Development of a Turbocharged Direct Injection Downsizing Demonstrator Engine

Lumsden, Grant; OudeNijeweme, Dave; Fraser, Neil; Blaxill, Hugh

doi:10.4271/2009-01-1503

Cited by 79 publications

(26 citation statements)

References 6 publications

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“…The air-fuel ratio was fixed at stoichiometric conditions to maintain exhaust gas properties appropriate for 3-way The turbocharger and turbo-discharger were simulated using mapless flow elements in Ricardo WAVE with specified effective nozzle diameters for the turbine. Effective nozzle diameters for the turbocharger were chosen to behave similarly to the torque curve for the large and small turbochargers investigated in [11] in which no high-load Figure 5 for the low lift valve events. The intake valve timing and profile was constant throughout all simulations to ensure the predicted effect on engine fuel economy was due to the exhaust system and the turbocharging system only.…”

Section: Simulation Methodsmentioning

confidence: 99%

Turbo-discharging turbocharged internal combustion engines

Williams

Baker

Garner

et al. 2012

Proceedings of the Institution of Mechanical Engineers, Part D:

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Turbo-discharging is a novel approach that can better utilize the energy recoverable by a turbine (or series of turbines) mounted in the exhaust flow of internal combustion engines. The recovery of blowdown pulse energy in isolation of displacement pulse energy allows the discharging (depressurization) of the exhaust system to reduce engine pumping work and improve engine fuel economy. This is a novel approach to air system optimization that has previously been studied for naturally aspirated engines. However, to be successful, turbo-discharging should be applicable to turbocharged engines, as downsizing is a promising direction for future powertrain systems. This study uses one-dimensional gas dynamics modelling to explore the effect of turbo-discharging on a turbocharged gasoline engine, particularly focusing on the interaction with the turbocharging system. The results show that the peak engine torque is increased at low to mid speeds with high speed torque slightly reduced due to restrictions in engine breathing with low lift exhaust valves. The engine peak torque as a function of speed with a larger turbocharger and turbo-discharging was comparable to that of the smaller turbocharger without turbo-discharging. Fuel economy improvements were evident over most part-load regions of the engine map, with peak values varying from 2 to 7% depending on the baseline engine air system strategy. Hot trapped residual mass was consistently reduced across a large fraction of the engine map, with the exception of high power conditions, where the valve pressure drop effect dominated. This is expected to enable spark advance and further fuel economy benefit. The results from this study are promising and show that the use of some of the available exhaust gas energy for turbo-discharging in preference to turbocharging can have a positive effect on both part-load and full-load engine performance. There remains significant potential for further optimization with application of variable valve actuation and turbocharger control systems (for example, variable geometry turbines).

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Section: Simulation Methodsmentioning

confidence: 99%

Turbo-discharging turbocharged internal combustion engines

Williams

Baker

Garner

et al. 2012

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Intake and exhaust CO2 concentrations were measured with a non-dispersive infrared analyzer (NDIR), while exhaust NOx concentration was measured by means of heated chemiluminiscent detector (HCLD). The EGR rate was obtained experimentally from the CO2 measurements in exhaust and intake manifold according to the expression used by Payri et al [19]: [1] Soot was measured using a HORIBA-1230PM. According to Figure 2, it includes a TSI-DCS device for soot measurement.…”

Section: Methodsmentioning

confidence: 99%

“…An attractive strategy to reduce fuel consumption on SI engines consists of downsized engines with direct injection systems, where the displacement decreases and a turbocharging system compensates this loss of engine size, so the new engine configuration delivers the same torque and power as the reference engine, showed in more detail in these reference [1][2][3]. This SI engine technology reduces the fuel consumption by increasing the compression ratio and specific heats of the working fluids, and also by reducing the pumping and friction losses as described by Coltman et al [4].…”

Section: Introductionmentioning

confidence: 99%

Influence of a low pressure EGR loop on a gasoline turbocharged direct injection engine

Luján

Climent

Novella

et al. 2015

Applied Thermal Engineering

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This paper presents an experimental study of a low pressure EGR loop on a spark ignition (SI) Gasoline Turbocharged Direct Injection (GTDI) engine that will improve the understanding on the advantages and disadvantages of this strategy. Two steady engine operating conditions were investigated, 10 bar and 17 bar at 2000 rpm. At partial load conditions a combustion, performance, air management and exhaust gas emissions study was performed in order to analyses the EGR effect on the GTDI engine. The main advantages found were the reduction in fuel consumption due to the better combustion phasing, and the reduction in pumping losses and heat losses through the cylinder walls. A reduction on NOx, CO and soot was also observed when introducing EGR at these operating conditions. The main disadvantage found was the water condensation after the intercooler. At high load conditions similar analysis and conclusions to the partial load conditions are obtained. The EGR also allowed the combustion to be phased in a more efficient angle by reducing the risk of knocking, which helped reduce the exhaust gas temperature, despite the elimination of the fuel enrichment strategy. A reduction on CO and soot raw emissions was also observed when introducing EGR, as observed at partial load conditions, but a high reduction in NOx, CO, HC and soot emissions was observed after the catalyst since the fuel enrichment strategy is eliminated when cooled EGR is introduced. The main disadvantage found was the turbocharger limitation since higher compression ratio is required in order to keep the same air mass flow as the reference conditions without EGR. The original turbocharger is not designed to provide this higher compression ratio at low engine speed and high load. Results confirm how introducing EGR is a suitable strategy to control knocking and reduce simultaneously exhaust gas temperature and fuel consumption, but the disadvantages found in this investigation must be solved to assure its feasibility as a powerful technology to be implemented in future SI engines.

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“…Similarmente, a eficiência mecânica do conjunto aumenta na proporção em que as perdas por atrito representam uma fração menor da potência total gerada [4]. Os ganhos em consumo de combustível encontram-se na faixa de 20% a 30% para motores superalimentados com metade do deslocamento volumétrico de motores naturalmente aspirados [5] [6]. Quando o conceito downsizing é levado ao extremo, como no caso de redução do deslocamento volumétrico acima de 60% [7], ganhos em economia de combustível são próximos a 40% em certas condições de operação.…”

Section: Introductionunclassified

Análise De Desempenho E Emissões De Um Motor Do Ciclo De Dois-Tempos Com Válvulas No Cabeçote E Injeção Direta De Combustível

Nora¹,

Donadel²,

Sari³

et al. 2017

Blucher Engineering Proceedings

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RESUMOO conceito downsizing têm sido amplamente utilizado em veículos leves de passageiros para redução do consumo de combustível, dada a diminuição do trabalho de bombeamento e redução das perdas por atrito. Superalimentação de ar, injeção direta de combustível, e sistemas de variação dos instantes de abertura e fechamento de válvulas são empregados nesses motores para obter-se desempenho comparável aos motores de maior volume deslocado. No entanto, reduções extremas de deslocamento volumétrico são limitadas por detonação (knocking) devido às elevadas temperaturas e pressões alcançadas no ciclo, obtendo-se, comumente, reduzido torque em baixas rotações do motor. Nesse contexto, propõe-se a aplicação do ciclo de dois tempos a um motor moderno do ciclo de quatro tempos, dispondo de quatro válvulas, câmara de combustão do tipo pent-roof, superalimentação de ar, e injeção direta de combustível. Como resultado, obteve-se um maior torque, particularmente em baixas rotações, enquanto a pressão no cilindro foi largamente reduzida. O processo de limpeza e enchimento do cilindro (scavenging) foi propiciado por um longo período de cruzamento de válvulas com uma razão de pressão positiva no sentido admissão-exaustão. Injeção direta de combustível foi utilizada para se atenuar o curto-circuito de combustível para a exaustão, o qual é o principal responsável pela baixa eficiência e oneração de emissões nos motores de dois tempos convencionais com portas de admissão e exaustão. Realizou-se um comparativo de desempenho e emissões desse conceito de motor utilizando-se gasolina e etanol, uma vez que o etanol é um combustível renovável e apresenta uma maior tolerância a elevada diluição da mistura por gases queimados (EGR interno), o que é recorrente no ciclo de dois tempos.

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Development of a Turbocharged Direct Injection Downsizing Demonstrator Engine

Cited by 79 publications

References 6 publications

Turbo-discharging turbocharged internal combustion engines

Turbo-discharging turbocharged internal combustion engines

Influence of a low pressure EGR loop on a gasoline turbocharged direct injection engine

Análise De Desempenho E Emissões De Um Motor Do Ciclo De Dois-Tempos Com Válvulas No Cabeçote E Injeção Direta De Combustível

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