Development of High Efficiency Gasoline Engine with Thermal Efficiency over 42%

Lee, Byeongsoek; Oh, Hyondong; Han, Seung-Kook; Woo, Soohyung; Son, Jinwook

doi:10.4271/2017-01-2229

Cited by 28 publications

(18 citation statements)

References 14 publications

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“…The base engine in this study was a prototype 2.0L I4 turbocharged gasoline direct injection (TGDI) engine developed for high-efficiency DHE project. It had a high compression ratio of 13 with a late intake valve closing strategy to realize the Miller cycle with a higher expansion ratio and a reduced effective compression ratio [17]. The engine was also equipped with a low-pressure EGR system that mitigates knocking combustion for an optimized combustion phasing.…”

Section: Base Enginementioning

confidence: 99%

“…In contrast, achieving high thermal efficiency in the sweet spot becomes a more important engineering target for state-of-the-art engines, specially dedicated hybrid engines (DHEs). For these engines, synergistic combinations of higher expansion ratio, such as the Atkinson or Miller cycle and highly dilute combustion technology represented by exhaust gas recirculation (EGR), have usually been applied to improve thermal efficiency [15][16][17].…”

Section: Introductionmentioning

confidence: 99%

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Effect of Divided Exhaust Period in a High Efficiency TGDI Engine

Jung

Son

et al. 2021

Energies

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The divided exhaust period (DEP) concept was applied to a high-efficiency gasoline engine and its impact on various engine performance aspects were investigated. To this end, key design parameters of DEP components were optimized through 1-D engine simulation. The designed DEP components were fabricated and experimental verification was performed through an engine dynamometer test. The developed DEP engine shows suitable performance for electrified vehicles, with a maximum thermal efficiency of 42.5% as well as a wide sweet spot area of efficiency over 40%. The improvement in thermal efficiency was mainly due to a reduction in pumping loss. Notably, the reduction in pumping loss was achieved under high exhaust gas recirculation (EGR) flow conditions, where further improvements in fuel consumption could be achieved through a synergistic combination of DEP implementation and high dilution combustion. Furthermore, a significantly improved catalyst light-off time, uncharacteristic in turbocharged engines, was confirmed through a simulated cold-start catalyst heating engine test.

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Section: Base Enginementioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Effect of Divided Exhaust Period in a High Efficiency TGDI Engine

Jung

Son

et al. 2021

Energies

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“…to 11.0 [19,[27][28][29][30]. In the case of recently developed natural aspirated (NA) GDI engines, the CR normally ranges from 11.0 to 13.0 [16,31,32], while the highest CR reported in the development stage is 15.0 [31]. The CR in a high boost design is limited by knocking; therefore, NA systems are able to take advantage of peak thermal efficiencies [31].…”

Section: Development Of Gdi Combustion Systemsmentioning

confidence: 99%

“…The CR in a high boost design is limited by knocking; therefore, NA systems are able to take advantage of peak thermal efficiencies [31]. To increase the CR above 13.0, most such engines have to incorporate variable compression ratio (VCR) [28] or VVT for over-expansion cycles (such as the Atkinson or Miller cycles) [29,31], and over-expansion cycles are discussed in Sect. 2.5.…”

Section: Development Of Gdi Combustion Systemsmentioning

confidence: 99%

“…In the case of recently developed natural aspirated (NA) GDI engines, the CR normally ranges from 11.0 to 13.0 [16,31,32], while the highest CR reported in the development stage is 15.0 [31]. The CR in a high boost design is limited by knocking; therefore, NA systems are able to take advantage of peak thermal efficiencies [31]. To increase the CR above 13.0, most such engines have to incorporate variable compression ratio (VCR) [28] or VVT for over-expansion cycles (such as the Atkinson or Miller cycles) [29,31], and over-expansion cycles are discussed in Sect.…”

Section: Development Of Gdi Combustion Systemsmentioning

confidence: 99%

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Recent Progress in Automotive Gasoline Direct Injection Engine Technology

Shuai

et al. 2018

Automot. Innov.

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Gasoline direct injection (GDI) engines are currently the dominant powertrains for passenger cars. With the implementation of increasingly stringent fuel consumption and emission regulations worldwide, GDI engines are facing challenges owing to high particulate matter emissions and a tendency to knock, leading to a change in the research and design (R&D) issues compared with those in the twentieth century. This paper reviews the progress in research regarding GDI engine technologies over the past 20 years, focusing on combustion system configurations, and also highlights common issues in GDI R&D, including preignition and deto-knock, soot formation and PM emissions, injector deposits and gasoline compression ignition (GCI). First, an overview of recent developments in the field as driven by regulations is provided, following which progress in injection and combustion systems is examined. Third, the review addresses the occurrence and mechanism of deto-knock and considers means of suppressing this phenomenon. The fourth section discusses soot formation mechanisms and particulate matter emission characteristics of GDI engines and describes the application of gasoline particulate filter (GPF) after-treatment. The subsequent section summarizes studies regarding injector deposit formation, as well as pioneering research into GCI combustion modes. Finally, a summary and future prospects for GDI engine technologies are provided.

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