Exhaust Emissions of a Vehicle with a Gasoline Direct-Injection Engine

Cole, R. L.; Poola, Ramesh B.; Sekar, R.

doi:10.4271/982605

Cited by 37 publications

(11 citation statements)

References 1 publication

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“…Light-duty vehicles with gasoline direct injection (GDI) engines have been in commercial production since the late 1990s, but have only become common in the U.S. fleet in the past 4 years. 1,2 Most manufacturers offer several passengers cars, light-duty trucks, and sport utility vehicles (SUV) with GDI engines, and it is widely accepted that smaller displacement, turbocharged GDI engines will replace larger displacement engines to enable manufacturers to meet future fuel economy regulations.…”

Section: Introductionmentioning

confidence: 99%

Detailed characterization of particulate matter emitted by lean-burn gasoline direct injection engine

Zelenyuk

Wilson

Imre³

et al. 2016

International Journal of Engine Research

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This study presents detailed characterization of the chemical and physical properties of particulate matter emitted by a 2.0-L BMW lean-burn turbocharged gasoline direct injection engine operated under a number of combustion strategies that include lean homogeneous, lean stratified, stoichiometric, and fuel-rich conditions. We characterized particulate matter number concentrations, size distributions, and the size, mass, compositions, and effective density of fractal and compact individual exhaust particles. For the fractal particles, these measurements yielded fractal dimension, average diameter of primary spherules, and number of spherules, void fraction, and dynamic shape factors as function of particle size. Overall, the particulate matter properties were shown to vary significantly with engine operation condition. Lean stratified operation yielded the most diesel-like size distribution and the largest particulate matter number and mass concentrations, with nearly all particles being fractal agglomerates composed of elemental carbon with small amounts of ash and organics. In contrast, stoichiometric operation yielded a larger fraction of ash particles, especially at low speed and low load. Three distinct forms of ash particles were observed, with their fractions strongly dependent on engine operating conditions: sub-50 nm ash particles, abundant at low speed and low load, ash-containing fractal particles, and large compact ash particles that significantly contribute to particulate matter mass loadings.

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Section: Introductionmentioning

confidence: 99%

Detailed characterization of particulate matter emitted by lean-burn gasoline direct injection engine

Zelenyuk

Wilson

Imre³

et al. 2016

International Journal of Engine Research

View full text Add to dashboard Cite

show abstract

“…Light-duty vehicles with direct injection gasoline (GDI) engines have been in commercial production since the late 1990's [1], [2], but have only become common in the U.S fleet in the past four years. Most manufacturers offer several passenger car and light-duty truck/SUV models with GDI engines, and it is widely accepted that smaller displacement, turbocharged GDI engines will replace larger displacement engines as one means for manufacturers to meet higher light-duty vehicle fuel economy regulations.…”

Section: Introductionmentioning

confidence: 99%

Novel Characterization of GDI Engine Exhaust for Gasoline and Mid-Level Gasoline-Alcohol Blends

Storey¹,

Lewis²,

Szybist³

et al. 2014

SAE Int. J. Fuels Lubr.

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Gasoline direct injection (GDI) engines can offer improved fuel economy and higher performance over their port fuelinjected (PFI) counterparts, and are now appearing in increasingly more U.S. and European vehicles. Small displacement, turbocharged GDI engines are replacing large displacement engines, particularly in light-duty trucks and sport utility vehicles, in order for manufacturers to meet more stringent fuel economy standards. GDI engines typically emit the most particulate matter (PM) during periods of rich operation such as start-up and acceleration, and emissions of air toxics are also more likely during this condition. A 2.0 L GDI engine was operated at lambda of 0.91 at typical loads for acceleration (2600 rpm, 8 bar BMEP) on three different fuels; an 87 anti-knock index (AKI) gasoline (E0), 30% ethanol blended with the 87 AKI fuel (E30), and 48% isobutanol blended with the 87 AKI fuel. E30 was chosen to maximize octane enhancement while minimizing ethanol-blend level and iBu48 was chosen to match the same fuel oxygen level as E30. Particle size and number, organic carbon and elemental carbon (OC/EC), soot HC speciation, and aldehydes and ketones were all analyzed during the experiment. A new method for soot HC speciation is introduced using a direct, thermal desorption/pyrolysis inlet for the gas chromatograph (GC). Results showed high levels of aromatic compounds were present in the PM, including downstream of the catalyst, and the aldehydes were dominated by the alcohol blending.

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“…The fuel economy and emissions from the vehicles, equipped with production DISI engines, were investigated by Cole et al (1998) and Stovell et al (1999). The specifications of the test vehicles, fuel economy, and tailpipe emission results are summarized in Table 2-2.…”

Section: -2 Emissions From Disi Enginesmentioning

confidence: 99%

“…The fuel economy results of Mitsubishi were compared with the same class vehicle, 2.0L Dodge Neon [Cole et al, 1998]. The fuel economy improvement was 22% for FTP-75 cycle and 24% for highway fuel economy cycle.…”

Section: -2 Emissions From Disi Enginesmentioning

confidence: 99%

Fuel Film Temperature and Thickness Measurements on the Piston Crown of a Direct-Injection Spark-Ignition Engine

Park¹,

Ghandhi²

2005

SAE Technical Paper Series

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The fuel film thickness and temperature on the piston crown of a direct-injection spark-ignition (DISI) engine were measured using a fiber-based laser induced fluorescence (LIF) method. The engine investigated employed a wall-guided swirl-type system using a high-pressure swirl injector impinging onto the piston crown. The fuel used was isooctane with a small amount of a fluorescent liquid dopant. The measured fluorescence intensity was transformed to the fuel film thickness by way of the equations based on photophysics and the fiber optic properties. However, the fluorescence of the fuel mixture showed a strong dependency on the fuel temperature and this information was needed in the fuel film thickness calculation. The fuel film temperature, which may differ from the piston surface temperature, was measured by using a fiber-based fluorescence thermometry method.Engine tests were performed for motored and fired conditions under the late injection stratified mode. The results of the fuel film temperature measurement showed that the mean fuel film temperature follows the piston surface temperature and the convection heat transfer from the compressed hot air directly affected the mean fuel film temperature during the compression and expansion stroke. The fuel film thickness measurement results showed that the boiling point of the liquid dopant should be much higher than that of the main fuel to ii meet the co-evaporation condition. The fuel film persisted during the expansion stroke and started to evaporate actively from the exhaust valve opening crank angle for both motored and fired conditions. The fuel film thickness from the fuel injection to just before the occurrence of pool fires was the same level for motored and fired engine conditions although the piston temperature was higher for the fired condition. The spark ignition and the main flame before the pool fires do not affect the fuel film thickness. The duration and thickness of the fuel film was strongly affected by the boiling point of the fuel. The fuel film evaporates quicker for a fuel having a lower boiling point.

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Exhaust Emissions of a Vehicle with a Gasoline Direct-Injection Engine

Cited by 37 publications

References 1 publication

Detailed characterization of particulate matter emitted by lean-burn gasoline direct injection engine

Detailed characterization of particulate matter emitted by lean-burn gasoline direct injection engine

Novel Characterization of GDI Engine Exhaust for Gasoline and Mid-Level Gasoline-Alcohol Blends

Fuel Film Temperature and Thickness Measurements on the Piston Crown of a Direct-Injection Spark-Ignition Engine

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