Development of the Aprilia DITECH 50 engine.

Ambler, Michael; Zocchi, Antonio

doi:10.4271/2001-01-1781

Cited by 16 publications

(3 citation statements)

References 1 publication

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“…However, in 1995, the work of Eisenhauer [11] demonstrated improved durability and, in 2000, Shawcross et al [12] published results of extensive durability testing via fleet vehicle trials in Australia. Successful production application of Orbital systems was achieved in conjunction with Siemens on engines such as the Aprilia directinjection technology (DITECH) 50 cm 3 motorcycle scooter as published by Ambler and Zocchi [13] and Archer and Bell [14] and the Mercury Marine Optimax outboard motor range. The Aprilia DITECH system is largely a development of the Orbital small-engine fuel injection system (SEFIS) as published by Leighton et al [15].…”

Section: Crankcase Scavenged Enginesmentioning

confidence: 99%

Advanced modern low-emission two-stroke cycle engines

Hooper

Al‐Shemmeri

Goodwin

2011

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper reviews recent engines and associated technology offering potential lowemission two-stroke cycle operation for a range of applications. The study considers and discusses successfully applied modern production engines together with concepts exploring advanced possibilities for future application. The published results from research and development projects and the data from available technology are compared in terms of the specific performance. The paper does not compare combustion strategies or fluid dynamic aspects of two-stroke cycle engines but does consider and compare the data from engines using the crankcase, external, and stepped piston scavenging intended for automotive, marine, and defence applications.

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Section: Crankcase Scavenged Enginesmentioning

confidence: 99%

Advanced modern low-emission two-stroke cycle engines

Hooper

Al‐Shemmeri

Goodwin

2011

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…With this lubricant, all formation of varnish and sludge throughout the engine cease and, despite the lack of an additive package, even after accumulating hundreds of hours of operation, no bearings or other engine components have failed, exhibited accelerated wear, or shown increased deposit formation. As a torture test, lube oil injection rates are further reduced by between 25-50% below the equivalent 100:1 gasoline/oil mixture with no ill effects, supporting the findings of Ambler and Zocchi in a 50 cc two-stroke engine with direct gasoline injection converted from premixed lubrication to oil injection [14].…”

Section: Lubricationmentioning

confidence: 53%

A Highly Efficient Small-Displacement Marine Two-Stroke H2DI Engine With Low Emissions

Oh¹,

Plante

2013

Journal of Engineering for Gas Turbines and Power

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A hydrogen-fueled two-stroke prototype demonstrator based on a 9.9 hp (7.4 kW) production gasoline marine outboard engine is presented, which, while matching the original engine's rated power output on hydrogen, achieves a best-point gross indicated thermal efficiency (ITF) of 42.4% at the ICOMIA mode 4 operating point, corresponding to 80% and 71.6% of the rated engine speed and torque, respectively. The brake thermal efficiency (BTE) at the rated power is 32.3%. Preliminary exhaust gas measurements suggest that the engine could also meet the most stringent CARB 5-Star marine sparkignition emission standards limiting HC + N0^ emissions to 2.5glkWh without any aftertreatment. These are realized in a cost-effective concept around a proven two-stroke base engine and a low-pressure direct-injected gaseous hydrogen (LPDI GH2) system, which employs no additional fuel pump and is uniquely adapted from volume production components. Later fuel injection is found to improve thermal efficiency at the expense of increased NO^ emissions and, at the extreme, increased cyclic variation. These observations are hypothesized and supported by phenomenological inferences of the observed trends of combustion duration, NO^ concentration, and indicated mean effective pressure (IMEP) variance to be due to increasing charge stratification with the later timings. This work outlines the pathway-including investigations of several fuel delivery strategies with limited success-leading to the current status, including design, modeling with GT-POWER, delivery of lube oil, lubrication issues using hydrogen, and calibration sweeps. The experimental results comprising steady-state dynamometer performance, cylinder pressure traces, NOx emission measurements, along with heat release analyses, support the reported numbers and the key finding that late fuel injection timing and charge stratification drive the high efficiencies and the NO^ trade-off; this is discussed and forms the basis for future work.

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“…Mitsubishi has applied HPDI to automobiles, Yamaha has employed HPDI in marine engines [4], and the Orbital ABDI system has been used on a number of different engine systems. Several manufacturers including Aprilia [5], and Piaggio [6] have applied ABDI systems to small displacement two-stroke motor scooters.…”

Section: Introductionmentioning

confidence: 99%

Design of a Compression Pressurized Air Blast Direct Injection System for Small Displacement Two-Stroke Engines

Gitano-Briggs

Kirkpatrick

Wilson

2003

Design and Control of Diesel and Natural Gas Engines for Industrial and Rail Transportation Applications

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In two-stroke engines replacement of carburetors with direct fuel injection systems greatly reduces engine emissions and fuel consumption by eliminating fuel short-circuiting. Air-blast direct fuel injection using a dedicated air pump has been successfully applied to both two- and four-stroke engines. In this study we re-examine the design of a low cost compression pressurized direct injection system. This system uses gases extracted from the combustion chamber during the compression stroke to supply pressure for the air blast injection, thus eliminating the air pump [1,2]. Gases, predominantly scavenging air, are transferred to a mixing cavity from the combustion chamber via a small (5mm diameter) solenoid poppet valve as the piston rises during the compression stroke. Proper functioning of the system requires careful optimization of the mixing cavity size and the blast valve timing to ensure adequate mixing cavity pressure and fuel atomization. To assist in the optimization of these design parameters a one-dimensional fluid dynamics model has been developed. Parameter sensitivity studies were carried out using the model to determine the optimum cavity size, blast valve timing, and fuel injection duration. These parameters were optimized over a wide range of engine speeds and throttle settings. Results show that a mixing cavity pressure of 500 kPa is attainable over the range of 1000 to 6000 rpm, from closed throttle to wide open throttle (WOT) without cavity pressurization encroaching into the ignition regime. Fuel maps and valve timings are presented and results are contrasted with the carbureted case, showing improved fuel efficiency and emissions for the direct injection system. These data will be used in the design of a physical demonstration engine.

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Development of the Aprilia DITECH 50 engine.

Cited by 16 publications

References 1 publication

Advanced modern low-emission two-stroke cycle engines

Advanced modern low-emission two-stroke cycle engines

A Highly Efficient Small-Displacement Marine Two-Stroke H2DI Engine With Low Emissions

Design of a Compression Pressurized Air Blast Direct Injection System for Small Displacement Two-Stroke Engines

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