Comparison Between Direct and Indirect Fuel Injection in an S.I. Two-Stroke Engine

Badami, Marco; Marzano, Mario Rocco; Millo, Federico; Nuccio, Patrizio

doi:10.4271/1999-01-3311

Cited by 16 publications

(3 citation statements)

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“…It is seen from the literature [1,2,3,4,5,6,7,8,9,11,12,13] that gasoline direct injection (GDI) in two stroke engines promises to reduce the scavenging losses. This associated with better mixture preparation characteristics with GDI…”

Section: Port Injection 4 Direct Injection In Cylindermentioning

confidence: 99%

Investigations on a Two Stroke Cycle Spark Ignition Engine Using Gasoline Direct Injection

Wani¹,

Mursaleen²,

Parvez³

2013

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This paper reports the computer simulation based theoretical and the test rig based experimental investigations for improving the performance and emission characteristics of a two stroke cycle spark ignition engine. Computer simulation was carried out using a standard software. Models were prepared for the carburettor and gasoline direct injection modes. Using the design and operating data of a standard commercial two stroke cycle spark ignition engine results were generated in the carburettor and gasoline direct injection modes. Different parameters like brake power, BSFC, CO and HC emissions, exhaust and spark plug temperatures, peak cylinder gas pressure and its cyclic variations were studied in the carburettor and GDI modes. There was improvement in engine power and reduction in BSFC in the GDI mode as compared to carburettor mode. The CO and HC emissions were reduced in the GDI mode due to better atomization and reduced scavenging loses.

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Section: Port Injection 4 Direct Injection In Cylindermentioning

confidence: 99%

Investigations on a Two Stroke Cycle Spark Ignition Engine Using Gasoline Direct Injection

Wani¹,

Mursaleen²,

Parvez³

2013

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“…The recent implementation of gasoline direct injection (GDI) has greatly improved two-stroke engines by reducing the short-circuiting of unburned fuel, which has led to lower hydrocarbon (HC) emissions, a reduced fuel consumption, 1 and a higher power output. Additionally, the charge cooling effect has increased the knock-limited compression ratio for increased thermal efficiency.…”

Section: Introductionmentioning

confidence: 99%

Investigation of reactivity-controlled compression ignition combustion in a two-stroke engine

Miles

Ghandhi

2016

Proceedings of the Institution of Mechanical Engineers, Part D:

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In this study, a two-stroke outboard engine was modified to accommodate two direct fuel injectors for reactivity-controlled compression ignition combustion in one cylinder, while the production direct-injection spark ignition combustion system was maintained in the other cylinder. This setup enabled direct comparisons of the performances at equivalent operating conditions. The engine’s octane requirement for homogeneous charge compression ignition combustion was studied with primary reference fuels for ranges of engine speed, load, and delivery ratio. The resulting primary reference fuel requirement was used to determine the baseline ratio of low-reactivity fuel to high-reactivity fuel. Experiments using gasoline and diesel fuel were unsuccessful as they resulted in unstable combustion and rapid accumulation of particulate matter in the emissions-sampling equipment. Reactivity-controlled compression ignition experiments with gasoline and n-heptane (higher volatility) proved to be successful. The low-reactivity fuel fraction and the high-reactivity start-of-injection timing were found to be independent combustion-control levers. At 1500 r/min, an indicated mean effective pressure of 2.5 bar and nitrogen oxides emissions of 1.25 g/kW h, reactivity-controlled compression ignition resulted in a lower coefficient of variation in the indicated mean effective pressure, lower carbon monoxide emissions and a significantly higher gross indicated efficiency than those for the direct-injection spark ignition homogeneous mode and the direct-injection spark ignition stratified mode (36.3% versus 27.0% and 25.7% respectively); at 1200 r/min, an indicated mean effective pressure of 2.0 bar and hydrocarbon + nitrogen oxide emissions of about 16.5 g/kW h, the reactivity-controlled compression ignition efficiency was still significantly better than those for the direct-injection spark ignition homogeneous mode and the direct-injection spark ignition stratified mode (32.9% versus 25.2% and 26.6% respectively). Overall, the viability of reactivity-controlled compression ignition combustion in a two-stroke engine was demonstrated; with further design optimization, it will probably be possible to use a standard diesel fuel instead of n-heptane.

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“…LPDI is better for operating in the homogenous charge region with a longer mixing duration as compared to HPDI being predominantly stratified. LPDI also had similar power output and torque when compared to HPDI [70].…”

Section: Injection Strategiesmentioning

confidence: 90%

A Framework for Energy Optimization of Small, Two-Stroke, Natural Gas Engines for Combined Heat and Power Applications

Darzi¹

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A Framework for Energy Optimization of Small, Two-Stroke, Natural Gas Engines for Combined Heat and Power Applications Mahdi Darzi This research was focused on the development of a framework for the energy optimization a natural gas engine for small combined heat and power (CHP) applications operating with lowpressure natural gas (NG) available at homes. The required targets of the ARPA-E GENSETS program for 1 kW electric power generation and previous GENSETS simulation at West Virginia University, suggested a design space for the engine which is currently dominated by simple twostroke designs. Hence this research focused on screening, modeling, and experimentally evaluation of cost-effective technologies to achieve a system design that maximized thermal efficiency and utilization factor, while reducing emissions. A baseline engine was selected which started with 8% brake thermal efficiency (BTE) on natural gas operation. By implementing intake and exhaust optimization BTE increased up to around 12% and with head design optimization and exhaust backpressure, the engine reached 15% BTE. Though the initial optimization methods almost doubled efficiency, it was realized that further increases in BTE must be achieved for a commercially competitive design. The engine was redesigned to utilize modified porting for enhanced breathing and scavenging and a method to deploy low-pressure direct injection (LPDI) was developed. With these enhancements, BTE increased to around 24%. A second round of optimization was performed then, by modeling the whole system in a 1D platform and using a genetic algorithm and experimental data to further optimize scavenging which increased the efficiency up to around 26%. Finally, a 3D computational fluid dynamics (CFD) was developed to investigate the stratification effects of LPDI and determine the optimal spark plug location. This effort increased the BTE to around 27.5%. To assess issues with commercial deployment, three different NG compositions and propane operation were investigated. With an energy balance and exergy distribution analysis for each fuel, fuel quality effects on the CHP system performance were determined. At the end, with combination literature review, experiments, 1D and 3D simulations, a framework for optimization of micro-CHP systems operating on gaseous fuels was developed that can serve industry to highlight methods that can more than triple brake thermal efficiency of small two-stroke engines while improving the energy distribution for CHP systems. iii Acknowledgment Special thanks to Dr. Johnson for his support and mentorship throughout my PhD program. I thank my dedicated PhD committee members for their guidance and valuable feedback to improve this dissertation. I would like to thank Mr.

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Comparison Between Direct and Indirect Fuel Injection in an S.I. Two-Stroke Engine

Cited by 16 publications

References 1 publication

Investigations on a Two Stroke Cycle Spark Ignition Engine Using Gasoline Direct Injection

Investigations on a Two Stroke Cycle Spark Ignition Engine Using Gasoline Direct Injection

Investigation of reactivity-controlled compression ignition combustion in a two-stroke engine

A Framework for Energy Optimization of Small, Two-Stroke, Natural Gas Engines for Combined Heat and Power Applications

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