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Effect of the Intake Valve Lift and Closing Angle on Part Load

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Effect of the Intake Valve Lift and Closing Angle on Part Load energies Article Effect of the Intake Valve Lift and Closing Angle on Part Load Efficiency of a Spark Ignition Engine Michelangelo Balmelli *, Norbert Zsiga, Laura Merotto and Patrik Soltic Automotive Powertrain Technologies Laboratory, Empa Swiss Federal Laboratories for Materials Science and Technology, 8600 Dübendorf, Switzerland; [email protected] (N.Z.); [email protected] (L.M.); [email protected] (P.S.) * Correspondence: [email protected]; Tel.: +41-58-765-47-00 Received: 11 February 2020; Accepted: 20 March 2020; Published: 3 April 2020 Abstract: This study provides an experimental evaluation of the effectiveness of Miller cycles with various combinations of lift and intake valve closing angle for a passenger car engine with premixed combustion in naturally aspirated operation. A fully variable electro-hydraulic valve train provided different valve lift profiles. Six load points, from 1.5 up to 5 bar brake mean effective pressure at 1 a constant engine speed of 2000 min− , were tested with 6 different intake valve lift/intake valve closing angle combinations. The intake valve closing angle was always set before bottom dead center to achieve the desired load with unthrottled operations. Experimental comparison with throttled operation outlines an indicated efficiency increase of up to 10% using high intake lift with early valve closing angle. Furthermore, this analysis outlines the influences that early intake valve closing angle has on fuel energy disposition. Longer combustion duration occurs using early intake valve closing angle because of turbulence dissipation effects, leading to slight reductions in the heat-to-work efficiency. However, overall pressure and temperature levels decrease and consequently heat losses and losses due to incomplete combustion decrease as well. Overall, we found that combustion deterioration is compensated/mitigated by the reduction of the heat losses so that reductions of pumping losses using early intake valve closing can be fully exploited to increase the engine’s efficiency. Keywords: Miller cycles; early intake valve closing; electro hydraulic valve train; energy balance; heat losses 1. Introduction This work outlines an experimental investigation of unthrottled Miller cycles using a self-developed electro hydraulic valve train [1,2]. While valve lift is set for all cylinders on the intake and exhaust side, respectively, the valve timing is set individually for the intake- and exhaust valves for each cylinder. In conventional stoichiometrically operated spark ignition engines, which control the amount of aspirated gas by throttling the intake airflow, pumping losses make the engine efficiency deteriorate significantly, in particular at low loads. This leads to high fuel consumption during typical operation of non-hybrid powertrains [3]. Controlling the amount of fresh gas by adjusting the intake valve closing (IVC) angle promises to reduce or eliminate pumping losses. The intake valves can be closed either before or after bottom dead center. The resulting cycles are usually called Miller and Atkinson, respectively. Late IVC (Atkinson) as a general strategy for load control is problematic, because late intake closing interferes at low load with the ignition angle. Therefore, early IVC (Miller) was used throughout the work presented here. Whether avoiding pumping losses by early IVC in a spark-ignited concept increases the engine’s brake efficiency or not is, however, not clear a priori because of the following detrimental effects: Energies 2020, 13, 1682; doi:10.3390/en13071682 www.mdpi.com/journal/energies Energies 2020, 13, 1682 2 of 16 Energies 2020, 13, x FOR PEER REVIEW 2 of 18 1. Miller cycles are normally used to increase the efficiency and are characterized by a larger expansionthe geometrical ratio comparedcompression to theratio compression is increased. ratio However, [4]. To maintainload control an e ffbyective phasing compression the IVC while ratio, thekeeping geometrical the geometrical compression compression ratio is increased.ratio reduces However, the effective load controlcompression by phasing ratio with the IVCdecreasing while keepingload. the geometrical compression ratio reduces the effective compression ratio with decreasing load. 2.2. AlthoughAlthough Miller Miller timing timing reduces reduces pumping pumping losses, losses, it also reducesit also turbulencereduces turbulence intensity. Turbulentintensity. kineticTurbulent energy kinetic is generated energy is during generated the intakeduring flow the processintake flow and process dissipated and later dissipated because later no momentum because no additionmomentum is present addition to compensate is present for to the compensate viscous losses for [ 5the]. The viscous fast turbulence losses [5] dissipation. The fast for turbulence the same enginedissipation as used for inthe this same research engine with as used its standard in this research valve timing with its settings, standard but valve with directtiming gas settings, injection, but iswith documented direct gas in injection, [6]. The earlieris documented the valve in closes, [6]. The the earlier lower thethe turbulencevalve closes, present the lower during the combustion turbulence thereforepresent during is, which combustion leads to a lowertherefore turbulent is, which flame lead speed.s to a Usinglower earlyturbulent intake flame closing, speed. the combustionUsing early isintake expected closing, to be the slower combustion and less is e expectedfficient [7 to]. be slower and less efficient [7]. MillerMiller cyclescycles areare oftenoften achievedachieved usingusing camshaft-basedcamshaft-based systems,systems, limitinglimiting the possible advantages. AA paperpaper byby UngerUnger andand SchwartzSchwartz [[8]8] listslists thethe progressprogress andand challengeschallenges ofof unthrottledunthrottled MillerMiller cyclescycles achievedachieved withwith aa serial-productionserial-production continuouslycontinuously variablevariable valvevalve traintrain wherewhere valvevalve timingtiming itit stronglystrongly coupledcoupled to to the the valve valve lift. lift. As As a result,a result, at lowat low load load operating operating points points the maximum the maximum valve valve lift is evenlift is lower even thanlower 1 mmthan [91]. mm This [9] leads. This unavoidably leads unavoidably to strong to throttlingstrong throttl effectsingfor effects short for valve short openings, valve openings, mainly becausemainly because the valve’s the openingvalve's opening and closing and velocitiesclosing velocities become verybecome low. very This low. drawback This drawback does not does exist not for theexist electro for the hydraulic electro hydraulic valve train valve used train here, used as the here, valve as movementthe valve movement (i.e., the time (i.e. from the time fully from closed fully to fullyclosed open to fully and viceopen versa) and vice is independent versa) is independent from valve from lift or valve valve lift timing. or valve timing. Therefore,Therefore, thethe workwork presentedpresented herehere allowsallows experimentalexperimental quantificationquantification ofof thethe netnet eeffectsffects ofof earlyearly intakeintake valvevalve closingclosing andand valvevalve liftlift toto thethe engine’sengine's eefficiencyfficiency independently.independently. TheThe analysisanalysis alsoalso focusesfocuses onon thethe identificationidentification andand quantificationquantification of of the the individual individual losses losses arising arising from from Miller Miller cycles. cycles. 2. Experimental Setup 2. Experimental Setup Experiments were performed on a Volkswagen engine with four cylinders and a displacement Experiments were performed on a Volkswagen engine with four cylinders and a displacement of 1.4 L, which was operated with port-fuel-injected natural gas and controlled under stoichiometric of 1.4 liters, which was operated with port-fuel-injected natural gas and controlled under conditions. The complete camshaft system—composed of the camshaft, gears, chain, and timing stoichiometric conditions. The complete camshaft system—composed of the camshaft, gears, chain, adjustment—was removed and the engine was fitted with the electro hydraulic valve train (shown in and timing adjustment—was removed and the engine was fitted with the electro hydraulic valve Figure1, left). train (shown in Figure 1, left). FigureFigure 1.1. ElectroElectro hydraulic hydraulic valve valve train train on onthe the VW VW EA111 EA111 short short block block (left), (left engine), engine on the on test the bench test bench(right). (right ). TheThe cylindercylinder headhead waswas modifiedmodified toto holdhold thethe variablevariable valvevalve system,system, whilewhile thethe entireentire shortshort blockblock remainedremained unchangedunchanged fromfrom factoryfactory specifications.specifications. TheThe entireentire engineengine controlcontrol andand valvevalve traintrain controlcontrol werewere based based on on a single a single dSPACE dSPACE Microautobox Microautobox rapid prototyping rapid prototyping system and sy thestem control and functionalities the control werefunctionalities all fully developed were all fully in house. developed Besides in the house. control Besides of injection, the control ignition, of injection, and valve ignition, train, the and engine valve train, the engine control also recorded the cylinder pressure signals of all cylinders and provided closed-loop control of the center of combustion. The center of combustion, estimated online
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