Development of a High Turbulence, Low Particle Number, High Injection Pressure Gasoline Direct Injection Combustion System

Peer, Johann; Backes, Fabian; Sauerland, Henning; Härtl, Martin; Wachtmeister, Georg

doi:10.4271/2016-01-9046

Cited by 25 publications

(3 citation statements)

References 13 publications

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“…18 However, recent studies are now evaluating attributes of DISI engines using fuel injection pressures as high as 500 bar (e.g. Peer et al 46 ) and fundamental research efforts are evaluating characteristics of gasoline fuel sprays at diesel-type pressures (e.g. 600–1500 bar 47 ).…”

Section: Combustion Modifications To Mitigate Cold-start Disi Emissionsmentioning

confidence: 99%

Survey of strategies to reduce cold-start particulate, CO, NOx, and hydrocarbon emissions from direct-injection spark-ignition engines

Wooldridge

Singh

Gutierrez

et al. 2022

International Journal of Engine Research

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Meeting cold-start emissions standards for particulate emissions and the criteria air pollutants, NO, CO and unburned hydrocarbons (HC), is critical for gasoline direct-injection spark-ignition (DISI) engines, including DISI engines in hybrid-electric powertrains. This work surveys recent strategies to reduce particulate mass (PM), particulate number (PN), NO, CO, and HC emissions during cold-start conditions. Results of studies that demonstrate progress using engine operating strategies (such as timing of fuel injection, spark-ignition, and valve events) and engine and after-treatment hardware development to mitigate and reduce cold-start engine-out and vehicle emissions are highlighted. Several methods are promising in terms of meeting more stringent cold-start emissions requirements, in particular, fuel injector design and operation have significant potential to reduce particulate emissions and advances in manufacturing can help reduce limitations from nozzle tip-wetting. Fast-heating of three-way catalysts also shows clear benefits, in addition to gasoline particulate filters to reduce vehicle PM and PN emissions. A clear challenge (and opportunity) is the dramatically larger parametric space for engine design and operation and the coupled interaction with after-treatment that should be considered to address cold-start emissions. Advances in modelling and physical experiments that allow more rapid development of DISI powertrain and after treatment systems are critical to meet future cold-start emissions requirements.

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Section: Combustion Modifications To Mitigate Cold-start Disi Emissionsmentioning

confidence: 99%

Survey of strategies to reduce cold-start particulate, CO, NOx, and hydrocarbon emissions from direct-injection spark-ignition engines

Wooldridge

Singh

Gutierrez

et al. 2022

International Journal of Engine Research

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“…The wettability of the fuel can be reduced by increasing the pressure of the fuel system resulting in an increase in the homogeneity of the mixture due to increased spray atomization and mixture preparation (Piock et al, 2015). Combustion data shows a real effect of increasing fuel pressure on reducing combustion emissions (Hoffmann et al, 2014), this is because higher injection pressure allows faster combustion so it also produces higher thermal efficiency and reduces fuel consumption (Peer et al, 2016).…”

Section: Introductionmentioning

confidence: 99%

The Influence of Fuel Pump Pressure Variations on the Performance of 2-Stroke Gasoline Direct Injection Engines

Darwin Rio Budi Syaka,

I Wayan Sugita,

Nugroho Gama Yoga

et al. 2024

ASIIMETRIK

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The direction of technological development in 2-stroke gasoline direct injection engines is to improve engine performance and reduce exhaust gas pollution, where the solution to achieve this is to use a high-pressure electric fuel pump that produces stable fuel pressure and is practical in its application. This research aims to determine the influence of variations in fuel pressure on the performance, especially torque and power, of a 2-stroke gasoline direct injection engine. Tests were carried out on a 110 cc 2-stroke gasoline direct injection motorcycle engine using Research Octane Number (RON) 90 fuel at varying fuel pressures of 7.5 Bar, 8 Bar, and 8.5 Bar on a chassis dynamometer to obtain engine performance data in the form of torque and power. The results of this research show that increasing fuel pressure will increase the atomization of fuel particles so that it will influence increasing the performance of this engine, where maximum torque and power of 6.20 Nm and 2.00 kW are achieved at 3250 rpm, at a pressure of 8.5 Bar.

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“…Direct flow and turbulence measurements are also performed using optical diagnostic methods such as laser Doppler velocimetry (LDV) [8,28] and particle image velocimetry (PIV) [26,[29][30][31]. Results of the optical measurements confirm the increased turbulence leading to higher flame propagation speed in engines [9,32,33]. However, LDV is a point measurement and PIV requires a significant effort to minimise the signal interference from broadband soot luminosity [30,34,35].…”

Section: Introductionmentioning

confidence: 99%

Flame Image Velocimetry Analysis of Flame Front Turbulence and Growth Rate in an Optical Direct-Injection Spark-Ignition Engine

Lu¹,

Kim²,

Yang³

et al. 2021

SAE Int. J. Engines

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High-speed flame imaging has been widely used to investigate flame propagation in optically accessible direct-injection spark-ignition (DISI) engines. Previous studies utilised a high-speed movie to measure the overall growth rate of the flame and to analyse the flame shape and its correspondence with engine performance and efficiency. This study proposes the flame image velocity (FIV), a new diagnostic method enabling time-resolved, two-dimensional flame front vector extraction and turbulence intensity calculation. The high-speed camera is used to record the propagating petrol flame and contrast variations are tracked to derive flow vectors. The PIVlab, aMatlab-based open-source code, is used for this flame front FIV analysis and the systematic optimisation of processing parameters is performed. The raw flame images are pre-processed using the contrast-limited adaptive histogram equalization (CLAHE) filter before a four-step Fourier transform (FFT) is applied. The interrogation window size for each step is optimised to achieve the highest flow vectors, which, for the studied cases, returns 84-84-24-24 pixels with a half overlap. A total of 100 combustion cycles are FIV processed for each test condition to tackle the inherent cyclic variations. The Reynolds decomposition is applied to individual cycles to derive highfrequency component magnitude, which is interpreted as turbulence intensity. A spatial filtering method is used for the decomposition with optimised cut-off lengths for minimal cyclic variations of the measured turbulence intensity. The new FIV method is proven useful in a case study using two injectors with different nozzle structures.The results show that a smaller hole diameter and counterbore hole shape leads to higher flame front vector magnitude, overall higher turbulence intensity and more uniform distribution of turbulence than the injector with a larger hole diameter and cylindrical hole shape. This FIV result explains higher engine power output and lower cyclic variations measured for the smaller hole injector.

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Development of a High Turbulence, Low Particle Number, High Injection Pressure Gasoline Direct Injection Combustion System

Cited by 25 publications

References 13 publications

Survey of strategies to reduce cold-start particulate, CO, NOx, and hydrocarbon emissions from direct-injection spark-ignition engines

Survey of strategies to reduce cold-start particulate, CO, NOx, and hydrocarbon emissions from direct-injection spark-ignition engines

The Influence of Fuel Pump Pressure Variations on the Performance of 2-Stroke Gasoline Direct Injection Engines

Flame Image Velocimetry Analysis of Flame Front Turbulence and Growth Rate in an Optical Direct-Injection Spark-Ignition Engine

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