Optimized Gasoline Direct Injection Engine for the European Market

Noma, Kazutoshi; Iwamoto, Y.; Murakami, Nobuaki; Iida, Kazumasa; Nakayama, Osamu

doi:10.4271/980150

Cited by 37 publications

(9 citation statements)

References 8 publications

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“…The durability of GDI engines, however, can be a challenge due to issues such as combustion chamber deposit (CCD), injector deposits, engine knocking, and pre-ignition [1,10,11]. Studies have shown that in order to retain the benefits of the GDI technology, the durability of GDI engines must be guaranteed throughout the vehicle life time [12,13]. Fuel injector deposits have been identified as highly relevant, especially when various fuel properties and fuel qualities are involved [1,[14][15][16][17][18][19][20][21][22].…”

Section: Pfi Engines Commonly Operate Under a Homogeneous-charge Combmentioning

confidence: 99%

Fuel injector deposits in direct-injection spark-ignition engines

Wang

et al. 2015

Progress in Energy and Combustion Science

151

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Controlling fuel injector deposits is recognised as a challenge for advanced direct-injection sparkignition (DISI) engines. This paper gives a comprehensive overview of the research on formation, measurement, effect, and mitigation of injector deposits in DISI engines. Methodologies for the injector deposit studies include visual and compositional analysis. It is shown that injector deposits will reduce injector fuel flow rates, and lead to changes in spray characteristics. Consequently, spray angle and envelope are likely to be affected, and spray penetration distance as well as droplet diameter can be increased. Injector deposits are revealed to be primarily fuel-derived and created by two distinct free radical pathways, i.e., low temperature auto-oxidation and high temperature pyrolysis. Fuel compositions (olefins, aromatics, and sulphur), as well as T90 parameter, are significant factors in injector deposit formation. The worst consequences of injector fouling are pre-ignition, and engine misfiring and malfunction. Emissions, especially particulates, dramatically increase as the fuel injector becomes fouled. It appears that fuel detergent is the most effective method in controlling injector deposit formation if its chemistry and dosage rate are optimized. Outward opening piezo-driven injector configuration with a good surface finish, a sharp nozzle inlet, and a counter bore design, is useful in preventing injector deposit formation. Reducing injector nozzle temperature by methods such as designing special injector cooling passages, and improving engine design are also proven to be 2 helpful in reducing injector fouling. Anti-deposit coatings only delay the onset of injector deposit formation.

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Section: Pfi Engines Commonly Operate Under a Homogeneous-charge Combmentioning

confidence: 99%

Fuel injector deposits in direct-injection spark-ignition engines

Wang

et al. 2015

Progress in Energy and Combustion Science

151

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“…Later use of multiple injection strategies showed improved results but still require NOx aftertreatment. 12 Other techniques have approached the advanced combustion regime from the low-load side, concentrating on reducing the rate of heat release by thermal stratification, 13,14 and by partial fuel stratification. 15,16 A dual-fuel concept 17 has also been used.…”

Section: Introductionmentioning

confidence: 99%

Thermodynamic sweet spot for high-efficiency, dilute, boosted gasoline engines

Lavoie

Ortiz-Soto

Babajimopoulos

et al. 2012

International Journal of Engine Research

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Recent developments in ignition, boosting, and control systems have opened up new opportunities for highly dilute, high-pressure combustion regimes for gasoline engines. This study analytically explores the fundamental thermodynamics of operation in these regimes under realistic burn duration, heat loss, boosting, and friction constraints. The intent is to identify the benefits of this approach and the path to achieving optimum engine and vehicle-level fuel economy. A simple engine/turbocharger model in GT-Power is used to perform a parametric study exploring the conditions for best engine efficiency. These conditions are found in the mid-dilution range, a result of the tradeoff between fluid property benefits of lean mixtures and friction benefits of higher loads. Dilution with exhaust gas is nearly as effective as air dilution when compared using a 'fuel-to-charge' equivalence ratio defined as F 0 [ F (1-RGF) where RGF is the total residual gas fraction. Optimal brake efficiencies are obtained over a range 0.45 4 F 0 4 0.65 for operation up to 3 bar manifold pressure, yielding peak temperatures under 2100 K and peak pressures under 150 bar. These conditions are intermediate between homogeneous charge compression ignition and spark-ignition regimes, and are the subject of much current research on advanced combustion modes. An engine-vehicle drive train simulation shows that accessing this thermodynamic sweet spot has the potential for vehicle fuel economy gains between 23% and 58%.

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“…According to Mitsubishi, the high compression ratio is made possible by the knock suppression characteristics of direct injection. 1 The SIDI vehicle was also tested with the FTP cycle, using Indolene (B), at ATL. Its fuel economy of 30 mpg at ATL was 14% less than the 35 mpg measured at Amoco.…”

Section: 1 Fuel Economy and Greenhouse Gas Emissionsmentioning

confidence: 99%