DOCSLIB.ORG

Development of the Next Generation Medium-Duty Natural Gas Engine

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Development of the Next Generation Medium-Duty Natural Gas Engine February 2000 • NREL/SR-540-27503 Development of the Next Generation Medium-Duty Natural Gas Engine Final Report D.J. Podnar and J.T. Kubesh Southwest Research Institute San Antonio, Texas National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute • Battelle • Bechtel Contract No. DE-AC36-99-GO10337 February 2000 • NREL/SR-540-27503 Development of the Next Generation Medium-Duty Natural Gas Engine Final Report D.J. Podnar and J.T. Kubesh Southwest Research Institute San Antonio, Texas NREL Technical Monitor: Keith Vertin Prepared under Subcontract No. YCI-8-17074-01 National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute • Battelle • Bechtel Contract No. DE-AC36-99-GO10337 This publication was reproduced from the best available copy Submitted by the subcontractor and received no editorial review at NREL NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Available electronically at http://www.doe.gov/bridge Available for a processing fee to U.S. Department of Energy and its contractors, in paper, from: U.S. Department of Energy Office of Scientific and Technical Information P.O. Box 62 Oak Ridge, TN 37831-0062 phone: 865.576.8401 fax: 865.576.5728 email: [email protected] Available for sale to the public, in paper, from: U.S. Department of Commerce National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 phone: 800.553.6847 fax: 703.605.6900 email: [email protected] online ordering: http://www.ntis.gov/ordering.htm Printed on paper containing at least 50% wastepaper, including 20% postconsumer waste Executive Summary This report details work conducted under Southwest Research Institute (SwRI) Project 03-1374, “Development of the Next Generation Medium-Duty Natural Gas Engine.” This project was sponsored by the National Renewable Energy Laboratory (NREL) under Subcontract Number YCI-8-17074-01. Under this subcontract, SwRI served as the prime contractor, with John Deere as a subcontractor. This report documents work conducted in the task areas of System Design, System Fabrication, and Experimental Program. Details of the engine development process for achievement of throttleless stratified charge spark ignition (SI) engine operation as well as advanced turbocharging strategies are contained within this report. Engine test results showing the potential of the direct injection stratified charge combustion strategy for increasing part-load engine efficiency on a John Deere 8.1 liter natural gas engine are included in this report. In addition, steady-state and step transient engine data are presented which quantify the performance of a variable geometry turbocharger (VGT) as well as a modified wastegated turbocharger on the engine. The benefits of the technologies investigated during this project are anticipated to be realized in the form of increased driving cycle efficiency to diesel-like levels while retaining the low emissions characteristics of a lean-burn natural gas engine. Acknowledgement This research was sponsored by Stephen Goguen, Program Manager in the Department of Energy’s Office of Heavy Vehicle Technologies. The technical monitor for this project was Keith Vertin, Senior Engineer at the National Renewable Energy Laboratory. Table of Contents List of Illustrations....................................................vi List of Tables..........................................................ix Nomenclature........................................................x Introduction ........................................................1 System Design/Fabrication..........................................2 NREL School Bus Engine Baseline Measurements.................2 Fuel Injection System Development...............................4 Cylinder Head/Manifold Modifications............................14 Engine Control System Development.............................19 Experimental Program..............................................21 Cylinder Head Flow Bench Testing...............................21 Injector Testing.................................................22 Combustion System Development Experiments...................23 Turbocharger Subsystem Experiments...........................41 Other Activities.......................................................55 Conclusions..........................................................56 Combustion System Conclusions................................56 Turbocharger Subsystem Conclusions...........................56 Recommendations for Future Study...............................57 v List of Illustrations Figure Page 1 Thermal efficiency map for NREL ultra low emissions 8.1L John Deere Engine......3 2 Predicted brake thermal efficiency.........................................5 3 Predicted air/fuel ratio (DISC, MBT timing, NA)...............................6 4 Predicted fuel injection mass (mg/inj), DISC, MBT timing, JD 8.1L engine..........7 5 Time window available for injection (ms), 20-180 CAD for DISC, 80 CAD for PI/DI homo. charge............................................8 6 Injection pressure requirements, DISC engine................................9 7 ProEngineer solid model of direct gas injector assembly......................10 8 Photograph of completed gas injector assembly.............................11 9 Photograph of gas injector installed in cylinder head.........................11 10 Plot of pressures within gas injector for a 2-millisecond injection period..........12 11 Plot of equivalence ratio as a function of axial and radial distances within a jet generated from a 1.22 mm (0.048 inch) orifice.............................13 12 Plot of equivalence ratio as a function of axial and radial distances within a jet generated from a 0.50 mm (0.20 inch) orifice.............................14 13 Photograph of intake port divider for isolation of test cylinder..................15 14 Side view of modified cylinder head showing split intake and exhaust systems......15 15 Split intake runner assembly with mass air flow sensor.......................16 16 Photograph of injector nozzle and igniter plug locations in combustion chamber...16 17 Photograph of holes machined to accept igniter plug tube.....................17 18 ProEngineer solid model of igniter plug adapter tube.........................17 19 Photograph of completed igniter plug tube and coil-mounting sleeve.............18 vi List of Illustrations (Cont’d.) Figure Page 20 Coil-on-plug assembly.................................................18 21 Photograph of coil-on-plug assembly installed in cylinder head...................19 22 Plot of swirl testing results for cylinder head used in experimental program.......21 23 Mold of maximum swirl intake port profile..................................22 24 Modified engine used for stratified charge combustion tests...................24 25 Enlarged photograph of three-hole injector nozzle...........................25 26 Enlarged photograph of five-hole injector nozzle.............................26 27 IMEP as a function of A/F ratio for stratified charge operation at 1200 RPM........26 28 Cylinder pressure record for stratified charge operation.......................27 29 HC analyzer and sampling apparatus......................................28 30 Divided bowl combustion chamber piston..................................29 31 Divided bowl piston as installed in test engine..............................30 32 6-hole nozzle direct injector.............................................31 33 9-hole nozzle for direct injector..........................................32 34 Plot of IMEP and equivalence ratio for each test point.........................33 35 Indicated thermal efficiency versus indicated mean effective pressure for all data...34 36 Combustion event timings for various spark timings and equivalence ratios at 1200 RPM..............................................36 37 NOx vs. HC tradeoff characteristic for the stratified charge engine. Data obtained at test conditions defined in Table 2...........................36 38 Plot of ITE, misfire percentage, and HC emissions as a function of spark timing Data obtained at 1200 rpm, constant end of injection timing and equivalence ratio setpoints.............................................37 vii List of Illustrations (Cont’d.) Figure Page 39 Percentage of total fuel flow unburned and lost by the combustion chamber.......38 40 Nox efficiency tradeoff as a function of injection pressure........................39 41 Results of hybrid injection strategy testing.....................................40
Load more

Recommended publications
  • Development of a Throttleless Natural Gas Engine
    February 2002 • NREL/SR-540-31141 Development of a Throttleless Natural Gas Engine Final Report John T. Kubesh Southwest Research Institute San Antonio, Texas National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute ••• Battelle ••• Bechtel Contract No. DE-AC36-99-GO10337 February 2002 • NREL/SR-540-31141 Development of a Throttleless Natural Gas Engine Final Report John T. Kubesh Southwest Research Institute San Antonio, Texas NREL Technical Monitor: Mike Frailey Prepared under Subcontract No. ZCI-9-29065-01 National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute ••• Battelle ••• Bechtel Contract No. DE-AC36-99-GO10337 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Available electronically at http://www.osti.gov/bridge Available for a processing fee to U.S.
    [Show full text]
  • United States Patent 19 L L 3,948,227 Guenther 45) Apr
    United States Patent 19 l l 3,948,227 Guenther 45) Apr. 6, 1976 54 STRATIFED CHARGE ENGINE 57 ABSTRACT 76 Inventor: William D. Guenther, R.R. 2, An apparatus for applying a stratified charge to a re Hagerstown, Ind. 47346 ciprocating internal combustion engine is disclosed. 22 Filed: Mar. 8, 1974 The apparatus comprises a cylindrical rotary valve body disposed for rotation within the head of an inter 21 ) Appl. No.: 449,241 nal combustion engine. The valve body defines dia metrically extending inlet and exhaust passages which, 52 U.S. C. ....... 123/32 SP; 123175 B; 123/190 A; during rotation of the valve body, place a cylinder of 123/190 B; 123/190 BD; 123/80 BA the engine in sequential communication with an inlet 5 i Int. Cl........................ F02B 19/10; FO1 L7/00 manifold and an exhaust manifold secured to the 58) Field of Search........... 123/32 ST, 32 SP, 75 B, head. The inlet manifold comprises a double-passage 123/80 BA, 33 VC, 190 R, 190 B, 190 BB, gallery for transporting a lean fuel/air charge in a first 190 BD, 190 D, 190 C, 127 passage and a rich fuel/air charge in a second passage. Rotation of the inlet passage into communication with (56) References Cited the cylinder also brings the inlet passage into sequen UNITED STATES PATENTS tial communication with the first throat and then the 194,047 8/1877 Otto.................................. 123,175 B second throat for transporting the first lean charge 1,594,664 8/1926 Congellier......................... 123,175 B and then the second rich charge to the cylinder.
    [Show full text]
  • Charge Stratification for an Internal Combustion Engine
    CHARGE STRATIFICATION FOR AN INTERNAL COMBUSTION ENGINE A thesis submitted in fulfilment of the requirements for the degree of Master of Engineering (Mechanical) in the University of Canterbury by CHRISTIAN CHANDRAKUMAR ZAVIER Department of Mechanical Engineering University of Canterbury 1991 To My Mother CONTENTS PAGE ABSTRACT (i) ACKNOWLEDGEMENTS (iii) LIST OF ABBREVIATIONS (iv) UST OF TABLES (vi) LIST OF PLATES (vii) LIST OF FIGURES (viii) CHAPTER 1 : INTRODUCTION 1.1 Introduction 1 1.2 Fuel economy 1 1.3 Exhaust emissions 2 1.4 Lean burn engines 10 1.5 Introduction to the present work 17 CHAPTER 2 : LITERATURE REVIEW 2.1 Introduction 23 2.2 Basic principle of charge stratification 23 2.3 Stratified charge engines 24 2.4 Development of stratified charge engines 24 2.5 Flame propagation in a stratified charge mixture 32 2.6 Effect of air motion on a stratified charge engine performance 35 2.7 Pollutant formation in stratified charge engines 37 2.8 Fuel economy results with stratified charge engines 41 2.9 Exhaust emission results of stratified charge engines 42 CHAPTER 3: EXPERIMENTAL APPARATUS 3.1 Apparatus for the engine combustion experiments 44 3.2 Apparatus for the combustion chamber simulation 50 CHAPTER 4 : EXPERIMENTAL PROCEDURE 4.1 Combustion experiments 61 4.2 Combustion chamber simulation 68 CHAPTER 5: DATA ANALYSIS 5.1 Nomenclature 79 5.2 Combustion experiments 81 5.3 Combustion chamber simulation 86 CHAPTER 6: RESULTS AND DISCUSSION 6.1 General 87 6.2 Experimental results 88 6.3 Performance optimisation study 89 6.4 Engine
    [Show full text]
  • (10) Patent No.: US 6386175 B2
    USOO6386175B2 (12) United States Patent (10) Patent No.: US 6,386,175 B2 Yang (45) Date of Patent: *May 14, 2002 (54) FUEL INJECTION 4,574,754 A 3/1986 Rhoades, Jr. ............... 123/298 4,685,432 A 8/1987 Saito et al. ................. 123/276 (75) Inventor: Jialin Yang, Canton, MI (US) 4,753,213 A 6/1988 Schlunke et al. ........... 123/533 4,770,138 A 9/1988 Onishi ........................ 123/276 (73) Assignee: Ford Global Technologies, Inc., 4,788,942 A 12/1988 Pouring et al. ..... ... 123/26 Dearborn, MI (US) 4,852,525 A 8/1989 Ishida ........................ 123/276 5,054,444 A 10/1991 Morikawa ................... 123/295 (*) Notice: This patent issued on a continued pros- 5,078,107 A 1/1992 Morikawa ................... 123/295 ecution application filed under 37 CFR 5,086,737 A 2/1992 Watanabe et al. ........... 123/295 1.53(d), and is subject to the twenty year E. A yE. t et al. ........... 2. atent term provisions of 35 U.S.C. 24 a u-a- - - a u-1 - - - YY Wr - us - - - - - - - - - - - - - - - - - - - - - - E)). p 5,322,043 A 6/1994 Shriner et al. .............. 123/306 5,329,901 A 7/1994 Onishi ........................ 123/254 Subject to any disclaimer, the term of this .. A ly SOG- - - - - - - - - - - - - - - - - - - - - :2. patent is extended or adjusted under 35 so. A 60. Sita.O9l el al. O.. 123/295 U.S.C. 154(b) by 0 days. 5,553,588 A 9/1996 Gono et al. ................. 123/276 5,605,125 A 2/1997 Yaoita ........................ 123/275 (21) Appl.
    [Show full text]
  • Honda Motor Company's Cvcc Engine
    . HE 1 8.5 .A3 4 )RT NOS. DOT-TSC-NHTSA-80-3 no HS-805268 DOT- TSC- NHTSA- 8(1-3 HONDA MOTOR COMPANY'S CVCC ENGINE 0 / William J. Abernathy Larry Ronan LEXINGTON TECHNOLOGY ASSOCIATES 10 Wingate Road Lexington MA 02173 JL'LY 1980 FINAL REPORT DOCUMENT IS available TO THE PUBLIC THROUGH THE NATIONAL TECHNICAL INFORMATION S E I I I R V C E . SP R NG F E L D, VIRGINIA 22161 Prepared for U.S. DEPARTMENT OF TRANSPORTATION NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION Office of Resear CP and Development Washington DC 20590 . NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Govern- ment assumes no liability for its contents or use thereof NOTICE ' The United States Government does not endorse pro- ducts or manufacturers. Trade or manufacturers' names appear herein solely because they are con- sidered essential to the object of this report. — Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. HS-805268 4. Ti tie ond Subti tie 5. Report Date July 1980 HONDA MOTOR COMPANY'S CVCC ENGINE 6. Performing Orgonizafion Code 8. Performing Orgonization Report No. 7. Author'' s) DOT-TSC-NHTSA-80-3 william J. Abernathy and Larry Ronan 9. Performing Organization Nome and Address 10. J(fc»,rk UmfJdo. (TPAISl HS028/R0404 Lexington Technology Associates* 11. Contract or Grant No. 10 Wingate Road DOT-TSC-1355 Lexington MA 02173 13. Type of Report and Period Covered 12. Sponsoring Agency Nome and Address U.S.
    [Show full text]
  • Chemical Thermodynamic Analysis for Further Improvements of Direct Injection Diesel Engines
    Journal of KONES Internal Combustion Engines 2003, vol. 10, No 1-2 NEW CONCEPTS TO AVOID UNWANTED POLLUTANTS FROM D.I. DIESEL ENGINES IN PASSENGER CARS H. Heitland, Prof. Dr.-Ing. Ingenieurbüro HEITECH @ t-online.de G. Rinne, Prof. Dr.-Ing. Institut für Fahrzeugbau, Wolfsburg Abstract The self ignition process in Diesel engines with direct injection takes place simultaneously with the disintegration of the injected fuel together with the evaporation of the sprays and the droplets. With shorter ignition delays it is possible to improve the combustion process and reach higher efficiencies of the engine. Also a partly homogeneous combustion could be established in order to reach less formation of soot and NOx. One way to create this favourable combustion process is to work with a ring piston, which allows to achieve two different compression ratios: a higher one in the ring area for self ignition of the Diesel spray and a lower one for the homogenous combustion in the central main chamber. Another way is a double injection into the main chamber, one for ignition, the other for combustion of the major fuel, which must be injected at the beginning of the compression phase. The first concept uses the common rail injector, the last one the VW unit injector. Both concepts need no particle filter or oxi-cat for the fulfilment of emission regulations. 1. The two different combustion processes [ 1, 2 ] The ideal Process is defined: • Air-charge without residual gases • Air-fuel ratio as in the real engine • Complete combustion • Combustion at Top Dead Center • No Heat Losses CALCULATION: 1 Using the 3 laws of thermodynamics 2 using the real values of matter 3 using the maximum work instead of heat values RESULTS: 1.The Diesel engine is better than the Otto engine.
    [Show full text]
  • Twin-Charger Stratification Injection (Tsi)
    International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395 -0056 Volume: 03 Issue: 12 | Dec -2016 www.irjet.net p-ISSN: 2395-0072 TWIN-CHARGER STRATIFICATION INJECTION (TSI) Pranav Dake1, Akshay Ghorpade2 1 Engineer, Department of Mechanical Engineering, KITCOEK, India. 2 Engineer, Department of Mechanical Engineering, KITCOEK, India. ---------------------------------------------------------------------***--------------------------------------------------------------------- Abstract- After MPFI (Multi Point Fuel Injection), A pioneering technology, it employs a compact, high Volkswagen has come up with new emerging technology called powered engine resulting in less consumption of fuel. Its TSI (Twin-charger Stratification Injection). TSI engines unique Direct Petrol Injection combined with a turbocharger combine what Volkswagen has learned from TDI diesel tech enhances the engine's combustion efficiency to deliver a and FSI Fuel Stratified Injection engines. The Volkswagen TSI power output, much higher than that of conventional engine is smaller than most regular engines. This reduces fuel engines. Designed to deliver maximum torque even from low consumption and CO2 emissions, while still offering maximum engine speeds, TSI technology offers the twin benefit of not power. TSI is available on an increasing number of our cars, only increasing your driving pleasure, but also reducing fuel from Polo to Passat. The benefits are quite clear when you consumption significantly. compare them to older MPI systems: high specific torque is Awarded the International Engine of the Year as well as the available from much lower revs and maintained at most rpms. Best Green Engine awards, TSI technology is ever-evolving, This makes cars equipped with these engines are more lively at with even further improvements in the pipeline.
    [Show full text]
  • I Ssion and Fuel Consumption
    ; , PB 290953 REPORT NO. DOT-TSC-NHTSA-78-47 HS-803-722 AN ASSESSMENT OF THE POTENTIAL IMPACT OF COMBUSTION RESEARCH ON INTERNAL COMBU STiON ENG I NE EM I SSION AND FUEL CONSUMPTION J.L. Kerrebrock C. E. Ko 1 b AERODYNE RESEARCH, INC. Bedford Research Park, Crosby Drive Bedford MA 01730 . '. ~~ •. JANUARY 1979 FINAL REPORT DO{;UMEN1 IS AVA I LABLe TO -I HE PUBLIC THROUGH THE NATIONAL 1ECHNICAL INFORMATION SERVICE, SPRINGFIELD, VIRGlt~IA 22161 Prepared for U.S. DEPARTMENT OF TRANSPORTATION National Highway Traffic Safety Administration Office of Research and Development Washington DC 20590 REPRODUCED BY NATIONAL TECHNICAL INfORMATION SERVICE u. S. DEPARTMENT OF COMMERCE SPRINGFIELD, VA. 22161 · . NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Govern­ ment assumes no liability for its contents or use thereof. NOTICE The United States Government does not endorse pro­ ducts or manufacturers. Trade or manufacturers' names appear herein solely because they are con­ sidered essential to the object of this report. Technical k.port Documentation Pog!!! --.-- 1. R$p.nrt No. 2. Government Ace •• ,ion No. 3. R.~!p'i.n~. ~~Ial~O 9 53 ruj,t' !\)1,., 2 ' HS-803-722 " t'].n, '7 4. Titl" and Subtitl" 5. R.porl Dol. January 1979 AN ASSESSMENT OF THE POTENTIAL IMPACT OF COMBUSTION 6. Performing Organi zClltion Code RESEARCH ON INTERNAL COMBUSTION ENGINE EMISSIONS AND FUEL CONSUMPTION 8. P.rforming Organization Report No. 7. Aulhor'.) ARI-RR-13l J.L. Kerrebrock & C.E. Kolb DOT-TSC-NHTSA-78-47 9.
    [Show full text]
  • 4Pl'l.A --* a B 7: -, - I Mt1-FUEL ROTARY'eng~NE for GENERAL AVIATION AIRCRMT 7 I A- =*- 1 I Z
    . -1* -Dm- * 4Pl'l.a --* a b 7: -, - i mT1-FUEL ROTARY'ENG~NE FOR GENERAL AVIATION AIRCRMT 7 I a- =*- 1 I Z . i Authors: Charles Jones Director of Research, Rotary Combustion Engine Facility, Curtiss-Wright Corporatiofi David R. Ellis Advance Design and Systems Research, Pawnee Division, Cessna Aircraft Company Phillip R. Meng Project Snager, Lewis Research Center National Aeronautics 6 Space Administration - ABSTRACT om Design studies, conducted for NASA, of Advanced Multi-fuel w w t pra aw se n) 2: General Aviation and Commuter Aircraft Rotary Stratified --3 a a"' -d 'L 3 - Charge Engines are summarized. Conceptual design studies fi - b - were performed of an advanced and highly advanced engine sized m\ t3 to provide 186/250 shaft W/HP mder cruise conditions at 7620/ W C : ntu 25,000 m/ft. altitude. Relevant engine development background W =a4 umu a v1 covering both prior and recent engine test resulzs of the direct u w -a: injected unthrottled Rotary engine technology, including the br V) k 4 IC Z capability to interchangeably operate on gasoline, diesel fuel, w- 8, br kerosene, or aviation jet fuel, are presented and related to Id a: W ffi = 9 -growthpredictions. Aircraft studies, using these resultant r4 0; f H n 4 growth engines, define anticipated system effects of the per- E-l 4 2 3 0 fomance and power density inprovements for both single engine S: S: Hw 4 -14 and twin engine airplanes. The calculated results indicate cD P N4- S 0 odd superior system performance and 30-35% fuel econoiny improvement a2 lC ! EWE for the Rotary-engine airplanes as compared to equivalent airframe &as\ c wm duo concept designs with current baseline engines.
    [Show full text]
  • The Bruntel Planetary Disc Extended Expansion 2-Stroke Engine With
    Transactions on the Built Environment vol 16, © 1995 WIT Press, www.witpress.com, ISSN 1743-3509 The Bruntel planetary disc extended expansion 2-stroke engine with variable valve control K. Hall Bruntel Limited, Maidenhead, Berkshire SL6 3PF, UK Abstract A low compression / high expansion ratio spark ignition engine strategy is proposed as a means of achieving ultra low exhaust emission vehicles using a low octane non carcinogenic fuel. Predicted fuel economy is better than a direct injection Diesel engine. Variable capacity capability by means of pulse valve control together with stratified charge mixture control determine the performance output via a fully balanced compact drive mechanism. 1. Introduction The thermal efficiency of automotive engines has been limited since their inception over a century ago by common compression and expansion ratios of fixed volume. Part load efficiency is limited with the Diesel engine due to friction resulting from high levels of compression work and with the spark ignition engine due to intake throttling. Essential ingredients for an internal combustion engine capable of meeting future emission and fuel consumption requirements are likely to include the following: 1. A high expansion ratio for maximum temperature drop of the working fluid, a. to achieve optimum thermal efficiency, b. to minimise CO: emissions, c. to reduce exhaust noise. 2. A low compression ratio, a. to minimise negative work - friction, b. to lower peak temperature - reduced NO* emissions, c. to reduce knock sensitivity - lower octane number, - eliminate fuel carcinogens. Transactions on the Built Environment vol 16, © 1995 WIT Press, www.witpress.com, ISSN 1743-3509 450 Urban Transport and the Environment 3.
    [Show full text]
  • Challenges and Advantages of Stratified Combustion in Gasoline Direct-Injected Engines
    THESIS FOR THE DEGREE OF DOCTOR OF PHILOSOPHY IN THERMO- AND FLUID DYNAMICS Challenges and Advantages of Stratified Combustion in Gasoline Direct-Injected Engines ANDERS N. JOHANSSON Department of Applied Mechanics CHALMERS UNIVERSITY OF TECHNOLOGY Gothenburg, Sweden 2017 Challenges and Advantages of Stratified Combustion in Gasoline Direct-Injected Engines ANDERS N. JOHANSSON ISBN 978-91-7597-549-8 © ANDERS N. JOHANSSON, 2017. Doktorsavhandlingar vid Chalmers tekniska högskola Ny serie nr 4230 ISSN 0346-718X Department of Applied Mechanics Chalmers University of Technology SE-412 96 Gothenburg Sweden Telephone + 46 (0)31-772 1000 Chalmers Reproservice Gothenburg, Sweden 2017 Att doktorera är precis som älskande elefanter. Allt försiggår på ett högt plan, mycket damm virvlas upp, men man får vänta i åratal på resultatet. Modified quote by Dag Hammarskjöld, secretary-general of the United Nations 1953-61 Challenges and Advantages of Stratified Combustion in Gasoline Direct- Injected Engines ANDERS N. JOHANSSON Department of Applied Mechanics Chalmers University of Technology Abstract The modern world is based on an extensive transport network in which passenger vehicles play a major role. Although passenger vehicles have improved significantly in recent decades, they still contribute to the pollution of our environment and global warming. Consequently, new ways of reducing their emissions are needed. Moreover, most modern passenger vehicles are propelled by a combustion engine that operates on non-renewable fuels such as gasoline or diesel produced from crude oil. However, such fossil fuels are limited resources, so there is also a need to reduce the fuel consumption of passenger vehicles. As such, improvements in engine technology will play a central role in the development of more efficient and cleaner passenger vehicles.
    [Show full text]
  • Fuel-Air Mixing Process of Low Pressure Direct Injection in a Side Ported Rotary Engine
    e-ISSN: 2146 - 9067 International Journal of Automotive Engineering and Technologies journal homepage: https://dergipark.org.tr/en/pub/ijaet Original Research Article Fuel-air mixing process of low pressure direct injection in a side ported rotary engine Özgür Oğuz Taşkıran Design Project Office, Turkish Naval Forces, Pendik, İstanbul, Turkey ARTICLE INFO ABSTRACT Stratification is seen as a prominent technique for improving the performance of spark ignition engines especially at part loads. Though rotary engines have high specific power, they suffer high fuel consumption and HC emission. For this reason, direct injection methods in rotary engines have been investigated since they were introduced to the market. In this study, early direct injection in a side * Corresponding author ported rotary engine was investigated by using CFD techniques. The aim of the [email protected] study is to obtain the potential of low pressure direct injection method on mixture formation process. Geometrical model of Mazda Renesis engine that were modified as a single rotor engine for research activities was used in the modeling Received: Aug 21, 2019 Accepted: Nov 21, 2019 studies. Fuel was injected directly to the chamber from present oil hole location that has less geometrical constraints than any other location of the Renesis engine. Simulations were done for 2000 rpm which is a typical part load operation point Published by Editorial Board Members of IJAET of the engine. In numerical calculations, RNG k-ε model was used as the turbulence model; spray breakup was modeled by the Taylor Analogy Breakup (TAB) model. Flow pattern of intake air and fuel droplet distributions were © This article is distributed by investigated for a possibility of having rich mixture around spark plugs.
    [Show full text]