Effects of intake flow and coolant temperature on the spatial fuel distribution in a direct-injection gasoline engine by PLIF technique

Kim, S.; Yan, Youyou; Nouri, J. M.; Arcoumanis, C.

doi:10.1016/j.fuel.2012.10.002

Cited by 16 publications

(6 citation statements)

References 17 publications

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“…The new optical engine has a window that covers the full length of the liner over a width of 25 mm and provides full access to the very hostile area where the piston-ring and the cylinder-liner interact with each other and, in addition, a good exposure to the combustion chamber where the charged motion, spray characteristics and fuel mixture can also be visualised or quantified using different optical diagnostics like LDV, PIV, PDA and LIF as used by Yan and colleagues. [17][18][19][20][21] The results presented here have been chosen in a way to improve the understanding of lubricant flow and cavitation that take place at the contact areas between the piston rings and cylinder liner inside an IC engine. In brief, cavitation in lubricant film at around the contact point occurs when the lubricant pressure is below saturated pressure as it passes through the narrow gap, which initiates the phase change process and produces lubricant vapour.…”

Section: Cylinder Block and Window Designmentioning

confidence: 99%

Section: Optical Engine Designmentioning

confidence: 99%

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Cavitation between cylinder-liner and piston-ring in a new designed optical IC engine

Nouri

Vasilakos

Yan

2021

International Journal of Engine Research

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A new engine block with optical access has been designed and manufactured capable of running up to 3000 r/min with the same specification as the unmodified engine. The optical window allowed access to the full length of the liner over a width of 25 mm to investigate the lubricant flow and cavitation at contact point between the rings and cylinder-liner. In addition, it allowed good access into the combustion chamber to allow charged flow, spray and combustion visualisation and measurements using different optical methods. New custom engine management system with build in LabView allowed for the precise full control of the engine. The design of the new optical engine was a great success in producing high quality images of lubricant flow, cavitation formation and development at contact point at different engine speeds ranging from 208 to 3000 r/min and lubricant temperatures (30°C–70°C) using a high-speed camera. The results under motorised operation confirmed that there was no cavitation at contact points during the intake/exhaust strokes due to low in-cylinder presure, while during compression/expansion strokes, with high in-cylinder pressure, considerable cavities were observed, in particular, during the compression stroke. Lubricant temperatures had the effect of promoting cavities both in their intensity and covered ring area up to 50°C as expected. Beyond that, although the cavitation intensity increases further with temperature, its area reduces due to possible collapse of the cavitating bubbles at higher temperature. The change of engine speed from 208 to 800 r/min increased cavitating area considerably by 52% of the ring area and was further increased by 19% at 1000 r/min. After that, the results showed very small increase in cavitation area (1.3% at 2000 r/min) with similar intensity and distribution across the ring.

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Section: Cylinder Block and Window Designmentioning

confidence: 99%

Section: Optical Engine Designmentioning

confidence: 99%

Cavitation between cylinder-liner and piston-ring in a new designed optical IC engine

Nouri

Vasilakos

Yan

2021

International Journal of Engine Research

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“…Increasing these values can also increase combustion efficiency. [2][3][4] There are three ways to increase TR and SR: changing the angle or geometric design of intake, 1,3,[5][6][7][8][9][10][11][12][13][14][15][16][17][18] the intake baffle, [2][3][4]12,14,19 and the geometric design of piston. 18,20,21 Increasing TR or SR improves not only fuel-air mixture and combustion efficiency but also a cycle-by-cycle variation (CBCV).…”

Section: Introductionmentioning

confidence: 99%

Influence of tumble and TKE on combustion, fuel economy, and emissions of a single cylinder motorcycle engine

Lee

2022

International Journal of Engine Research

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The impact of gasoline engines on improving fuel consumption and reducing emissions has received increasing attention around the world, and emissions regulations have become stricter. However, complex techniques in engine improvement increase costs. The purpose of this study is to develop or improve the design of the intake geometry without additional cost to improve the engine thermal efficiency, thereby improving fuel economy and emissions. In this study, emissions and fuel consumption of a 125 c.c. commercially available motorcycle was investigated. In addition to modifying the intake and valve angles and maintaining the intake air volume, a software for computational fluid dynamics (CFD) was used for steady-state and transient analysis of the in-cylinder flow field, tumble ratio and turbulence kinetic energy (TKE), and the results were compared with the data of the experimental platform. The burn duration of the engine, indicated mean effective pressure (IMEP), indicated specific total hydrocarbons (ISHC), nitrogen oxide (ISNOx) and carbon monoxide (ISCO) were measured on the bench. The transient predicted results show that the tumble ratio is a maximum increase of 27.82% at 656 crank angle (CA) degrees near the top dead center (TDC) on the compression stroke. In the ignition area within 5°–20° before top dead center (BTDC), average of the turbulence kinetic energy (TKE) was 120.37 m2/s2, distributed hot area was wide and close to the ignition position. In the steady-state measurement, it was verified that the tumble ratio was significantly improved by modifying inlet, the same trend as the analysis result. In the bench test for full load measurement, the average of IMEP increased by 10.92%, indicated specific fuel consumption (ISFC) improved by 11.7%, burn duration increased by 25.27%, ISCO improved by 43.41%, and ISHC improved by 64.33%. For portion load measurement, the average of ISFC improved by 2.16%, burn duration increased by 24.84%, ISCO improved by 43.44%, ISHC improved by 17.7% and ISNO improved by 12.89%. Based on the results, the tumble and TKE were improved by optimizing the angle between the intake valve and the intake port. The ISFC of model B was significantly improved under the two states. The ignition delay time was longer, and the overall burn duration was much improved. When it came to emissions, the ISCO and ISHC were significantly improved, and the ISNO was much higher at full load but lower at partial load due to the engine temperature and engine loads. At partial loads, the high tumble did benefit the combustion, fuel economy and emissions of a single-cylinder motorcycle engine.

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“…As a new-generation engine, the turbo-charged direct injection gasoline engine has stringent requirements for spark plugs [1]. It demands that the spark plugs have more extended durability under harsh conditions, e.g., over 30 kV discharge impact, chemical attack by over 5 MPa pressure of fuel and combustion gas, a normal operating temperature up to 900 °C [2], and an ignition temperature that can reach 2300 °C [3].…”

Section: Introductionmentioning

confidence: 99%

Microstructure and Isothermal Oxidation of Ir–Rh Spark Plug Electrodes

Zhao

Xia

et al. 2019

Materials

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High-temperature oxidation tests were performed on pure iridium, rhodium, and the iridium alloys, IrRh10, IrRh25, and IrRh40, at 1100 °C in a stable air environment for 60 h. The results of the oxidation were analyzed by X-ray photoelectron spectroscopy (XPS). Microstructural changes of the Ir–Rh alloys were characterized by scanning electron microscopy (SEM). XPS analysis results show that the main oxide of the Ir–Rh alloy in a 1100 °C environment was Rh2O3, and SEM analysis shows that the surfaces of the Ir–Rh alloys after oxidation formed both linear and ellipse-shaped corrosion pits, and had the same direction with the wire-drawing process. The oxidation behavior of Ir–Rh alloys, including the mass change, the reason for the mass loss, and the role of Rh in improving oxidation resistance performance, are discussed.

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Effects of intake flow and coolant temperature on the spatial fuel distribution in a direct-injection gasoline engine by PLIF technique

Cited by 16 publications

References 17 publications

Cavitation between cylinder-liner and piston-ring in a new designed optical IC engine

Cavitation between cylinder-liner and piston-ring in a new designed optical IC engine

Influence of tumble and TKE on combustion, fuel economy, and emissions of a single cylinder motorcycle engine

Microstructure and Isothermal Oxidation of Ir–Rh Spark Plug Electrodes

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