Effects of Port Injection Specifications on Emission Behavior of THC

Nakao, Yoshinori; Sakurai, Yota; Hisano, Atsushi; Saitou, Masahito; Kazari, Masahide; Murase, Takahito; Suzuki, K.

doi:10.4271/2016-32-0065

Cited by 4 publications

(1 citation statement)

References 3 publications

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“…13 shows our analysis results in response to NMOG+NOX regulations. For FTP-4BAG and phase I, the NMOG+NOX properties seemed to depend on the engine control factor before the catalyst heating activity, whereas for phases II, III and IV they seemed to be affected by the power source control strategy while driving [23]. For the 3.0 V6 turbo (P)HEV (2WD), the NMOG+NOX in phase I was relatively higher than that of the 2.0 turbo (P)HEV (4WD), and there was no significant difference as the catalyst heating was activated for phases II, III, and IV.…”

Section: Mode Test Analysis Resultsmentioning

confidence: 96%

Operating lines for plug-in hybrid turbo charger systems meeting LEV III evaporative gas regulations

Park

2021

J Mech Sci Technol

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In 2020 the California Air Resources Board (CARB) implemented even more stringent regulation of vehicle emissions, its low-emission vehicle III (LEV III) program. In a (P)HEV T-GDI vehicle, the vehicle operates in EV driving mode when the engine is off, making it similarly difficult to comply with evaporative gas regulations. Automotive OEM strategy development to reduce vehicle evaporative gas and exhaust gas is in progress as these new emissions regulations are being implemented. Unlike in a naturally aspired engine, in a turbo gasoline direct injection (T-GDI) engine, the main operating area is the turbo boosting area. It operates in the positive pressure area rather than the negative pressure area, making it difficult to meet the requirements of the new evaporative gas regulationsI. The (P)HEV T-GDI characteristics showed the evaporative gas standards of LEV III, as well as regulations on CO 2 , fuel efficiency, and exhaust gas. 2.0 T-GDI single purge system vehicles showed 1.8 times engine operation time test results satisfied with evaporative gas test regulation values. Additionally, exhaust gas emissions in hot mode showed that CO(g/mile) affects 2.0 L T-GDI vehicles 2~3 times more than 3.0 L V6 T-GDI dual purge system vehicles. Fuel efficiency test results, confirming that the 3.0 V6 had about 15 % FTP, 20 % HWY, 18 % US06 better fuel efficiency compared to the 2.0 L T-GDI vehicles. Furthermore, the properties of the operating lines optimized for two plug-in hybrid turbo charger systems to assess whether they can meet the evaporative gas standards of LEV III, as well as regulations on CO 2 , fuel efficiency, and exhaust gas. The 2.0 L T-GDI vehicle bears fuel economy loss, increases the engine operating time, and responds to the regulation of evaporative gas, and the 3.0 V6 confirms that the engine operating time, fuel economy, exhaust gas, and evaporative gas are optimized. To respond to LEV III evaporative gas regulations, 2.0 L T-GDI PHEV vehicles take longer engine operation time, fuel economy loss, and respond to evaporative gas, CO 2 , emission regulations, 3.0 L V6 T-GDI PHEV vehicles confirmed that engine operation time, fuel economy, exhaust gas, and evaporative gas were optimized. They can meet the evaporative gas standards of LEV III, as well as regulations on CO 2 , fuel efficiency, and exhaust gas.

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Section: Mode Test Analysis Resultsmentioning

confidence: 96%

Operating lines for plug-in hybrid turbo charger systems meeting LEV III evaporative gas regulations

Park

2021

J Mech Sci Technol

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Simplified algorithm for determining injection duration to achieve fast response in SI engines

Shawky¹

2020

IOP Conf. Ser.: Mater. Sci. Eng.

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For modern SI engines, the injection duration and its timing are one of the most important parameters which influence the mixture homogeneity, emissions, combustion efficiency, and engine response. In the present work, a simplified port fuel injection system with its driver algorithms was designed to control the injection duration and its timing. The Calibrated Dose method is used in this system instead of the stream mixing method. Therefore, the injected fuel mass is accurately computed according to the engine load, engine speed, engine operating condition, and the amount of air drawn into the engine. The system consists of a conventional port fuel injection system equipped with a micro-controller, a Throttle Position Sensor (TPS), a couple of Hall Effect Sensors (HES), load cell with its driver module, injector controller circuit, and a custom-made inlet port. The micro-controller is used to calculate the injection duration each engine cycle according to engine speed, amount of air drawn per cycle and engine load. The two HES are used to detect the injection timing and measure the engine speed. The TPS is used to monitor the throttle position angle so it can calculate the amount of air drawn into the engine at that time with respect to engine speed. The load cell and its driver module are used to measure the engine torque and consequently the brake power. The injector controller circuit is used to initiate the injection process at the perfect timing for the accurate duration.

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Effects of Port Injection Specifications on Emission Behavior of THC and Engine Maximum Power

Nakao,

Hisano,

Saitou

et al. 2017

SAE Technical Paper Series

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<div class="section abstract"><div class="htmlview paragraph">In this paper, it is also elucidated that the influence of the downstream injection, which caused different fuel behavior in contrast with upstream injection, on the THC after warm-up and at the maximum power, as well as its mechanism. The mechanism is clarified by use of the intake port visualization system. First, at each injection position, the effect of injection timing on THC emission after warm-up was evaluated. In the downstream injection, THC emission increases during the injection timing, in which the fuel spray directly flows in-cylinder during the intake process (hereinafter defined as the intake valve opening injection timing), and the amount of THC emission is reduced at the other injection timing (hereinafter defined as the intake valve closing injection timing). Based on the results of visualizing the intake port, injected fuel phase near the intake valve is spray in the downstream injection. Furthermore, the high temperature intake valve immediately caused the fuel spray to evaporate at the intake valve closing injection timing and then flown in-cylinder. Next, the influences of the injection pressure and the injection timing on the maximum power are evaluated at each injection position. In the downstream injection, the intake air mass flow and the maximum power at the intake valve opening injection timing are increased. Furthermore, the tendency in downstream injection becomes more prominent in high injection pressure. In the downstream injection, intake air mass flow and the maximum power increased due to the fuel cooling effect by the direct spray flow in-cylinder.</div></div>

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Effects of Port Injection Specifications on Emission Behavior of THC

Cited by 4 publications

References 3 publications

Operating lines for plug-in hybrid turbo charger systems meeting LEV III evaporative gas regulations

Operating lines for plug-in hybrid turbo charger systems meeting LEV III evaporative gas regulations

Simplified algorithm for determining injection duration to achieve fast response in SI engines

Effects of Port Injection Specifications on Emission Behavior of THC and Engine Maximum Power

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