engine, with the 80C196KC single chip microprocessor as the controller. The structure and function of the CNG engine control system, the drive circuits of the injection system, matching its parameters and establishing the control algorithms are introduced. An oxygen sensor was used to adjust the mixture ratio to restore the engine power and reduced the exhaust emission; peak-holding drive circuit of injector was applied to improve its responsibility and spare more electrical energy; high energy ignition system was designed to produce and distribute high enough energy. The result of experimental shows that the power of CNG engine is no lower than 95% of the power of gasoline engien in the most conditions. The exhaust emissions of HC and CO are obviously reduced, compared with the gasoline engine.

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.

Two-Stroke Engine with Fuel Semi-Direct Injection Using FAI System

2011 ◽  
Vol 130-134 ◽  
pp. 796-799
Author(s):  
Ming Ming Wu ◽  
Yan Xiang Yang ◽  
Da Guang Xi ◽  
Ping Zhang ◽  
Zhong Guo Jin
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Injection System ◽  
Injection Timing ◽  
Fuel System ◽  
Power Performance ◽  
Fuel Injection Timing ◽  
Injection Quantity ◽  
Stroke Engine

This paper presents the feasibility of semi-direct injection on a 50cm3, two-stroke motorcycle gasoline engine, which is applied FAI semi-direct injection fuel system. The structure and fuel injection system is improved based on the original carburetor engine and the FAI injector is easily installed. The results of laboratory and drive test show that, compared with the original carburetor fuel system, through optimization calibration of fuel injection timing and injection quantity can improve power performance and fuel economy.

scholarly journals Experimental investigation of an improved exhaust recovery system for liquid petroleum gas fueled spark ignition engine

2015 ◽  
Vol 19 (6) ◽  
pp. 2049-2064 ◽  
Author(s):  
Habib Gürbüz ◽  
Hüsameddin Akçay
Keyword(s):  
Waste Heat ◽  
Engine Performance ◽  
Electrical Energy ◽  
Spark Ignition Engine ◽  
Exhaust Emission ◽  
Si Engine ◽  
Mixture Ratio ◽  
Liquid Petroleum Gas ◽  
Recovery System ◽  
Engine Coolant

In this study, we have investigated the recovery of energy lost as waste heat from exhaust gas and engine coolant, using an improved thermoelectric generator (TEG) in a LPG fueled SI engine. For this purpose, we have designed and manufactured a 5-layer heat exchanger from aluminum sheet. Electrical energy generated by the TEG was then used to produce hydrogen in a PEM water electrolyzer. The experiment was conducted at a stoichiometric mixture ratio, 1/2 throttle position and six different engine speeds at 1800-4000 rpm. The results of this study show that the configuration of 5-layer counterflow produce a higher TEG output power than 5-layer parallel flow and 3-layer counterflow. The TEG produced a maximum power of 63.18 W when used in a 5-layer counter flow configuration. This resulted in an improved engine performance, reduced exhaust emission as well as an increased engine speed when LPG fueled SI engine is enriched with hydrogen produced by the PEM electrolyser supported by TEG. Also, the need to use an extra evaporator for the LPG fueled SI engine is eliminated as LPG heat exchangers are added to the fuel line. It can be concluded that an improved exhaust recovery system for automobiles can be developed by incorporating a PEM electrolyser, however at the expense of increasing costs.

Experimental investigation of the effects of various factors on the emission characteristics of low-emission natural gas vehicles

2005 ◽  
Vol 219 (6) ◽  
pp. 825-831 ◽  
Author(s):  
C Jang ◽  
J Lee
Keyword(s):  
Natural Gas ◽  
Oxygen Sensor ◽  
Gasoline Engine ◽  
Catalytic Converter ◽  
Electronic Control Unit ◽  
Exhaust System ◽  
Injection System ◽  
Emission Characteristics ◽  
Low Emission ◽  
Natural Gas Vehicles

The aim of this study was to investigate the effects of various factors on the emission characteristics of dedicated natural gas vehicles (NGVs). A conventional light-duty gasoline engine was modified to run on natural gas (NG) by a gas injection system. Experiments were mainly conducted on the optimization of an oxygen sensor, a catalytic converter, and an electronic control unit (ECU) control strategy affecting the emission characteristics of NGVs. Also presented are the emission results of the NGV as a low-emission vehicle by evaluating non-methane organic gases (NMOG). The experimental results present the optimization of the fuel control and exhaust system in NGV that is needed to meet the more stringent emission regulations. It is also suggested that non-methane hydrocarbons (NMHC) constitute about 95 per cent of NMOG, and light-end HCs (C2-C5) account for 91 per cent of total NMOG emissions.

Effects of the injection timing on knock and combustion characteristics in dual-fuel dual-injection engines

2020 ◽  
Vol 234 (10-11) ◽  
pp. 2578-2591
Author(s):  
Jie Li ◽  
Changwen Liu ◽  
Rui Kang ◽  
Lei Zhou ◽  
Haiqiao Wei
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Engine Performance ◽  
Injection System ◽  
Dual Fuel ◽  
Injection Timing ◽  
Intensity Increase ◽  
Spark Plug ◽  
Spark Timing

To utilize ethanol fuel in spark ignition engines more efficiently and flexibly, a new ethanol/gasoline dual-direct injection concept in gasoline engine is proposed. Therefore, based on the dual-fuel dual-direct injection system, the effects of different injection timings and two injector positions on the characteristics of combustion were studied comprehensively, and the effects of different octane numbers and temperature stratifications on knock and combustion were explored. The results show that as for Position A (ethanol injecting toward spark plug), with the delay of injection timing, knock tendency and its intensity increase initially and then decrease due to the comprehensive effect of ethanol evaporation and fuel stratification; on the contrary, for Position B (ethanol injecting toward end-gas region), retarding the injection timing of ethanol can effectively reduce the knock propensity. As for the engine performance, a dual-direct injection performs best, especially the retarded injection timing of ethanol for Position A. It can be found that with the delay of the fuel injection timing, the torque first increases and then decreases. The brake-specific fuel consumption decreases initially and then increases at maximum brake torque spark timing.

Beneficial Use of Water Hammer in a Gasoline Direct Injection System

2003 ◽  
Author(s):  
C. M. Bartolini ◽  
F. Caresana ◽  
L. Pelagalli
Keyword(s):  
Internal Combustion Engines ◽  
Ad Hoc ◽  
Gasoline Engine ◽  
Fluid Dynamic ◽  
Direct Injection ◽  
Water Hammer ◽  
Gasoline Direct Injection ◽  
Injection System ◽  
Numerical Code ◽  
High Pressure Pump

This paper reports on the study of an injection system for internal combustion engines that exploits a water hammer oscillating circuit as the high pressure pump. This concept has recently been developed by the authors and successfully used in a direct-injection two-stroke gasoline engine prototype. The fluid dynamic behavior is characterized by unsteady flow in high length/diameter ratio pipes and is dominated by water hammer and cavitation. A numerical code was developed to gain a better understanding of these complex phenomena and as an optimization tool. The flow in the piping was solved by means of a 1D model suitable to describe the cavitation and unsteady friction. An ad hoc experimental analysis was performed to demonstrate model consistency in simple test cases of cavitating and non-cavitating flows. The model was then used in a numerical code for the simulation of the whole water hammer injection plant.

Effect of Intake Manifold Angle of Port-Fuel Injection Retrofit-Kit to the Performances of an S.I. Engine

2012 ◽  
Vol 165 ◽  
pp. 31-37 ◽  
Author(s):  
Mohd Faisal Hushim ◽  
Ahmad Jais Alimin ◽  
Mohd Farris Mansor
Keyword(s):  
Gasoline Engine ◽  
Fuel Injection ◽  
Direct Injection ◽  
Fuel Efficiency ◽  
Injection System ◽  
Intake Manifold ◽  
Port Fuel Injection ◽  
Fuel Delivery ◽  
Brake Mean Effective Pressure ◽  
Experimental Works

Fuelling system is one of the crucial variables that must be focused on, in order to achieve good fuel efficiency and low engine out emissions. Fuel injection system seems a promising technology as a medium to supply suppressed fuel because of its high fuel delivery efficiency, enhanced fuel economy and reduced engine out emission. Port-fuel injection (PFI) system has been used widely on small four-stroke gasoline engine because of its simplicity compared to direct injection (DI) system. In this study, the effects of intake manifold angle of a PFI retrofit-kit to the engine performances and emission characteristics were investigated. Experimental works comprised wide-open throttle with variable dynamometer loads for two different angles: 90° and 150°. From this study, it was observed that 150° was the best angle, which produced high brake power (BP) and brake mean effective pressure (BMEP), brake specific fuel consumption (BSFC) and hydrocarbon (HC) emission.

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