Intake Manifold Primary Trumpet Tuning Options for Fuel Flow Limited High Performance I.C.E.

Rosetti, Angelo; Iotti, Corrado; Cantore, Giuseppe

doi:10.4271/2019-24-0005

Cited by 1 publication

(2 citation statements)

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“…A recent paper by Clasen et al [398] did explore this topic, although only at loads up to 17 bar IMEP and speeds in the range 1500-2500 rpm. In this operating area, the knock limit was actually found to worsen in combustion phasing terms moving from stoichiometric conditions to relative AFRs FIGURE 54 Influence of intake runner length and intake valve closing angle on the end of compression temperature for a Formula 1 powertrain, from Rosetti et al [396].…”

Section: The 2010s: Aggressive Co 2 Targets Electrification and Downs...mentioning

confidence: 98%

“…This effectively turned Formula 1 into a BSFC competition, and hence development principally focuses on reducing knock to allow increasing of the compression ratio. As such, both EIVC and anti-tuning are applied to minimize the end of compression temperature for a given geometric compression ratio, as documented by Rosetti et al [396] of Ferrari and shown in Figure 54. The engines also run lean in full load, which gives a further knock limit improvement.…”

Section: The 2010s: Aggressive Co 2 Targets Electrification and Downs...mentioning

confidence: 99%

See 1 more Smart Citation

Knock: A Century of Research

Corrigan¹,

Fontanesi²

2021

SAE Int. J. Engines

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Knock is one of the main limitations on increasing spark-ignition (SI) engine efficiency. This has been known for at least 100 years, and it is still the case today. Knock occurs when conditions ahead of the flame front in an SI engine result in one or more autoignition events in the end gas. The autoignition reaction rate is typically much higher than that of the flame-front propagation. This may lead to the creation of pressure waves in the combustion chamber and, hence, an undesirable noise that gives knock its name. The resulting increased mechanical and thermal loading on engine components may eventually lead to engine failure. Reducing the compression ratio lowers end-gas temperatures and pressures, reducing end-gas reactivity and, hence, mitigating knock. However, this has a detrimental effect on engine efficiency.Automotive companies must significantly reduce their fleet carbon dioxide (CO 2 ) values in the coming years to meet targets resulting from the 2015 Paris Agreement. One path towards meeting these is through partial or full electrification of the powertrain. However, the vast majority of automobiles in the near future will still feature a gasoline-fueled SI engine; hence, improvements in combustion engine efficiency remain fundamental.As knock has been a key limitation for so long, there is a huge amount of literature on the subject. A number of reviews on knock have already been published, including in recent years. These generally concentrate on current understanding and status. The present work, in contrast, aims to track the progress of research on knock from the 1920s right through to the present day. It is hoped that this can be a useful reference for new and existing researchers of the subject and give further weight to occasionally neglected historical activity, which can still provide important insights today.

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Section: The 2010s: Aggressive Co 2 Targets Electrification and Downs...mentioning

confidence: 98%

Section: The 2010s: Aggressive Co 2 Targets Electrification and Downs...mentioning

confidence: 99%