The new 3.0-L TDI Biturbo Engine from Audi Part 1: Design and Engine Mechanics

Bauder, Richard; Helbig, Jan; Marckwardt, Henning; Genc, Halit

doi:10.1365/s38313-012-0129-2

Cited by 4 publications

(2 citation statements)

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“…Although the pip and lower bowl shape have a clear, load-dependent influence on emissions and performance, no profile has been found that gives universally better behavior at all loads or for all performance metrics. 55 The simple W-shaped or conical pip design has been featured in numerous engines 56 and has a high expected reliability. 12 The so-called ''step-cone'' pips displace a greater amount of charge from the bowl center, thereby favoring larger bowl diameters.…”

Section: Bowl Pip Geometrymentioning

confidence: 99%

A review of design considerations for light-duty diesel combustion systems

Miles

Andersson

2015

International Journal of Engine Research

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Practical aspects of light-duty diesel combustion system design are reviewed, with an emphasis on design considerations reported by manufacturers and engine design consultancies. The factors driving the selection of compression ratio, stroke-to-bore ratio, and various aspects of combustion chamber geometry are examined, along with the trends observed in these parameters in recently released engines. The interactions among geometric characteristics, swirl ratio, and the fuel injection nozzle parameters are also reviewed.

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Section: Bowl Pip Geometrymentioning

confidence: 99%

A review of design considerations for light-duty diesel combustion systems

Miles

Andersson

2015

International Journal of Engine Research

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“…4,5 In addition to the charging devices, the systems require heat exchangers, bypass valves and controls. Recent developments in boosting systems have led to increased responsiveness and reduction of “turbo lag” as well as significant increases in the low speed torque in the 1000 to 1500 RPM range 6,7 through improved matching of the air handling system and the engine. These are defined as multi-shaft DCDE systems for this work because the turbocharger compressors and turbines operate on a separate shaft than the engine crankshaft, and thus cannot affect the crank work except through the engines’ pumping loop.…”

Section: Introductionmentioning

confidence: 99%

Light-duty single and multi-shaft boosting and compounding studies with in-cylinder insulation

Andruskiewicz

Durrett

Gopalakrishnan

et al. 2020

International Journal of Engine Research

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A set of two-cylinder engine concepts utilizing a supercharger and piston- or turbine-compounding were compared to a turbocharged engine modeled with a consistent methodology developed in previous works. In-cylinder insulation was added to each of the engines to evaluate the effects on performance. The goals of this simulation were to utilize energy that otherwise would be bypassed around the turbine side of a turbocharger and redirect it to the crankshaft, as well as to redirect energy that would previously have entered the coolant into the exhaust gases where it could be reclaimed by a second expansion process. Gains in performance and efficiency were thoroughly analyzed to provide insight into the magnitudes and mechanisms responsible. It was found that the second expansion process from exhaust-compounding was able to significantly improve engine performance at moderate to high loads, as well as compensate for the loss in volumetric efficiency that accompanies in-cylinder insulation. The piston-compounded single-shaft DCDE was able to outperform the turbocharged multi-shaft DCDE at mid to high loads, and in maximum brake power due to the low losses in the coupled nature of the second expansion, while the turbine-compounded engine suffers higher losses due to the turbomachinery mismatch with the positive displacement power cylinders.

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