Use of Variable Valve Actuation to Control the Load in a Direct Injection, Turbocharged, Spark-Ignition Engine

Boretti, Alberto

doi:10.4271/2010-01-2225

Cited by 12 publications

(8 citation statements)

References 27 publications

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“…Engine downsizing by 30% is shown to improve the fuel economy by 8-10% while improving the torque and acceleration performances. Furthermore, downsizing by 40% has been estimated [100][101][102] to improve the fuel economy by more than 20%.…”

Section: Managing the Engine's Energy Dissipationmentioning

confidence: 99%

A review of energy consumption, management, and recovery in automotive systems, with considerations of future trends

Chiara

Canova

2013

Proceedings of the Institution of Mechanical Engineers, Part D:

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In response to the current and future energy and environment challenges, the automotive industry is strongly focusing on improving the fuel efficiency of vehicles. Although the electrification of automotive powertrains is clearly the principal path towards sustainable transportation, many opportunities still exist to improve the fuel economy of conventional vehicles. However, some of the technical solutions representing the state of the art in research and advanced development are difficult to benchmark in terms of their potential benefits for fuel consumption improvement. A greater understanding of the fuel energy utilization on the vehicle (here intended as a ‘system’ ) is therefore necessary in order to identify the readily available opportunities for efficiency improvements and, ultimately, to develop automobiles which are more fuel efficient. To this extent, this paper presents a review of the state of the art and technology trends in the field of energy management and recovery for automotive systems, with the primary focus on conventional powertrains. An understanding of the fuel energy utilization and dissipation associated with the vehicle subsystems (the engine, transmission, and chassis) is provided, as well as an overview of the opportunities and potential challenges in improving the fuel economy through system-level energy management, recovery, and harvesting. Finally, an overview of the most important solutions for managing energy dissipation, energy recovery, and harvesting is presented, discussing their potential for fuel economy improvement, technical readiness, and challenges. Wherever possible, projections on fuel economy improvements, based on either experimental data or simulations, are reported to provide opportunity for the assessment and comparison of current and future technologies.

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Section: Managing the Engine's Energy Dissipationmentioning

confidence: 99%

A review of energy consumption, management, and recovery in automotive systems, with considerations of future trends

Chiara

Canova

2013

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Ethanol and methanol have many advantages and disadvantages when compared to gasoline as a fuel [5][6][7][26][27][28][29][30]. The main properties of gasoline, methanol, and ethanol fuels are presented in Table 1.…”

Section: Thermal Engine Resultsmentioning

confidence: 99%

“…Turbo charging, direct injection and variable valve actuation are the major areas of development of gasoline engines, while the three way catalytic after treatment still suggest the stoichiometric operation [2][3][4][5][6][7]. Turbo charging, direct injection and variable valve actuation are definitively not novelties, but certainly the key enablers of further improvements in today's gasoline engine technologies.…”

Section: Thermal Engine Resultsmentioning

confidence: 99%

“…The major area of development for gasoline engines is to increase the power density and reduce the size [1^]. This is done through direct injection and turbo charging [1][2][3][4][5][6][7]. Oxygenates have higher latent heat and vaporization and higher resistance to knock and therefore permit higher compression ratio, increased boost pressure, and operation closer to knock limited maximum brake torque that translates in a higher fuel conversion efficiency [4][5][6][7].…”

Section: Introductionmentioning

confidence: 99%

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Energy Recovery in Passenger Cars

Boretti

2012

Journal of Energy Resources Technology

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The turbocharged direct injection stoichiometric spark ignition gasoline engine has less than diesel full load brake engine thermal efficiencies and much larger than diesel penalties in brake engine thermal efficiencies reducing the load. This engine has, however, a much better power density, and therefore may operate at much higher brake mean effective pressure (BMEP) values over driving cycles thus reducing the fuel economy penalty of the vehicle. This engine also has the advantage of the very well developed three way catalytic (TWC) converter after treatment to meet future emission regulations. Replacement of fossil gasoline with renewable gasoline-like fuels has major advantages. Ethanol and methanol have larger than gasoline resistance to knock and heat of vaporization, and this ultimately translates in larger than gasoline compression ratio and boost pressure and spark advances closer to maximum brake torque producing better ejflciencies both full and part load. For the speciflc of these novel turbocharged direct injection stoichiometric spark ignition renewable gasoline-like engines coupled to a hybrid-electric power train, the paper considers the option to boost the total fuel conversion efficiency generating both mechanical and electric energy. When the internal combustion engine operates, signiflcant fuel energy is lost in both the exhaust and the coolant. Part of this energy is recovered here by using organic Rankine cycle (ORC) systems fitted to both the exhaust and the coolant, with their expanders driving generators charging the battery of the car. The exhaust and the coolant organic Rankine cycle are effective in increasing the amount of fuel energy converted in usable power over the full range of loads and speeds. The organic Rankine cycle system fitted on the exhaust permits to increase the usable power versus the fuel energy flow rate of a 3.4% on average, with top improvements up to 6.4%. The system is effective particularly at high speeds and loads. The organic Rankine cycle system fltted on the coolant permits to increase the usable power versus the fuel energy flow rate of a 1.7% on average, with top improvements up to 2.8%. The system is effective particularly at low speeds and loads. The two combined organic Rankine cycle systems permit to increase the usable power versus the fuel energy flow rate of a 5.1% on average, with top improvements up to 8.2%.

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“…A high-tech, ethanolfueled direct-injection, turbocharged engine with Multi-Air has uses 40% less fuel energy in a simulation of the New European Driving Cycle than a conventional engine of similar power output. By itself, Multi-Air has a 10% fuel consumption benefit on a gasoline engine, with savings of up to 15% at low loads [31].…”

Section: Ntelc Via Intake Regulationmentioning

confidence: 99%

Iterative learning control of a fully flexible valve actuation system for non-throttled engine load control

Heinzen

Gillella

Sun

2011

Control Engineering Practice

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This thesis presents the iterative learning control of a fully flexible valve actuation system for non-throttled load control of an internal combustion engine. First, a description is given of a novel camless valve actuation system with a unique hydro-mechanical internal feedback mechanism which simplifies the external control design. All the critical parameters describing the engine valve event, i.e. lift, timing, duration and seating velocity can be continuously varied by controlling the triggering timings of three two-state valves. Initial testing of a prototype experimental setup reveals that the performance of the system (transient tracking and steady-state variability) is influenced purely by the state of the system when the internal feedback mechanism is activated. This feature motivates the development of a cycle-to-cycle learning-based external control for activating the internal feedback mechanism based on the desired valve profile characteristics and the system state. To verify the proposed control methodology, it is implemented on the experimental system to track reference trajectories for the various valve event parameters corresponding to the non-throttled load control of an engine during the U.S. Federal Test Procedure (FTP) urban driving cycle. Vehicle load demand analysis is used to compute the desired engine speed and torque requirements. Detailed dynamic valve flow simulations assuming full flexibility of the engine valve event parameters are used to calculate the required trajectory of all these parameters to satisfy the speed and torque requirements without the use of a throttle. The experimental results show that the proposed framework, i.e., the valve actuation system and the external control methodology, is able to provide excellent performance even during aggressive transient operation. Over the 19 145 valve events of the FTP cycle, 99% of cycles had lift errors of 0.203 mm or less, and 99% of cycles had duration errors of 4.87 crank-angle degrees or less. Furthermore, only 11.99% of cycles had seating velocities higher than the desired bound; 99% of cycles had seating velocities 0.0429 m/s or less over the desired bound.

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Use of Variable Valve Actuation to Control the Load in a Direct Injection, Turbocharged, Spark-Ignition Engine

Cited by 12 publications

References 27 publications

A review of energy consumption, management, and recovery in automotive systems, with considerations of future trends

A review of energy consumption, management, and recovery in automotive systems, with considerations of future trends

Energy Recovery in Passenger Cars

Iterative learning control of a fully flexible valve actuation system for non-throttled engine load control

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