Experimental investigation of particle number reduction in turbocharged GDI engines

Trudy NAMI ◽  
2022 ◽  
pp. 31-40
Author(s):  
A. V. Gontyurev ◽  
N. S. Zuev
Keyword(s):  
Particulate Matter ◽  
Fuel Injection ◽  
Combustion Process ◽  
Gasoline Direct Injection ◽  
Practical Significance ◽  
Injection Timing ◽  
Catalytic Converters ◽  
Environmental Standards ◽  
The Future ◽  
Particulate Matter Formation

Introduction (problem statement and relevance). Now it is difficult to imagine the automotive industry without constant improvement of the power plant. This is due to the constant tightening of environmental standards, so in environmental standards Euro 6 there is a limit of the countable concentration of particulate matters. To meet the Euro 6 environmental standard, vehicle manufacturers use catalytic converters, and gasoline particle filters (GPF). These methods of reducing the emissions of the exhaust gas are quite common, but they also have a limitation on the service life. The use of only catalytic converters and GPF may not be sufficient to meet the Euro 7 standards in the future. So, there is a need to reduce emissions with exhaust gases by improving the combustion process.The purpose of work is to investigate the combustion process of a turbocharged gasoline direct injection engine to reduce particulate matter by increasing the injection pressure and optimizing the injection timing. Methodology and research methods. The studies are of an experimental nature, the reliability of the data is confirmed by the use of modern measuring equipment and post processing of the measured data. Scientific novelty and results. The fuel injection parameters, which have a significant influence on the particulate matter formation and oxidation are defined.Practical significance. The recommendations to reduce particulate matter formation and to meet the requirements of the future Euro standards are given.

Diesel engine performance mapping using a parametrized mixing time model

2017 ◽  
Vol 19 (2) ◽  
pp. 202-213 ◽  
Author(s):  
Michal Pasternak ◽  
Fabian Mauss ◽  
Christian Klauer ◽  
Andrea Matrisciano
Keyword(s):  
Diesel Engine ◽  
Fuel Injection ◽  
Mixing Time ◽  
Combustion Process ◽  
Engine Performance ◽  
Injection Timing ◽  
Engine Control ◽  
Reactor Model ◽  
Time Model ◽  
Tabulated Chemistry

A numerical platform is presented for diesel engine performance mapping. The platform employs a zero-dimensional stochastic reactor model for the simulation of engine in-cylinder processes. n-Heptane is used as diesel surrogate for the modeling of fuel oxidation and emission formation. The overall simulation process is carried out in an automated manner using a genetic algorithm. The probability density function formulation of the stochastic reactor model enables an insight into the locality of turbulence–chemistry interactions that characterize the combustion process in diesel engines. The interactions are accounted for by the modeling of representative mixing time. The mixing time is parametrized with known engine operating parameters such as load, speed and fuel injection strategy. The detailed chemistry consideration and mixing time parametrization enable the extrapolation of engine performance parameters beyond the operating points used for model training. The results show that the model responds correctly to the changes of engine control parameters such as fuel injection timing and exhaust gas recirculation rate. It is demonstrated that the method developed can be applied to the prediction of engine load–speed maps for exhaust NOx, indicated mean effective pressure and fuel consumption. The maps can be derived from the limited experimental data available for model calibration. Significant speedup of the simulations process can be achieved using tabulated chemistry. Overall, the method presented can be considered as a bridge between the experimental works and the development of mean value engine models for engine control applications.

Experimental and Numerical Analysis on the Influence of Direct Fuel Injection Into O2-Depleted Environment of a GDI-HCCI Engine

2020 ◽  
Author(s):  
Ratnak Sok ◽  
Jin Kusaka
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Injection Pressure ◽  
Single Pulse ◽  
Gasoline Direct Injection ◽  
Injection Timing ◽  
Rich Mixture ◽  
Intake Stroke ◽  
Shift Reaction ◽  
Direct Fuel Injection

Abstract Injected gasoline into the O2-depleted environment in the recompression stroke can be converted into light hydrocarbons due to thermal cracking, partial oxidation, and water-gas shift reaction. These reformate species influence the combustion phenomena of gasoline direct injection homogeneous charge compression ignition (GDI-HCCI) engines. In this work, a production-based single-cylinder research engine was boosted to reach IMEPn = 0.55 MPa in which its indicated efficiency peaks at 40–41%. Experimentally, the main combustion phases are advanced under single-pulse direct fuel injection into the negative valve overlap (NVO) compared with that of the intake stroke. NVO peak in-cylinder pressures are lower than that of motoring, which emphasizes that endothermic reaction occurs during the interval. Low O2 concentration could play a role in this evaporative charge cooling effect. This phenomenon limits the oxidation reaction, and the thermal effect is not pronounced. For understanding the recompression reaction phenomena, 0D simulation with three different chemical reaction mechanisms is studied to clarify that influences of direct injection timing in NVO on combustion advancements are kinetically limited by reforming. The 0D results show the same increasing tendencies of classical reformed species of rich-mixture such as C3H6, C2H4, CH4, CO, and H2 as functions of injection timings. By combining these reformed species into the main fuel-air mixture, predicted ignition delays are shortened. The effects of the reformed species on the main combustion are confirmed by 3D-CFD calculation, and the results show that OH radical generation is advanced under NVO fuel injection compared with that of intake stroke conditions thus earlier heat release and cylinder pressure are noticeable. Also, parametric studies on injection pressure and double-pulse injections on engine combustion are performed experimentally.

scholarly journals The effect of alternative fuels injection timing on toxic substances formation in CI engines

2017 ◽  
Vol 168 (1) ◽  
pp. 73-76
Author(s):  
Marcin WOJS ◽  
Piotr ORLIŃSKI ◽  
Jakub LASOCKI
Keyword(s):  
Diesel Fuel ◽  
Alternative Fuels ◽  
Fuel Injection ◽  
Combustion Process ◽  
Acid Methyl Ester ◽  
Operating Conditions ◽  
Injection Timing ◽  
Toxic Substances ◽  
Important Conclusion ◽  
Ci Engines

The present study describes selected issues associated with the emission level in toxic exhaust gases and fuel injection timing. The study was focused on the following types of fuels: Diesel oil (the base fuel) and the other fuels were the mixture of fatty acid methyl ester with Camelina (L10 – diesel fuel with 10% V/V FAME of Camelina and L20 – diesel fuel with 10% V/V FAME of Camelina) was used. Fuel injection advanced angle was set for three different values – the factory setting – 12° before TDC, later injection – 7° and earlier injection – 17°. The most important conclusion is that in most measurement points registered in the same engine operating conditions, the concentration of fuel NOx in L10 and L20 increased but PM emissions decreased which is caused by active oxygen located in the internal structure of the fuel. This fact contributes to the rise in temperature during the combustion process. At the same time factory settings of the angle makes NOx emissions lower and close to reference fuel.

Influence of injection valve opening manner and injection timing on mixing effect of direct injection compressed natural gas–fueled engine

2020 ◽  
pp. 146808742093135
Author(s):  
Tianbo Wang ◽  
Lanchun Zhang ◽  
Shaoyi Bei ◽  
Zhongwei Zhu
Keyword(s):  
Fuel Injection ◽  
Direct Injection ◽  
Combustion Process ◽  
Injection Timing ◽  
Mixing Process ◽  
Mixing Effect ◽  
Injection Mode ◽  
Valve Opening ◽  
Gas Fuel ◽  
Gas Fueled

In order to improve the control precision of in-cylinder mixing and combustion process, and to avoid the engine power drop because of the port fuel injection mode, it becomes a tendency to inject gas fuel into cylinder directly, with the help of the high-pressure gas-fueled injection device. However, considering that the mixing speed of gas fuel with air is usually slower than that of gasoline or diesel, the gas fuel direct injection mode tends to cause poor mixing performance and insufficient combustion in engine. Based on this situation, in-cylinder mixing process of direct injection gas–fueled engine is taken as the research object in this article. The three-dimensional transient computational fluid dynamics model of the injection and mixing process in gas-fueled direct injection engine is established to analyze the effects of the poppet valve opening manner and injection timing on the in-cylinder mixing homogeneity. The results indicate that delaying the injection timing can improve the wall impact strength and help to form a tumble flow in the cylinder. The stronger wall impact and tumble flow can reverse the natural diffusion law and greatly improve the in-cylinder mixing effect. Under the same injection timing conditions, although the pull-open valve has a larger injection penetration distance, the in-cylinder mixing effect is still worse than the push-open one. This is because, for the push-open valve, the fuel jet will be around the slope of the valve, which is beneficial to improve the mixing effect.

Particulate Matter Emission Suppression Strategies in a Turbocharged Gasoline Direct-Injection Engine

2017 ◽  
Vol 139 (10) ◽  
Author(s):  
Zhang Ming ◽  
Zhong Jun ◽  
Capelli Stefano ◽  
Lubrano Luigi
Keyword(s):  
Particulate Matter ◽  
Emission Reduction ◽  
Direct Injection ◽  
Injection Pressure ◽  
Particle Emission ◽  
Gasoline Direct Injection ◽  
Injection System ◽  
Dominant Factor ◽  
Injection Timing ◽  
Wide Range

The development process of a down-sized turbocharged gasoline direct-injection (GDI) engine/vehicle was partially introduced with the focus on particulate matter (PM)/particle number (PN) emission reduction. To achieve this goal, the injection system was upgraded to obtain higher injection pressure. Two types of prototype injectors were designed and compared under critical test conditions. Combined numerical and experimental analysis was made to select the right injector in terms of particle emission. With the selected injector, the effect of injection parameters calibration (injection pressure, start of injection (SOI) timing, number of injection pulses, etc.) on PM/PN emission was illustrated. The number of fuel injection pulses, SOI timing, and injection pressure were found playing the leading role in terms of the particle emission suppression. With single-injection strategy, the injection pressure and SOI timing were found to be a dominant factor to reduce particle emission in warm-up condition and cold condition, respectively; a fine combination of injection timing and injection pressure is generally able to decrease up to 50% of PM emission in a wide range of the engine map. While with multiple injection, up to an order of magnitude PM emission reduction can be achieved. Several New European Driving Cycle (NEDC) emission cycles were arranged on a demo vehicle to evaluate the effect of the injection system upgrade and adjusted calibration. This work will provide a guide for the emission control of GDI engines/vehicles fulfilling future emission legislation.

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.

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

2014 ◽  
Vol 136 (9) ◽  
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.

scholarly journals Spray, Combustion, and Air Pollutant Characteristics of JP-5 for Naval Aircraft from Experimental Single-Cylinder CRDI Diesel Engine

Energies ◽  
2021 ◽  
Vol 14 (9) ◽  
pp. 2362
Author(s):  
Hyungmin Lee
Keyword(s):  
Diesel Engine ◽  
Ignition Delay ◽  
Fuel Injection ◽  
Cetane Number ◽  
Combustion Process ◽  
Air Pollutant ◽  
Spray Combustion ◽  
Injection Timing ◽  
Visualization System ◽  
Single Cylinder

This study was performed to analyze the spray, combustion, and air pollutant characteristic of JP-5 fuel for naval aircraft in a spray visualization system and a single-cylinder CRDI diesel engine that can be visualized. The analysis results of JP-5 fuel were compared with DF. The spray tip penetration of JP-5 showed diminished results as the spray developed. JP-5 had the highest ROHR and ROPR regardless of the fuel injection timings. The physicochemical characteristics of JP-5, such as its excellent vaporization and low cetane number, were analyzed to prolong the ignition delay. Overall, the longer combustion period and the lower heat loss of the DF raised the engine torque and the IMEP. JP-5 showed higher O2 and lower CO2 levels than the DF fuel. The CO emission level increased as the injection timing was advanced in two test fuels, and the CO emitted from the DF fuel, which has a longer combustion period than JP-5, turned out to be lower. NOx also reduced as the fuel injection timing was retarded, but it was discharged at a higher level in JP-5 due to the large heat release. The images from the combustion process visualization showed that the flame luminosity of DF is stronger, its ignition delay is shorter, and its combustion period is longer than that of JP-5.

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