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; , 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. Performing Drg""i,"Iio" Nome and Address 10. Work Unil No. (TRAIS) HS-92 7 /R9404 Aerodyne Research, Inc. * Contract or Grant No. Bedford Research Park, Crosby Drive ".DOT-TSC-1487 Bedford MA 01730 13. Type of R"porl and Period Coy,,,,,d 12. Sponsoring A~eney Harne and Addrus Final Report U.S. Department of Transportation Dec 1977 to April 1978 I National Highway Traffic Safety Administr~tion Office of Research and Development 14. Sponsoring Agency Cod" Washington DC 20590 - 15. SUl'pl~m~"I"ry Not~. U.S. Department of Transportation Research 7<Under Contract to: and Special Programs Administration Transportation Systems Center Kendall Square, Cambridge MA 02142 '", 16. A"",'<lcl A revievl of the present level of understanding of the basic thermodynamic, fluid dymanic, and chemical kinetic processes which affect the fuel economy and levels of pollutant exhaust products of Diesel, Stratified Charge, and Spark Ignition engines is presented. Key areas are identified where insufficient understanding • currently prevents the rational development of internal combustion engines with improved performance. A research plan designed to gather the needed data ~s presented. 17. Key Word. 18. Dlstrlhution Stetemant Automotive emissions, Automotive fuel economy, spark ignition engine emissions, DOCUMENT IS AVAILABLE TO THE PUBLIC THROUGH THE NATIONAL TECHNICAL Stratified charge engine emissions, Com- INFORMATION SERVICE. SPRINGFIELD. bustion efficiency, Fluid mechanics and VIRGINIA 22161 Chemical kinetics of Internal Combustion engines. -- 19. Security CI" •• I f. (of Ihlo report) 20. Security Claui f. (of thl. paga) ,,,. 22. Price Unclassified Unclassified I}IlS-1} dJj .. Form DOT f 1700.7 (8-72) Reproduction of completed page authorlud '- • .. ~. PREFACE The purpose of this report is to reVlew the present levels of understand­ ing of the basic theromodynamic, fluid dynamic, and chemical kinetic processes which affect the fuel economy and exhaust pollutant levels in Diesel, Statified charge, and Spark Ignition engines for Light Duty Vehicles. Key areas where the levels of understanding are currently insufficient to allow the rational development of improved internal combustion engines are identified, and a research plan designed to gather the needed data is presented. -' iii Preceding page blank METRIC CONVERSION FACTORS Approximl" Conversions to Mltric MlisurIS -- ~ Allprlli .." Conversions fro .. Mltric Milluril --;: Sy.~., WIoII Yo. Ito.. M.lti~ly ~y T. Fio4 ' ....' S,.... WHO , .. 1Ia.. MIIItifJy h r. FiN S,.... _ ----N LEIST" ~ ~ "LENGTH -- millimeters O.Ge inches !! em centUMters 0.' inches - meters 3.3 f8M f1 I"~ 2.5 c .... tuneters em - aD I'ftetef'S 1.1 yards yet ft tMt 30 centimeters em - am kiklmet.s 0.6 miles "" yd ,8Ids 0.9 meters =-'"--___ mites 1.6 kilometers kftI ::: - MU AREA :!l .,..,e cent .....s 0.16 square inches ,.2 2 -----=- - r::tril ill wqu.,we inch.s &.5 squ.. centure... m2 ...... met.. '.2 square yards 2 ~ ~ .,.r tt ........ feet 0.09 SQUare meters ",2 _ ..2 .,..... IlIlQlNters 0.4 square mile. ,.2 ~ squ... yR. 0.' ~ meters ~ 2 - : he hectwes 110,000 m2J 2.S acres ....,. mil ~ miles 2.6 square kllaneters II.tn _ <: KnS 0.. hectAres M _ ~---~ -- MASS I_i,ltt/ MASS I_i,ltl/ N - grans 0.036 ounces OZ oz ounces 28 grF'IS 9 - _ kg kilogr8ft'tS 2.2 pounds 10 Ib pcu'lds 0.45 luk9"ams kg - tonnes(1000kg) 1,1 short tons short tons 0.9 tonnes - ~_=-___ ~~ a VOLUME =-- - VOLUME milliliters ml - .. , " .. 111 liter. 0.03 fI.uid ounces fI CIII ·sta ..spoons - I lila's 2 , Pints pi rt.p teblespoons 15 "u II ,hlef'll ",I • n CIt floz fluid ounces 30 nulhlitefs ml -- I~ters 1.06 qua • I cups 0.24 Itters I 11., 0..25 gall.ona ~ pi piAts 0." liters - _ m~ cubtc meters 35 cu::~ '::'. ~] qt qwaf'ts 0.95 liters _'" cutNc meters 1.3 cu y ~I ~".ons 3.8 literS I 3 _ _ " cul"c 0.03 cub,e ~ =---- TEMPERATURE IUlct) ~ cubiC f...yards 0." cubiC me....lN1er$ ",3 _ _ TEMPERATURE (ilict/ 'c C.I.... 9/5 1_ F._it 'F _ __ _321 ,_- OF F...... lt 5/' ',lifter eels'us ~C _ ~ aubtrec:tMg ten9lfatwe ., ];2) - OF 32 9&1 212 -40 140 10 ~ 120 '10 ZOO I -. - I 'I"," , f 'I' ','.' " ' I ' " ',' ',' 1 ~ - -40 - 20 0 20 ..a 60 '0 !'f : _ _!.c 37 II ~ I .. • (. CONTENTS Section 1 INTRODUCTION ••.•.•..••.•.•••••••••••.•.••••••• 1 2 FACTORS WHICH CONTROL FUEL CONSUMPTION •.••.••••• 4 2.1 Compression Ratio ••.•••••••••••••••.••••••••. 5 2.2 Heat Addition Schedule . • • • • • • • • • • • • • • . • • • • . • • • 6 2.3 Load Variation •.•••••••••.•••.•••••.•••••••.• 7 2.4 Working Fluid Composition. • . • • • • • • • • • • • • • • . • • • 8 2.5 Sizing and Piston Speed .••.••••••••••.•.•.••••.• 9 2.6 Power Transmission Characteristics •.•••••••.•.•••• 10 3 FACTORS WHICH CONTROL EMISSIONS ...••••.••...••.•• 12 3.1 Background on Regulated Emissions ...•..••••.•••.•• 12 3.2 Backtround on Unregulated Emissions •••••••••.••••.• 16 -. 3.2.1 Unburned Hydrocarbons - Special Classes .•.••••• 17 3.2.2 Nonhydrocarbon Unregulated Emissions •.•••••••• 21 3.3 NOx Production Chemistry ••••••••••..••.••••..•• 26 3.3.1 Modified Zeldovich Mechanism .••••.•••..•••. 26 3.3.2 "Prompt" NO ••.•..••••••••.•••..••.•.• 29 3.3.3 Fuel N Derived NO •••••.•..•••••••••••••• 29 3.4 NOx Emission Control Strategies •• • • • • • • • • • • • • • • • • • 30 3.4.1 Adjustment of Fuel/Air Equivalence Ratio. • • • • • • • 30 3.4.2 Exhaust Gas Recirculation and Compression Ratio. •• 31 3.4.3 Adjustment of Other Engine Parameters ••••••••• 31 3.4.4 Staged Combustion • • • • • . • • • • • • • • . • • . • • • • • 31 3.5 Chemistry of Emissions Due to Incomplete Combustion •.•• 32 3.5.1 Homogeneous Versus Heterogeneous Combustion Systems . • • • • • • • • • • • • • • • • • • • • • • • • • . •• 32 3.5.2 CO Oxidation Chemistry • • • • • • • • • . • • • • • • • • • • 32 v CONTENTS (CONTINUED) Section Page 3.5.3 Wall and Boundary Layer Quench Effects .•..••••• 33 3.5.4 Diesel Combustion Model ....•••....••••••.• 33 3.5.5 Role of Fluid Mixing Processes in Hydrocarbon Emissions ............................ 36 3.6 Incomplete Combustion Control Strategies •.••••.••..•. 36 3.7 Role of Lubricating Oil in Emissions Problems •.••••••• 36 3.8 Role of Nonhydrocarbon Impurities and Additives in Emission Chemistry •.•.•...•••..•.•.•.••...•••• 37 3.9 Emissions Measurements Techniques ...•••...•.••.•• 37 3.9.1 Measurement of Light-Weight Gaseous Pollutants •.• 37 3.9.2 Measurement of High Molecular Weight and Particulate Pollutants •.•••••.•.••.•.•••.•• 38 4 COMPETITION OF HOMOGENEOUS VERSUS STRATIFIED CHARGE ENGINES .....•..••••.•••.••.•...••.•..•• 40 5 TECHNOLOGY TRANSFER FROM GAS TURBINE COMBUSTIONS .- TO HETEROGENEOUS COMBUSTION PISTON ENGINES .•••••• 42 6 RESEARCH OPPORTUNITIES 45 6.1 Fluid Mechanics of Piston Engines • • . • • . • . • . • . • • • 46 6.2 Chemical Reaction Mechanisms and Kinetics .••..••.•.• 53 6. 3 Liquid Fuel Injection Dynamics and Spray Combustion • • • • • 58 6. 3.1 Fuel Pressuriz ation and Metering .•••.•••••••• 58 6.3.2 Spray Formation ••.•..•••••••••..••.••••• 59 6.3.3 Spray Combustion ••••.•••••..••••..•••••• 60 6.4 Fuel Characteristics and Modifications •.••...••.••••. 63 6. 5 Cycle Modific ation • • . • • • • • • . • . • . • . • • • . • . 65 6 • 5 .1 Supercharging........................... 65 6.5.2 Valve Control .......................... 0 67 6.6 Heat Loss Reduction •.••••.•.•••••••••••••.••••• 68 If vi CONTENTS (CONTINUED) Section 7 SUMMARY. 70 APPENDIX A REFERENCES.................................................. 76 APPENDIX B REPORT OF INVENTIONS....................................... 83 LIST OF TABLES Table Page 1-1 Average Passenger Car Fuel Economy Standards........... .... ..... 2 3-1 Federal Light-Duty Vehicle Exhaust Emission Standards.. ..... .... 12 3-2 Evaluated Rate Constants for Modified Zeldovich Reactions... .... 28 .. 6-1 Estimates of the Relative Importance of Major Research Areas.... 47 7-1 Summary of Recommended Research Programs.... .... ... ...... ... .... 73 vii/viii 1. INTRODUCTION The conservation
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  • Combustion Process in the Spark-Ignition Engine with Dual-Injection System

    Combustion Process in the Spark-Ignition Engine with Dual-Injection System

    Chapter 2 Combustion Process in the Spark-Ignition Engine with Dual-Injection System Bronisław Sendyka and Marcin Noga Additional information is available at the end of the chapter http://dx.doi.org/10.5772/54160 1. Introduction In these times injection is the basic solution of supplying of fuel in the Spark-Ignition (SI) engines. The systems of fuel injection were characterized by different place of supplying of fuel into the engine. Regardless of the sophistication of control system, the following types of fuel injection systems can be identified: • injection upstream of the throttle, common for all of the cylinders – called Throttle Body Injection – TBI or Single Point Injection – SPI (Figure 1 a), • injection into the individual intake channels of each cylinder – called Port Fuel Injection – PFI or Multipoint Injection – MPI (Figure 1 b), • injection directly into the each cylinder, Direct Injection – DI (Figure 1 c). 1.1. Historical background of application of fuel injection systems in SI engines The history of application of fuel injection for spark-ignition engines as an alternative for unreliable carburettor dates back to the turn of the 19th and 20th century. The first attempt of application of the fuel injection system for the spark-ignition engine took place in the year 1898, when the Deutz company used a slider-type injection pump into its stationary engine fuelled by kerosene. Also fuel supply system of the first Wright brothers airplane from 1903 one can recognize as simple, gravity feed, petrol injection system [2]. Implementation of a Venturi nozzle into the carburettor in the following years and various technological and material problems reduced the development of fuel injection systems in spark-ignition engines for two next decades.
  • Chemical Thermodynamic Analysis for Further Improvements of Direct Injection Diesel Engines

    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.