Experimental study on combustion and emission characteristics of turbocharged gasoline direct injection (GDI) engine under cold start new European driving cycle (NEDC)

Zhu, Guowei; Liu, Jingping; Fu, Jianqin; Xu, Zhengxin; Guo, Q.; Zhao, He

doi:10.1016/j.fuel.2017.10.048

Cited by 73 publications

(24 citation statements)

References 51 publications

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“…The tested maximum in-cylinder pressure of a protype, with naturally aspirated intake systems, is approximately 43 bar over 2000 RPM and 1.2 excess air coefficient, and the power density reaches 77.8 kW/L. In the protype, the end faces of the pistons are flat, which leads to a small range of spark timing, which provides a small potential of improving brake thermal efficiency and decreasing exhaust emissions by adjusting sparking timing under different operating conditions (Duan et al, 2019;Li et al, 2019;Zhu et al, 2018). Other researches of the ORP engines, such as the work (Deng et al, 2013) investigated the piston velocity and acceleration in the engine operating process using a mathematical method, and the authors (Deng et al, 2013) hold the opinion that the power density of the ORP engine increases with piston numbers under the conditions of same engine size.…”

Section: Introductionmentioning

confidence: 99%

Intake characteristics and pumping loss in the intake stroke of a novel small scale opposed rotary piston engine

Gao

Tian

Jenner

et al. 2020

Journal of Cleaner Production

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Section: Introductionmentioning

confidence: 99%

Intake characteristics and pumping loss in the intake stroke of a novel small scale opposed rotary piston engine

Gao

Tian

Jenner

et al. 2020

Journal of Cleaner Production

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“…Because the fuel injection of engine is cut off under the sharp deceleration conditions. Thus, the excess air coefficient of engine increases and the indicated mean effective pressure of engine decreases [53] rapidly. Under the condition of very low indicated mean effective pressure of the engine, the in-cylinder burning temperature is very low [53].…”

Section: The Distribution Of High-emission Pointsmentioning

confidence: 99%

“…Therefore, the increasing nucleation and Aitken were likely to be derived mainly from the formed through the nucleation of organic, nitrate or sulfur compounds during the dilution and cooling processes [72][73][74][75]. In addition, their accumulation (stage 8-10, 0.48-1.23 µm) increased significantly in Bin7 (Speed > 80 km/h, VSP ≥ 5 kW/t), because of the cooling of the engine led to more incomplete combustion PN [50,57,58], during sudden deceleration [53]. The Aitken and accumulation of No.7 (diesel bus, China III) increased significantly when its speed was above 80 km/h).…”

Section: The Relationship Between Speed Vsp and The Pn Size Distribmentioning

confidence: 99%

Transient Characterization of Automotive Exhaust Emission from Different Vehicle Types Based on On-Road Measurements

Mao

et al. 2020

Atmosphere

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Previous works on real-world vehicle emission characteristics have mainly focused on the influences of fuel, speed, vehicle type, elevation, and other factors on vehicle emission quantity and components. However, few studies have investigated the transient trend of automotive exhaust emissions through on-road measurements. The key objective of the present paper was to examine the transient characteristics of exhaust emissions from different vehicle types on the roads of Tianjin. To achieve the goal, a portable emission measurement system (PEMS) was employed to monitor emissions from selected test vehicles—private cars, passenger vehicles, and cargo vehicles. It was found that the high-emission points of test vehicles were mainly distributed in two regions: the high-speed region (speed > 70–90 km/h, vehicle-specific power (VSP) > 0 kW/t) and the medium-speed–acceleration region (20–30 km/h < speed < 60–90 km/h, 0 kW/t <VSP < 12 kW/t). The CO, hydrocarbon (HC), NOx, and particulate number (PN) average emission rates in the high-emission points could be 3.15–14.93 times, 1.93–24.89 times, 3.23–6.03 times, and 3.22–30.27 times of those of average emission rates. The HC, NOx, and PN average emission rates of China IV vehicles in the high-emission points were 2.46–4.92 times, 3.56–6.03 times, and 3.22–13.21 times of those of average emission rates, not less than those of China III (1.93–2.52 times, 2.75–3.90 times, and 9.98–22.34 times). Test vehicles mainly emitted nucleation-mode and Aitken-mode particles, and the increase of the PN concentration emission rate in low-speed and high-speed regions was higher than that in the medium-speed region. The exhaust gas recirculation (EGR) + diesel particulate filter (DPF) could effectively inhibit the Aitken output caused by turbocharged intercooler (CIC). The selective catalytic reduction (SCR) might cause more nucleation-mode particles.

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“…However, both the power balancing services and the demand-driven operation lead to more frequent start-ups of the plant and thus to an increasing number of cold-start processes. Research in the automotive sector has widely shown that cold-start procedures cause a high share of the total pollutant emissions of a system with an internal combustion engine (ICE) [10][11][12][13][14]. As mini and micro CHPs (mCHP) generally feature low pollutant emissions under steady-state conditions, an increasing number of cold-starts would mitigate this property to a great extent.…”

Section: Introductionmentioning

confidence: 99%

Reduction of Cold-Start Emissions for a Micro Combined Heat and Power Plant

et al. 2020

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Decentralized power generation by combined heat and power plants becomes increasingly popular as a measure to advance the energy transition. In this context, a substantial advantage of small combined heat and power plants is based on the relatively low pollutant emissions. However, a large proportion of the pollutant emissions is produced during a cold-start. This fact is not reflected in governmental and institutional emission guidelines, as these strongly focus on the emission levels under steady-state conditions. This study analyzes the spark advance, the reference air/fuel ratio and an electrically heated catalyst in terms of their potential to reduce the cold-start emissions of a micro combined heat and power plant which uses a natural gas fueled reciprocating internal combustion engine as prime mover and a three-way catalytic converter as aftertreatment system. Based on these measures, control approaches were developed that account for the specific operating conditions of the class of small combined heat and power plants, e.g., full-load operation and flexible, demand-driven runtimes. The experimental data demonstrates that even solutions with marginal adaptation/integration effort can reduce cold-start emissions to a great extent.

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Experimental study on combustion and emission characteristics of turbocharged gasoline direct injection (GDI) engine under cold start new European driving cycle (NEDC)

Cited by 73 publications

References 51 publications

Intake characteristics and pumping loss in the intake stroke of a novel small scale opposed rotary piston engine

Intake characteristics and pumping loss in the intake stroke of a novel small scale opposed rotary piston engine

Transient Characterization of Automotive Exhaust Emission from Different Vehicle Types Based on On-Road Measurements

Reduction of Cold-Start Emissions for a Micro Combined Heat and Power Plant

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