Development of New High-Efficiency Kappa 1.6L GDI Engine

Hwang, K.; Hwang, Iljoong; Lee, Hwangbok; Park, Hyunil; Choi, Hong‐Seok; Lee, Kwan‐Woo; Kim, Wootae; Kim, Heungchul; Han, Bong-Hoon; Lee, Jong-Sub; Shin, Bo Sung; Chae, D.

doi:10.4271/2016-01-0667

Cited by 30 publications

(11 citation statements)

References 5 publications

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“…Figure 10 shows the 10% to 90% combustion duration with cEGR. Previous studies [14,15] have shown that the best combustion duration for efficiency and knock mitigation was about 20 CAD. The combustion durations for this engine with cEGR were considerably longer.…”

Section: Cegr Mapsmentioning

confidence: 99%

“…The higher expansion ratio improves efficiency as does the reduction in pumping work due to the intake cam phasing controlling airflow rather than using a throttle valve for control. The advent and widespread use of electronically controlled throttles and fast, wide range intake cam phasers has made it possible for production engines with very high compression ratios (13:1 or more) to use Atkinson cycle over part of the operating range and still maintain adequate BMEP [12,13,14].…”

Section: Introductionmentioning

confidence: 99%

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Potential Fuel Economy Improvements from the Implementation of cEGR and CDA on an Atkinson Cycle Engine

Schenk¹,

Dekraker²

2017

SAE Technical Paper Series

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EPA has been benchmarking engines and transmissions to generate inputs for use in its technology assessments supporting the Midterm Evaluation of EPA's 2017-2025 Light-Duty Vehicle greenhouse gas emissions assessments. As part of an Atkinson cycle engine technology assessment of applications in light-duty vehicles, cooled external exhaust gas recirculation (cEGR) and cylinder deactivation (CDA) were evaluated. The base engine was a production gasoline 2.0L four-cylinder engine with 75 degrees of intake cam phase authority and a 14:1 geometric compression ratio. An open ECU and cEGR hardware were installed on the engine so that the CO 2 reduction effectiveness could be evaluated. Additionally, two cylinders were deactivated to determine what CO 2 benefits could be achieved. Once a steady state calibration was complete, two-cycle (FTP and HwFET) CO 2 reduction estimates were made using fuel weighted operating modes and a full vehicle model (ALPHA) cycle simulation. This paper presents the results from implementation of cEGR and CDA on an engine capable of Atkinson cycle operation.

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Section: Cegr Mapsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Potential Fuel Economy Improvements from the Implementation of cEGR and CDA on an Atkinson Cycle Engine

Schenk¹,

Dekraker²

2017

SAE Technical Paper Series

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“…To improve the thermal efficiency of a gasoline engine, several technologies can be applied including Atkinson cycle, cooled EGR, high compression ratio, high tumble flow, high energy ignition, lean burn, optimal thermal management, and low friction technology. [23][24][25] An Atkinson cycle engine can use a high geometry compression ratio and a late intake-valveclosing (IVC) strategy to achieve a high expansion ratio while maintaining an acceptable effective compression ratio to avoid engine knock combustion. 26 Using cooled EGR can reduce engine pumping loss at part loads.…”

Section: Introductionmentioning

confidence: 99%

Combustion optimization for fuel economy improvement of a dedicated range-extender engine

Han

Shi³

et al. 2021

Proceedings of the Institution of Mechanical Engineers, Part D:

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In this study, the combustion system of a dedicated range-extender engine was optimized based on a production engine for fuel economy improvement with the use of enhanced tumble flow, higher compression ratio, Atkinson cycle and exhaust gas recirculation (EGR). First, the shape of the intake port was optimized to improve in-cylinder tumble and turbulence for combustion enhancement. The computational fluid dynamics (CFD) results showed that compared to the original intake port, the peak tumble ratio during the compression stroke of the new port is improved by 74.0%, and the turbulent kinetic energy at the spark timing is increased by 33.0%, and the results were verified through the flow test bench experiment. The dyno experiment showed that, with the new intake port, the engine brake specific fuel consumption (BSFC) was improved for all test conditions. Then, the late intake valve closing (IVC) and a higher compression ratio were used in combination to adopt the Atkinson cycle. The IVC timing was set to 642° ATDC based on the preset power target. And the compression ratio was set to 12 to balance knock tendency and BSFC improvement. Finally, the cooled EGR was optimized to further suppress the knocking tendency to improve fuel consumption. The results showed that, with the cooling Strategy 2, the attainable maximum EGR ratio at 2400 rpm full load and 70 Nm conditions was increased, the spark timing could be significantly advanced, and the BSFC was improved. The improvement of BSFC is between 6 g/kW·h and 13 g/kW·h for the load range from 40 Nm to the full load. After the optimization, the minimum BSFC of the range-extender engine reaches 233 g/kW·h, while it is around 242 g/kW·h for the base engine. The operation area where fuel consumption is lower than 240 g/kW·h becomes much wider.

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“…Some of the technologies are fully explored and exploited by the relevant automobile companies such as Toyota (Toyota, Aichi, Japan), Honda (Minato City, Tokyo, Japan), Chevrolet (Detroit, MI, USA), Mazda (Fuchu, Hiroshima, Japan), Hyundai (Seoul, South Korea) and Kia (Seoul, South Korea) et al The engine designed by Honda R&D Co. Ltd. (Tokyo, Japan) could achieve 38.9% thermal efficiency and operation at a compression ratio of 17 and an EGR rate above 30% could achieve the target brake thermal efficiency of 45% [7,8]. Hyundai and Kia Corp. also claimed that the new Kappa 1.6 L gasoline direct injection (GDI) engine could obtain the engine thermal efficiency of almost 40% [9]. In addition, as to engines with different specifications and displacements, Toyota Motor Corp. applied different methods and technologies to improve the fuel consumption characteristics [10].…”

Section: Introductionmentioning

confidence: 99%

Architecture Optimization of Hybrid Electric Vehicles with Future High-Efficiency Engine

Hong¹,

Zhao²,

Lei³

et al. 2018

Energies

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The great development of engine technologies can help to improve the engine characteristics and performance: a better thermal efficiency and an extending fuel economy area, which will subsequently decrease the fuel consumption and thus influence the overall architecture of the vehicle. In this paper, an investigation is carried out to assess the influence of the high-efficiency engine on the transmission gear numbers. First, according to the relevant studies and the integration of the advanced engine technology, a future engine fuel consumption map is obtained, based on which, the preliminary simulations are applied to explore the best match between the transmission and the proposed future engine from the perspective of fuel consumption. The simulation results indicate that the transmission with four gears is the best option to match the future engine while maintaining good fuel economy and meeting the driving demands. Then, based on this conclusion, a new hybrid powertrain architecture, which includes four gears for the engine, is introduced and analyzed in detail, with the advantage of seamless gear shift due to the compensation torque of the motor. Finally, to further examine the fuel economy and gear shift quality of the proposed powertrain, the dynamic model is established and the simulation results demonstrate that the new powertrain architecture shows a good fuel consumption performance and the gear shift process can be achieved without power interruption.

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Development of New High-Efficiency Kappa 1.6L GDI Engine

Cited by 30 publications

References 5 publications

Potential Fuel Economy Improvements from the Implementation of cEGR and CDA on an Atkinson Cycle Engine

Potential Fuel Economy Improvements from the Implementation of cEGR and CDA on an Atkinson Cycle Engine

Combustion optimization for fuel economy improvement of a dedicated range-extender engine

Architecture Optimization of Hybrid Electric Vehicles with Future High-Efficiency Engine

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