Low Emissions and High-Efficiency Diesel Combustion Using Highly Dispersed Spray with Restricted In-Cylinder Swirl and Squish Flows

Inagaki, Kenji; Mizuta, Jyunichi; Fuyuto, Takayuki; Hashizume, Takumi; Ito, Hirokazu; Kuzuyama, Hiroshi; Kawae, Tsutomu; Kono, Masaaki

doi:10.4271/2011-01-1393

Cited by 41 publications

(22 citation statements)

References 16 publications

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“…From this data, it was possible to characterize the duty cycles through steady-state modal points matching the cycle work of transient data. This approach is very valuable and expedites the process of engine architecture screening and evaluation during the early development stages [1]. Figure 2 shows actual duty cycle data representing LA-4 and HFET cycles in engine speed and torque space from the chassis test results.…”

Section: Methodology and Approachmentioning

confidence: 99%

“…Hence this combination was not plotted in Figure 16. Low compression ratio combustion bowls are an excellent choice with respect to favoring low NOx-low smoke combustion recipe due to premixed nature of combustion resulting in low temperatures [1] [12]. But there is a penalty in the form of increased unburned HC and CO emissions [14] [15].…”

Section: Figure 16 Fsnox Vs Fsdpm Predictions As a Function Of Soi Smentioning

confidence: 98%

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Thermodynamic Systems for Tier 2 Bin 2 Diesel Engines

Suresh¹,

Langenderfer²,

Arnett³

et al. 2013

SAE Int. J. Engines

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Light duty vehicle emission standards are getting more stringent than ever before as stipulated by US EPA Tier 2 Standards and LEV III regulations proposed by CARB. The research in this paper sponsored by US DoE is focused towards developing a Tier 2 Bin 2 Emissions compliant light duty pickup truck with class leading fuel economy targets of 22.4 mpg "City" / 34.3 mpg "Highway". Many advanced technologies comprising both engine and after-treatment systems are essential towards accomplishing this goal. The objective of this paper would be to discuss key engine technology enablers that will help in achieving the target emission levels and fuel economy. Several enabling technologies comprising air-handling, fuel system and base engine design requirements will be discussed in this paper highlighting both experimental and analytical evaluations. Mostly, this paper will focus on steady-state emissions and fuel consumption results that are tied to operating duty cycle with actual vehicle comparisons wherever applicable. GT-Power 1D cycle simulation analysis was done to narrow the turbocharger and air-handling architecture evaluation. The importance of turbocharger matching is critical to achieving both power density and emission goals. This paper highlights the challenges involved in selecting a single stage variable geometry turbocharger capable of delivering a 75hp/liter power density in addition to meeting light duty drive cycle emission requirements. The benefits of low pressure [LP] and high pressure [HP] EGR systems for this light-duty engine architecture will be explored in detail along with outlining the possible strategy of dual loop EGR to reduce overall fuel consumption. On the combustion system development, this paper will highlight the importance of compression ratio, variable swirl architecture, injector nozzle hardware and injection strategy optimization towards meeting the stringent emissions, fuel consumption and noise targets. Fundamental thermodynamic explanations relating the fuel consumption improvements back to closed cycle and open cycle work are also being presented. Also, the paper will discuss challenges involving unburned HC and CO emissions when operating in premixed/low temperature combustion like regimes involving higher EGR rates and early pilot injection timings. Potential solutions to mitigate such undesired emissions have been investigated both analytically and experimentally.

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Section: Methodology and Approachmentioning

confidence: 99%

Section: Figure 16 Fsnox Vs Fsdpm Predictions As a Function Of Soi Smentioning

confidence: 98%

Thermodynamic Systems for Tier 2 Bin 2 Diesel Engines

Suresh¹,

Langenderfer²,

Arnett³

et al. 2013

SAE Int. J. Engines

View full text Add to dashboard Cite

show abstract

“…1,2 According to Miyamoto et al, 3 and as shown in Figure 1, the change induced in the cooling loss (c w ) by reduction of the compression ratio from 16:1 to 12:1 is about 5%, whereas the change associated with reducing the ratio from 16:1 to 13:1 is minimal. In contrast, the degree of constant volume (h glh ) consistently increases as the compression ratio is decreased.…”

Section: Introductionmentioning

confidence: 94%

Low compression ratio diesel engines fueled with biodiesel by using spark-induced compression ignition

Yamane

Kondo

et al. 2014

International Journal of Engine Research

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The objective of this study was to demonstrate a novel combustion system in which autoignition is induced by spark discharge into a pre-mixture formed during a long ignition delay time in a direct injection diesel engine with a low compression ratio. The effects of spark discharge on the autoignition process were investigated by changing the spark timing, injection timing, equivalence ratio and fuel amount. The fuel used was lauric acid methyl ester, a fatty acid methyl ester that is relatively volatile and exhibits higher ignition quality than standard diesel fuel. The results obtained with a singlecylinder common-rail direct injection diesel engine show that spark-induced compression ignition combustion was obtained with a volumetric efficiency of 34%. In this study, the autoignition timing was advanced by spark discharge and was controlled by the spark timing within 5°crank angle. We also observed the spark-induced compression ignition combustion flame in a constant volume combustion vessel using direct high-speed photography and OH radical chemiluminescence spectroscopy by means of a combination of an optical band-pass filter, an image intensifier and a chargecoupled device camera. The results showed that spark-induced compression ignition occurs not by flame propagation due to spark ignition but by autoignition of a spray pre-mixture. It was also evident that autoignition is induced by transportation of OH radicals formed at the spark plug by the spray flow.

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“…Additionally, new unconventional thermodynamic compression ignition cycles have been suggested to achieve fuel economy improvements from reduced heat transfer losses [i.e., opposed piston two stroke engines (Herold et al, 2011) or free piston engines (Teh et al, 2008;Kosaka et al, 2014;Hanipah et al, 2015)]. Although conventional or new unconventional compression ignition engines offer high fuel economy potential (Akihama et al, 2001;Inagaki et al, 2011), the total cost of ownership varies where high upfront cost premium of compression ignition powertrains and fuel cost could be influential factors (Belzowski, 2015). Regardless of the rationale, since 1984 less than 2% of the U.S. light-duty fleet sales have been from compression ignited (i.e., diesel combustion) powertrains (Alson et al, 2014).…”

Section: Combustion Process and Operating Strategy Improvementsmentioning

confidence: 99%

A Historical Analysis of the Co-evolution of Gasoline Octane Number and Spark-Ignition Engines

2016

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In this work, the authors reviewed engine, vehicle, and fuel data since 1925 to examine the historical and recent coupling of compression ratio and fuel antiknock properties (i.e., octane number) in the U.S. light-duty vehicle market. The analysis identified historical time frames and trends and illustrated how three factors-consumer preferences, technical capabilities, and regulatory legislation-affect personal mobility. Data showed that over many decades these three factors have a complex and time-sensitive interplay. Long-term trends in the data were identified where interaction and evolution between all three factors were observed. Specifically, transportation efficiency per unit power (gal/ton-mi/hp) was found to be a good metric to integrate technical, societal, and regulatory effects into the evolutional pathway of personal mobility. From this framework, discussions of future evolutionary changes to personal mobility are also presented, with a focus centered on how increasing fuel octane number can help to enable sustained improvement in transportation efficiency per unit power.

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Low Emissions and High-Efficiency Diesel Combustion Using Highly Dispersed Spray with Restricted In-Cylinder Swirl and Squish Flows

Cited by 41 publications

References 16 publications

Thermodynamic Systems for Tier 2 Bin 2 Diesel Engines

Thermodynamic Systems for Tier 2 Bin 2 Diesel Engines

Low compression ratio diesel engines fueled with biodiesel by using spark-induced compression ignition

A Historical Analysis of the Co-evolution of Gasoline Octane Number and Spark-Ignition Engines

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