Influences of fuel injection strategies on combustion performance and regular/irregular emissions in a turbocharged gasoline direct injection engine: Commercial gasoline versus multi-components gasoline surrogates

Jiang, Chenxu; Li, Zilong; Wang, Xiaole; Zhang, Yahui; Lü, Xingcai

doi:10.1016/j.energy.2018.05.160

Cited by 38 publications

(11 citation statements)

References 32 publications

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“…Isooctane is the only isoparaffin in the surrogates, and it is difficult to produce isopentane under high-temperature conditions due to its structure. 35 Therefore, isopentane emissions mainly come from the combination of free radicals. This means that isopentane emissions are in an order of PRF90 > PRF80 > PRF70 > PRF60; however, there is little difference under high loads.…”

Section: Resultsmentioning

confidence: 99%

Coordination of fuel reactivity and injection timing to achieve highly efficient and stable gasoline compression ignition combustion in a wide load range

Jiang

Liu

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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Gasoline compression ignition combustion is a new combustion mode with great development potential and is highly influenced by fuel reactivity and injection strategy. This paper coordinates the fuel octane number and single-injection timing to operate gasoline compression ignition combustion with high efficiency in a wide load range, with the speed fixed at 1500 r/min. The primary reference fuels with octane numbers 60, 70, 80, and 90 were used, labeled as PRF60, PRF70, PRF80, and PRF90, respectively. The results proved that under steady-state conditions where the speed and load changed slightly, taking the fuel economy and combustion and emission performance into account, PRF60 and PRF70 should be applied at a load lower than 2 bar and 2–8 bar, respectively, and the start of injection timing should be set at 13 °CA before top dead center. When the load is higher than 8 bar, PRF90 should be applied at the start of injection timing of 11 °CA before top dead center. It is noteworthy that PRF70 under medium-load conditions could achieve the indicated thermal efficiency of up to 47%. The injection timing of PRF90 was limited to 9–1711 °CA before top dead center due to the limit of the peak value of pressure rise rate, whereas PRF60 had a wider injection timing boundary than PRF90.

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Section: Resultsmentioning

confidence: 99%

Coordination of fuel reactivity and injection timing to achieve highly efficient and stable gasoline compression ignition combustion in a wide load range

Jiang

Liu

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

Self Cite

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“…There are two main sources of organic compounds from gasoline vehicle emissions. One is incomplete volatilized fuel droplets, which forms at the combustion temperature boundary layer, and has a greater proportion in the gas phase (Jiang et al, 2018), implying it will predominantly be seen on QBT. The other is incomplete combustion of fuel, which occurs when an inhomogeneous mixture of fuel and air is pyrolyzed during combustion (Chan et al, 2014), which is more likely to form particle phase compounds (e.g., PAHs) (Miersch et al, 2019) and thus be detected on Q.…”

Section: Characteristics Of Vehicle Semivolatile and Particle Phase Ocmentioning

confidence: 99%

“…The higher Q-QBT associated with the cold-start FTP-75 cycle of the GDI engine could be due to formation of pyrolyzed particles caused by the 'wall-effect' of liquid fuel accumulating on the wall of the cylinder (Chan et al, 2014;Maricq et al, 2013). During the aggressive test cycle (US06) the OC1 measured by the IMPROVE method on QBT from the PFI engine was 65% higher than the GDI vehicle, which could be a result of excessive fuel being injected in the PFI engine than in the GDI engine (Jiang et al, 2018). This explanation is also consistent with the larger EC EFs for GDI vs. PFI discussed above.…”

Section: Characteristics Of Vehicle Semivolatile and Particle Phase Ocmentioning

confidence: 99%

Gasoline Direct Injection Engine Emissions of OC and EC: Laboratory Comparisons with Port Fuel Injection Engine

Zhang

Liggio

Chan

et al. 2022

Aerosol Air Qual. Res.

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To better understand carbonaceous aerosol emissions from gasoline vehicles, a gasoline direct injection (GDI) vehicle with and without a gasoline particle filter (GPF) installed and a port fuel injection (PFI) vehicle were tested on a chassis dynamometer using standard emission drive cycles. Carbonaceous particles emitted from the vehicles were collected on quartz filters and analyzed using three different thermal optical protocols to assess the sensitivity of organic carbon (OC) and elemental carbon (EC) emission estimates to the methods, showing OC obtained by the IMPROVE and EC by the NIOSH protocol was the lowest. Compared to the PFI vehicle, the GDI vehicle had higher EC and OC emissions under cold-start cycles by 1415% and 46%, respectively. However, the OC emission from the PFI vehicle was higher than GDI during an aggressive driving cycle by 146%. By considering OC collected on a quartz filter behind a Teflon filter, the emissions from PFI vehicle were found to be more volatile than the GDI vehicle. This is consistent with the OC forming characteristics for GDI and PFI engines, which are pyrolyzed particles from incomplete combustion and incomplete volatilization of fuel droplets, respectively. Generally, the particle phase OC emissions from gasoline engines are more volatile than other sources (e.g., biomass burning), supported by the very low level of pyrolyzed organic carbon (POC) and small differences among protocols in the current study. Once the GDI vehicle was equipped with a GPF, the removal efficiency of EC was > 98%, but OC emissions could increase as a result of regeneration, suggesting that the effect of a GPF on total carbon emitted to the atmosphere needs further evaluation, especially considering the formation of secondary organic aerosol.

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“…Zhang et al 31 analyzed how the multiple injection strategies and injection timing impact the emissions of the GDI engine. Jiang et al 32 showed that using lower injection pressure and delayed injection time, GDI can obtain lower CO and UHC. Rodriguez and Cheng 33 experimentally concluded that delayed injection time led to an increase in UHC and CO in the late compression stroke.…”

Section: Introductionmentioning

confidence: 99%

Numerical investigation of the effect of injection timing on the in-cylinder activity of a gasoline direct injection engine

Zhang

Wang

Yang

et al. 2022

Advances in Mechanical Engineering

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GDI (Gasoline direct injection) technology is used in downsized engines for its economy and low emissions. However, if the injection strategy is not set properly, GDI will produce more emissions than conventional gasoline engines. In this paper, the effect of injection timing on GDI engine emissions under optimal phasing conditions was analyzed by using a three-dimensional (3D) computational fluid dynamics (CFD) GDI engine numerical model. The results showed that at medium engine speed and medium load advancing the injection timing from −300 to −290 CAD ATDC resulted in a more efficient and cleaner combustion process, as evidenced by the higher power output, the increased thermal and combustion efficiencies, and the reduced CO, UHC, soot emissions. The raised NOx emissions at advanced injection timing operation corresponded to the high combustion quality. There was a trade-off relation for advancing injection timing strategy. Specifically, an advanced injection timing operation would increase the amount of liquid film formed on the piston and liner, which is not favorable to clean combustion. However, advancing injection timing also provides more time for fuel-air mixing, which is beneficial for the formation of a more homogeneous mixture. The numerical simulations suggested that the advantages of earlier injection timing outweighed the disadvantages and improved engine efficiency, at least for the conditions and the engine investigated here. Moreover, the comparison indicated that changing injection timing also altered the chemical reaction pathways for pollutant species formation. Overall, all of these findings demonstrated that more fundamental work is still needed to understand the effect of injection timing on engine performance.

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Influences of fuel injection strategies on combustion performance and regular/irregular emissions in a turbocharged gasoline direct injection engine: Commercial gasoline versus multi-components gasoline surrogates

Cited by 38 publications

References 32 publications

Coordination of fuel reactivity and injection timing to achieve highly efficient and stable gasoline compression ignition combustion in a wide load range

Coordination of fuel reactivity and injection timing to achieve highly efficient and stable gasoline compression ignition combustion in a wide load range

Gasoline Direct Injection Engine Emissions of OC and EC: Laboratory Comparisons with Port Fuel Injection Engine

Numerical investigation of the effect of injection timing on the in-cylinder activity of a gasoline direct injection engine

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