Boost System Development for Gasoline Direct-Injection Compression-Ignition (GDCI)

Hoyer, Kevin; Sellnau, Mark; Sinnamon, James; Husted, Harry

doi:10.4271/2013-01-0928

Cited by 30 publications

(8 citation statements)

References 16 publications

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“…Possibly the most famous and most researched is homogenous charge compression ignition (HCCI), but currently the focus is on more practical solutions than on pure HCCI. To name some of the most successful; reactivity controlled compression ignition (RCCI) [1], high efficiency dilute gasoline engine (HEDGE) [2], gasoline direct injected compression ignition (GDCI) [3] and partially premixed combustion (PPC) [4]. All these concepts originates from single cylinder engine research and show impressive gross indicated efficiencies due to dilute low temperature combustion that reduce in-cylinder heat transfer losses and exhaust losses.…”

Section: Introductionmentioning

confidence: 99%

Loss Analysis of a HD-PPC Engine with Two-Stage Turbocharging Operating in the European Stationary Cycle

Tunér¹,

Johansson²,

Keller³

et al. 2013

SAE Technical Paper Series

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Partially Premixed Combustion (PPC) has demonstrated substantially higher efficiency compared to conventional diesel combustion (CDC) and gasoline engines (SI). By combining experiments and modeling the presented work investigates the underlying reasons for the improved efficiency, and quantifies the loss terms. The results indicate that it is possible to operate a HD-PPC engine with a production two-stage boost system over the European Stationary Cycle while likely meeting Euro VI and US10 emissions with a peak brake efficiency above 48%. A majority of the ESC can be operated with brake efficiency above 44%. The loss analysis reveals that low in-cylinder heat transfer losses are the most important reason for the high efficiencies of PPC. In-cylinder heat losses are basically halved in PPC compared to CDC, as a consequence of substantially reduced combustion temperature gradients, especially close to the combustion chamber walls. Pumping losses are on the other hand three times higher than for CDC due to the increased mass flow rate over the valves from the charge dilution and the high amounts of EGR. Friction losses remain uncertain with respect to the direct injection of gasoline instead of diesel, but have been estimated to be slightly higher than for CDC in this work. A sensitivity analysis demonstrates that further reductions of in-cylinder heat transfer losses are possibly the most beneficial for further increases in brake efficiency. Further improvements can also be reached by reducing exhaust port and manifold heat transfer losses and optimized gas exchange and boosting systems. A PPC engine with 57% gross indicated efficiency is likely to reach more than 50% brake efficiency.

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Section: Introductionmentioning

confidence: 99%

Loss Analysis of a HD-PPC Engine with Two-Stage Turbocharging Operating in the European Stationary Cycle

Tunér¹,

Johansson²,

Keller³

et al. 2013

SAE Technical Paper Series

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“…developed with significant improvements. Delphi [23,24,25,26,27] reported single-cylinder and multi-cylinder engine test results with various injectors using single, double, and triple injection strategies.…”

Section: Development Of a Gasoline Direct Injection Compression Ignitmentioning

confidence: 99%

“…Previous work by the authors has demonstrated improved GDCI combustion performance through injection system developments [23,24,25,26,27]. Simulation tools were used to develop injector spray characteristics that provide very fast vaporization, low spray penetration, while also providing the necessary injection rate (flow rate).…”

Section: Injection Systemmentioning

confidence: 99%

“…This puts greater demand on the boost system. Extensive engine simulations were performed [26] to develop a system that provides the necessary intake boost with low boost parasitics. Several boost architectures with various boost devices were studied including a 1-stage turbocharger (TC), a 2-stage TC, a 1-stage supercharger (SC), and a 2-stage TC-SC system.…”

Section: Boost Systemmentioning

confidence: 99%

“…As an estimate of expected performance, simulations were conducted using GT Power [40]. The model was correlated with measured full load data at 1500, 2000, and 2500 rpm, and is described in a previous publication [26]. The model predicted maximum BMEP of about 20 bar at about 3000 rpm with 45 percent EGR.…”

Section: Full-load Performance Characteristicsmentioning

confidence: 99%

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Development of a Gasoline Direct Injection Compression Ignition (GDCI) Engine

Sellnau

Foster

Hoyer

et al. 2014

SAE Int. J. Engines

Self Cite

104

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In previous work, Gasoline Direct Injection Compression Ignition (GDCI) has demonstrated good potential for high fuel efficiency, low NOx, and low PM over the speed-load range using RON91 gasoline. In the current work, a four-cylinder, 1.8L engine was designed and built based on extensive simulations and single-cylinder engine tests. The engine features a pent roof combustion chamber, central-mounted injector, 15:1 compression ratio, and zero swirl and squish. A new piston was developed and matched with the injection system. The fuel injection, valvetrain, and boost systems were key technology enablers. Engine dynamometer tests were conducted at idle, part-load, and full-load operating conditions. For all operating conditions, the engine was operated with partially premixed compression ignition without mode switching or diffusion controlled combustion. At idle and low load, rebreathing of hot exhaust gases provided stable combustion with NOx and PM emissions below targets of 0.2g/kWh and FSN 0.1, respectively. The coefficient of variation of IMEP was less than 3 percent and the exhaust temperature at turbocharger inlet was greater than 250 C. BSFC of 280 g/kWh was measured at 2000 rpm-2bar BMEP. At medium-to-higher loads, rebreathing was not used and cooled EGR provided NOx, PM, and combustion noise below targets. MAP was reduced to minimize boost parasitics. At full load operating conditions, near stoichiometric mixtures were used with up to 45 percent EGR. Maximum BMEP was about 20 bar at 3000 rpm. For all operating conditions, injection quantities and timings were used to control mixture stratificaton and combustion phasing. Transient co-simulations of the engine system were conducted to develop control strategies for boost, EGR, and intake air temperature control. Preliminary transient tests on a real engine with high rate of load increase demonstrated potential for very good control. Cold start simulations were also conducted using an intake air heating strategy. Preliminary cold start tests on a real engine at room temperature demonstrated potential for very good cold starting. More work is needed to calibrate the engine over the full operating map and to further develop the engine control system.

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