Ultra boost for economy: realizing a 60% downsized engine concept

Turner, J. W. G.; Popplewell, A.; Richardson, Steve; Lewis, Andrew; Brace, Chris; Bredda, Scott

doi:10.1533/9781782421849.1.3

Cited by 12 publications

(8 citation statements)

References 10 publications

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“…As such, direct injection systems offer significant improvements for gasoline engines in terms of fuel efficiency and CO 2 emissions [1]. Combining such technology with turbochargers, engine downsizing becomes feasible and enables further performance enhancements [2,3]. However, gasoline turbocharged direct injection (GTDI) engines exhibit higher particulate matter (PM) emissions than port fuel injection (PFI) engines.…”

Section: Introductionmentioning

confidence: 99%

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

Pfau

Rocca

Haffner-Staton

et al. 2018

Carbon

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a b s t r a c tTwo gasoline turbocharged direct injection (GTDI) and two diesel soot-in-oil samples were compared with one flame-generated soot sample. High resolution transmission electron microscopy imaging was employed for the initial qualitative assessment of the soot morphology. Carbon black and diesel soot both exhibit core-shell structures, comprising an amorphous core surrounded by graphene layers; only diesel soot has particles with multiple cores. In addition to such particles, GTDI soot also exhibits entirely amorphous structures, of which some contain crystalline particles only a few nanometers in diameter. Subsequent quantification of the nanostructure by fringe analysis indicates differences between the samples in terms of length, tortuosity, and separation of the graphitic fringes. The shortest fringes are exhibited by the GTDI samples, whilst the diesel soot and carbon black fringes are 9.7% and 15.1% longer, respectively. Fringe tortuosity is similar across the internal combustion engine samples, but lower for the carbon black sample. In contrast, fringe separation varies continuously among the samples. Raman spectroscopy further confirms the observed differences. The GTDI soot samples contain the highest fraction of amorphous carbon and defective graphitic structures, followed by diesel soot and carbon black respectively. The A D1 :A G ratios correlate linearly with both the fringe length and fringe separation.

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Section: Introductionmentioning

confidence: 99%

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

Pfau

Rocca

Haffner-Staton

et al. 2018

Carbon

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“…However, attaining a maximum compression ratio is limited by engine knock and dilution decreases the burnt rate of combustion. Engine downsizing is an effective approach to improve the efficiency that directly relates to the reduction of carbon footprint (Turner et al 2014). Despite the smaller displacement volume of the engine, the power output is higher through boosting that helps to induct more air to burn the fuel.…”

Section: Engine Downsizingmentioning

confidence: 99%

Combustion-Based Transportation in a Carbon-Constrained World—A Review

Javed

Ahmed

Vallinayagam

et al. 2018

Pollutants From Energy Sources

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The transportation sector accounts for around a quarter of global CO 2 emissions and is powered predominantly by fossil-derived fuels. The regulatory framework is evolving globally to more stringent requirements for fuel efficiency and CO 2 emissions, forcing the OEMs to adopt advanced powertrain technologies. Such changes are more evident in the light-duty road transportation sector compared to the heavy-duty road, marine and air transportation sectors. Here, a holistic review of the current and prospective regulations targeted at curbing transportationbased CO 2 emissions is presented. For road transport, these include various government-and state-level policy initiatives such as the Corporate Average Fuel Economy (CAFE) and CO 2 emission standards and the zero emission mandates. For marine and aviation sectors, these include the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO) regulations and aspirations targeted at reducing the CO 2 footprint. The compliance options for these regulations are evaluated using a combination of fuels, engines, and hybridization in each transportation sector. Furthermore, a brief overview of how OEMs are working toward achieving these targets is presented. An overview of several advanced spark and compression ignition engine technologies with the potential to improve the fuel economy and CO 2 emissions is presented. Finally, an overview of major disruptions that are changing the road-based transportation is presented and a balanced life cycle based policy approach is advocated.

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“…While a variety of strategies exist for engine development to achieve improved efficiency [4], engine downsizing is a major industry trend that -in combination with pressure charging of the intake air -enables improved efficiency by running the engine at a higher specific output for the same torque at a given engine speed, yet reducing pumping and frictional losses [5,6]. Similar or improved engine performance is often Octane Response in a Downsized, Highly Boosted Direct Injection Spark Ignition Engine maintained across the engine map through intake air charging strategies (super-and turbocharging), variable valve events, and cooled external exhaust gas recirculation (EGR) [4,6].…”

Section: Engine Downsizing and Ultraboostmentioning

confidence: 99%

Octane Response in a Downsized, Highly Boosted Direct Injection Spark Ignition Engine

Remmert

Cracknell

Head

et al. 2014

SAE Int. J. Fuels Lubr.

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Increasingly strict government emissions regulations in combination with consumer demand for high performance vehicles is driving gasoline engine development towards highly downsized, boosted direct injection technologies. In these engines, fuel consumption is improved by reducing pumping, friction and heat losses, yet performance is maintained by operating at higher brake mean effective pressure. However, the in-cylinder conditions of these engines continue to diverge from traditional naturally aspirated technologies, and especially from the Cooperative Fuels Research engine used to define the octane rating scales. Engine concepts are thus key platforms with which to screen the influence of fundamental fuel properties on future engine performance.'ULTRABOOST', a collaborative research project which is co-funded by the Technology Strategy Board (TSB), the UK's innovation agency, is a downsized, highly boosted, 2.0L in-line 4 cylinder prototype engine, designed to achieve 35% CO 2 emissions reduction without compromising the performance of a 5.0L V8 naturally aspirated production engine. To probe engine response to fuel, a matrix of 14 formulations was tested at several engine conditions. This is the first in a series of fuel related papers and focuses on the engine's response to the research octane number (RON). The knock limited spark advance was determined for a series of fuels with RON varying from 95 to 112; octane was shown to provide 5 or 10° crank angle advance in knock limited spark advance at 2000 and 3000 rpm, respectively. This study demonstrates that fuel octane quality continues to be important for the performance of emerging downsized engine technologies. Furthermore, the trend for continued engine downsizing will increase the potential performance benefit associated with knock resistant fuels.

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Ultra boost for economy: realizing a 60% downsized engine concept

Cited by 12 publications

References 10 publications

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

Comparative nanostructure analysis of gasoline turbocharged direct injection and diesel soot-in-oil with carbon black

Combustion-Based Transportation in a Carbon-Constrained World—A Review

Octane Response in a Downsized, Highly Boosted Direct Injection Spark Ignition Engine

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