Pub Date : 2024-08-31DOI: 10.1177/14680874241272904
Vittorio Ravaglioli, Giacomo Silvagni, Fabrizio Ponti, Nicolò Cavina, Alessandro Brusa, Matteo De Cesare, Marco Panciroli, Federico Stola
Powertrain electrification is currently considered a promising solution to meet the challenge of CO2 reduction requested by future emission regulations for the automotive industry. Despite the potential of full electric powertrains, such as Battery Electric Vehicles (BEVs) and Fuel Cell Electric Vehicles (FCEVs), their diffusion has been severely limited by various technological aspects, market drivers and policies. In this scenario, there is a growing interest in Hybrid Electric Vehicles (HEVs) powered by spark-ignited Dedicated Hybrid Engines (DHEs), mainly because of their high efficiency and very-low pollutants. However, since DHEs are usually operated at relatively high loads, with advanced combustions and high in-cylinder pressure and temperature peaks, reliability over time becomes a crucial aspect to be guaranteed by the engine management systems. This work presents development and validation of an innovative control-oriented model, suitable to predict the maximum in-cylinder pressure of SI engines. The procedure is based on information that can be measured or estimated, in real time, on-board a vehicle, and the computational cost is compatible with modern engine control units. To verify accuracy and robustness of the methodology, two different SI engines have been analyzed over their whole operating range: a turbocharged Gasoline Direct Injection (GDI) engine and a Naturally Aspirated (NA) engine. After calibrating the model parameters using both average and cycle-by-cycle data, the accuracy of the maximum in-cylinder pressure estimation has been evaluated always returning errors lower than 3% between measured and estimated maximum in-cylinder pressure.
目前，动力总成电气化被认为是应对汽车行业未来排放法规所要求的二氧化碳减排挑战的一种有前途的解决方案。尽管电池电动汽车（BEV）和燃料电池电动汽车（FCEV）等全电动动力系统潜力巨大，但其推广却受到各种技术、市场驱动力和政策的严重限制。在这种情况下，人们对以火花点火式专用混合动力发动机（DHE）为动力的混合动力电动汽车（HEV）越来越感兴趣，这主要是因为它们具有高效率和极低的污染物排放。然而，由于火花点火式混合动力发动机通常在相对较高的负荷下运行，具有先进的燃烧和较高的气缸内压力和温度峰值，因此发动机管理系统必须保证长期的可靠性。这项工作介绍了一种以控制为导向的创新模型的开发和验证情况，该模型适用于预测 SI 发动机的最大缸内压力。该程序以车载实时测量或估算的信息为基础，计算成本与现代发动机控制单元相匹配。为了验证该方法的准确性和稳健性，我们对两种不同的 SI 发动机的整个工作范围进行了分析：一种是涡轮增压汽油直喷（GDI）发动机，另一种是自然吸气（NA）发动机。在使用平均数据和逐周期数据对模型参数进行校准后，对最大缸内压力估算的准确性进行了评估，结果表明测量值与估算值之间的误差始终低于 3%。
{"title":"Development of a control-oriented physical model for cylinder pressure peak estimation in SI engines","authors":"Vittorio Ravaglioli, Giacomo Silvagni, Fabrizio Ponti, Nicolò Cavina, Alessandro Brusa, Matteo De Cesare, Marco Panciroli, Federico Stola","doi":"10.1177/14680874241272904","DOIUrl":"https://doi.org/10.1177/14680874241272904","url":null,"abstract":"Powertrain electrification is currently considered a promising solution to meet the challenge of CO<jats:sub>2</jats:sub> reduction requested by future emission regulations for the automotive industry. Despite the potential of full electric powertrains, such as Battery Electric Vehicles (BEVs) and Fuel Cell Electric Vehicles (FCEVs), their diffusion has been severely limited by various technological aspects, market drivers and policies. In this scenario, there is a growing interest in Hybrid Electric Vehicles (HEVs) powered by spark-ignited Dedicated Hybrid Engines (DHEs), mainly because of their high efficiency and very-low pollutants. However, since DHEs are usually operated at relatively high loads, with advanced combustions and high in-cylinder pressure and temperature peaks, reliability over time becomes a crucial aspect to be guaranteed by the engine management systems. This work presents development and validation of an innovative control-oriented model, suitable to predict the maximum in-cylinder pressure of SI engines. The procedure is based on information that can be measured or estimated, in real time, on-board a vehicle, and the computational cost is compatible with modern engine control units. To verify accuracy and robustness of the methodology, two different SI engines have been analyzed over their whole operating range: a turbocharged Gasoline Direct Injection (GDI) engine and a Naturally Aspirated (NA) engine. After calibrating the model parameters using both average and cycle-by-cycle data, the accuracy of the maximum in-cylinder pressure estimation has been evaluated always returning errors lower than 3% between measured and estimated maximum in-cylinder pressure.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"449 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142225399","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-30DOI: 10.1177/14680874241271819
André Nakaema Aronis, Frank Willems, Frank Kupper, Benjamín Pla
The growing call for pollution-free environments has prompted the creation of zero-emission zones (ZEZs) around the world. For regional and national transport, plug-in hybrid electric vehicle (PHEV) are an attractive option, which also offer ZE driving. To address the PHEV challenges of sufficient ZE driving range and of meeting real-world emission targets outside the ZEZs, this work proposes an adaptive supervisory control strategy, which minimizes the total operational costs while complying with tailpipe [Formula: see text] emissions constraints. It combines a Modular Energy Management Strategy (MEMS), for cost-optimal power-split, with an Integrated Emission Management (IEM) strategy for determining the cost-optimal air path setting of the internal combustion engine. A real-time implementable, optimal control strategy is derived based on Pontryagin’s Minimum Principle. To determine the optimal selection of the co-states used in this strategy, a numerical optimization is performed for different route segments and real-world cycles. This study demonstrates that PHEVs can successfully be operated around ZEZs. The best performance is realized with an adaptive supervisory control strategy with different co-states per route segment; compared to the standard strategy with fixed co-states, this proposed strategy was able to achieve cost and [Formula: see text] emission reductions of up to 10% and 22%, respectively, for the studied real-world cycles.
{"title":"Optimal cost-emission trade-off for plug-in hybrid electric vehicles around zero emission zones using a supervisory energy and emissions management strategy","authors":"André Nakaema Aronis, Frank Willems, Frank Kupper, Benjamín Pla","doi":"10.1177/14680874241271819","DOIUrl":"https://doi.org/10.1177/14680874241271819","url":null,"abstract":"The growing call for pollution-free environments has prompted the creation of zero-emission zones (ZEZs) around the world. For regional and national transport, plug-in hybrid electric vehicle (PHEV) are an attractive option, which also offer ZE driving. To address the PHEV challenges of sufficient ZE driving range and of meeting real-world emission targets outside the ZEZs, this work proposes an adaptive supervisory control strategy, which minimizes the total operational costs while complying with tailpipe [Formula: see text] emissions constraints. It combines a Modular Energy Management Strategy (MEMS), for cost-optimal power-split, with an Integrated Emission Management (IEM) strategy for determining the cost-optimal air path setting of the internal combustion engine. A real-time implementable, optimal control strategy is derived based on Pontryagin’s Minimum Principle. To determine the optimal selection of the co-states used in this strategy, a numerical optimization is performed for different route segments and real-world cycles. This study demonstrates that PHEVs can successfully be operated around ZEZs. The best performance is realized with an adaptive supervisory control strategy with different co-states per route segment; compared to the standard strategy with fixed co-states, this proposed strategy was able to achieve cost and [Formula: see text] emission reductions of up to 10% and 22%, respectively, for the studied real-world cycles.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"37 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142225401","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-29DOI: 10.1177/14680874241272901
Ilker Temizer, Omer Cihan
Reducing pollutants and increasing thermal efficiency in internal combustion engines is possible by creating better air-fuel mixtures and optimizing the combustion process. In this context, a new combustion chamber providing directed fuel injection was used in a single cylinder diesel engine with a standard combustion chamber. Thus, it was aimed to investigate the tribological behavior of engines with different combustion chambers on long-term engine operation. In engine experiments using two different combustion chambers, the engine was operated at 100 h and partial load. The results of the study showed that changes in combustion chamber structure closely modify engine tribology under the same engine and operating conditions (compression ratio, spray angle and amount, speed, etc.). Looking at the cylinder surfaces examined under an optical microscope, the new combustion chamber showed abrasive wear lines with lower intensity than the standard combustion chamber, while SEM/EDX analysis of the piston ring surfaces showed a similar result. Especially when the analysis of the second ring used in the standard combustion chamber is examined, abrasion occurred in a wider area. Abrasive wear lines were found to be longer, especially in the first ring of the new combustion chamber. It is considered that combustion parameters and exhaust formation processes bring about load/temperature variations of engine lubricating oil and engine components in a chain reaction. This has been found to change the wear levels in engine components and could directly contribute to engine life.
{"title":"Tribological investigation of the new combustion chamber with wall-guided fuel injection in a diesel engine","authors":"Ilker Temizer, Omer Cihan","doi":"10.1177/14680874241272901","DOIUrl":"https://doi.org/10.1177/14680874241272901","url":null,"abstract":"Reducing pollutants and increasing thermal efficiency in internal combustion engines is possible by creating better air-fuel mixtures and optimizing the combustion process. In this context, a new combustion chamber providing directed fuel injection was used in a single cylinder diesel engine with a standard combustion chamber. Thus, it was aimed to investigate the tribological behavior of engines with different combustion chambers on long-term engine operation. In engine experiments using two different combustion chambers, the engine was operated at 100 h and partial load. The results of the study showed that changes in combustion chamber structure closely modify engine tribology under the same engine and operating conditions (compression ratio, spray angle and amount, speed, etc.). Looking at the cylinder surfaces examined under an optical microscope, the new combustion chamber showed abrasive wear lines with lower intensity than the standard combustion chamber, while SEM/EDX analysis of the piston ring surfaces showed a similar result. Especially when the analysis of the second ring used in the standard combustion chamber is examined, abrasion occurred in a wider area. Abrasive wear lines were found to be longer, especially in the first ring of the new combustion chamber. It is considered that combustion parameters and exhaust formation processes bring about load/temperature variations of engine lubricating oil and engine components in a chain reaction. This has been found to change the wear levels in engine components and could directly contribute to engine life.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"17 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142198854","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-29DOI: 10.1177/14680874241272820
Ramazan Şener, Gustav Nyrenstedt, Kirby J. Baumgard, Charles J. Mueller
Several ducted fuel injection (DFI) studies have highlighted the importance of accuracy in aligning the duct axis with that of its corresponding spray for optimal effectiveness, as misalignment adversely impacts the method’s performance. The need for accurate alignment could lead to added manufacturing complexity via tighter tolerances. This study systematically explores cases of horizontal, vertical, and rotational misalignment, analyzing their respective effects on DFI performance. Vertical and horizontal misalignments at the duct inlet plane were varied at magnitudes of 6.25%, 12.5%, and 25.0% of the duct diameter, corresponding to 0.125, 0.25, and 0.5 mm, respectively. Rotational misalignments were set at 1°, 2°, and 4°, corresponding to 3.65%, 7.30%, and 14.6%, respectively, of the duct diameter at its inlet plane. The investigation yields spray-duct alignment tolerance limits and highlights the influence of misalignment direction on emissions due to the interactions with swirl and squish inside the combustion chamber. The results indicate that the tolerance limits for the alignment are within 4° and 0.5 mm relative to the geometrically aligned position. If the misalignment exceeds 4°of rotation or 0.5 mm in the horizontal direction, the beneficial effects on soot reduction using this method are no longer observed. The findings contribute to an understanding that can be used to optimize DFI for cleaner and more efficient combustion in compression-ignition engines.
{"title":"Determining tolerance requirements for spray-duct alignment in ducted fuel injection","authors":"Ramazan Şener, Gustav Nyrenstedt, Kirby J. Baumgard, Charles J. Mueller","doi":"10.1177/14680874241272820","DOIUrl":"https://doi.org/10.1177/14680874241272820","url":null,"abstract":"Several ducted fuel injection (DFI) studies have highlighted the importance of accuracy in aligning the duct axis with that of its corresponding spray for optimal effectiveness, as misalignment adversely impacts the method’s performance. The need for accurate alignment could lead to added manufacturing complexity via tighter tolerances. This study systematically explores cases of horizontal, vertical, and rotational misalignment, analyzing their respective effects on DFI performance. Vertical and horizontal misalignments at the duct inlet plane were varied at magnitudes of 6.25%, 12.5%, and 25.0% of the duct diameter, corresponding to 0.125, 0.25, and 0.5 mm, respectively. Rotational misalignments were set at 1°, 2°, and 4°, corresponding to 3.65%, 7.30%, and 14.6%, respectively, of the duct diameter at its inlet plane. The investigation yields spray-duct alignment tolerance limits and highlights the influence of misalignment direction on emissions due to the interactions with swirl and squish inside the combustion chamber. The results indicate that the tolerance limits for the alignment are within 4° and 0.5 mm relative to the geometrically aligned position. If the misalignment exceeds 4°of rotation or 0.5 mm in the horizontal direction, the beneficial effects on soot reduction using this method are no longer observed. The findings contribute to an understanding that can be used to optimize DFI for cleaner and more efficient combustion in compression-ignition engines.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"114 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142225402","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-29DOI: 10.1177/14680874241272862
Mingyu Cho, Wonho Oh, Nakyoung Park, Han Ho Song
This study investigated the effects of gas additives (H2, CO, N2, H2O, and CO2) on the uncatalyzed partial oxidation of methane in a spark-ignition engine. The combustion phases, exhaust compositions, and performance outcomes of each additive were compared. The dilution components (N2, H2O, and CO2) impeded methane combustion owing to their thermal effects, with CO2 exhibiting the most pronounced delay in combustion. The addition of CO2 and H2O led to increased CO and H2 yields, respectively, owing to shifts in the water gas shift reaction equilibrium. In contrast, fuel additives (H2 and CO) enhanced combustion by increasing the flame initiation and propagation speed, resulting in reduced unburned CH4 and increased work. Negligible soot emissions were detected for all the experimental cases, whereas NOx emissions increased significantly in the CO additive experiments, which was attributed to accelerated NOx formation reactions. This comprehensive analysis provides insights into the combustion and reforming characteristics of methane-based mixed gases, such as natural gas and biogas, during partial oxidation using internal combustion engines.
本研究调查了气体添加剂（H2、CO、N2、H2O 和 CO2）对火花点火发动机中甲烷未催化部分氧化的影响。比较了每种添加剂的燃烧阶段、排气成分和性能结果。由于热效应，稀释成分（N2、H2O 和 CO2）阻碍了甲烷的燃烧，其中 CO2 的燃烧延迟最为明显。加入 CO2 和 H2O 后，由于水气转换反应平衡的改变，CO 和 H2 的产量分别增加。相反，燃料添加剂（H2 和 CO）通过提高火焰的启动和传播速度来增强燃烧，从而减少未燃烧的 CH4 并增加功。在所有实验中都检测到了微不足道的烟尘排放，而在 CO 添加剂实验中，氮氧化物排放显著增加，这归因于氮氧化物形成反应的加速。这项综合分析为了解天然气和沼气等甲烷基混合气体在使用内燃机进行部分氧化时的燃烧和重整特性提供了深入的见解。
{"title":"Experimental study on the effects of gas additives on uncatalyzed partial oxidation of methane in a spark-ignition engine","authors":"Mingyu Cho, Wonho Oh, Nakyoung Park, Han Ho Song","doi":"10.1177/14680874241272862","DOIUrl":"https://doi.org/10.1177/14680874241272862","url":null,"abstract":"This study investigated the effects of gas additives (H<jats:sub>2</jats:sub>, CO, N<jats:sub>2</jats:sub>, H<jats:sub>2</jats:sub>O, and CO<jats:sub>2</jats:sub>) on the uncatalyzed partial oxidation of methane in a spark-ignition engine. The combustion phases, exhaust compositions, and performance outcomes of each additive were compared. The dilution components (N<jats:sub>2</jats:sub>, H<jats:sub>2</jats:sub>O, and CO<jats:sub>2</jats:sub>) impeded methane combustion owing to their thermal effects, with CO<jats:sub>2</jats:sub> exhibiting the most pronounced delay in combustion. The addition of CO<jats:sub>2</jats:sub> and H<jats:sub>2</jats:sub>O led to increased CO and H<jats:sub>2</jats:sub> yields, respectively, owing to shifts in the water gas shift reaction equilibrium. In contrast, fuel additives (H<jats:sub>2</jats:sub> and CO) enhanced combustion by increasing the flame initiation and propagation speed, resulting in reduced unburned CH<jats:sub>4</jats:sub> and increased work. Negligible soot emissions were detected for all the experimental cases, whereas NO<jats:sub>x</jats:sub> emissions increased significantly in the CO additive experiments, which was attributed to accelerated NO<jats:sub>x</jats:sub> formation reactions. This comprehensive analysis provides insights into the combustion and reforming characteristics of methane-based mixed gases, such as natural gas and biogas, during partial oxidation using internal combustion engines.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"14 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142198855","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The jet impingement technique is currently one of the most efficient cooling solutions for highly reinforced pistons of large two-stroke engines. To study the heat transfer characteristics of piston, experimental and numerical investigations with a piston cooling bore impinged by SAE 30 oil were carried out. To investigate the heat transfer coefficient distributions over the target bore, the wall temperatures of the cooling bore were measured by thermocouples, which will also be used in the numerical calculation. The jet Reynolds number (Re) ranges from 220 to 330, and the jet-to-plate spacing ratios (H/D) range from 10 to 30. Results show that jet-to-plate spacing ratios have a slight effect on the heat transfer coefficient for this low Reynolds numbers impingement which is quite different from high Reynolds numbers flow. There are both three peaks of the local heat transfer coefficient for Re = 330 and 280 along the x-axis direction. However, only two peaks occur when Re = 280. The heat transfer coefficient increases with the increase of Reynolds number when x/D < 0.22 or x/D > 1.77 while the variation is contrary when 0.22 < x/D < 1.77. The average heat transfer coefficient of the top surface region is far larger than other regions and decreases significantly in the upper chamfered region. While it is almost identical in the cylindrical region for different Reynolds numbers. This study provides the heat transfer characteristics of piston cooling with SAE30 oil and can be used for the piston optimization of large two-stroke engines with high cooling performance requirements.
{"title":"Experimental and numerical investigations of heat transfer characteristics of a piston cooling bore impinged by SAE 30 oil","authors":"Yu Xia, Zixin Wang, Huazhi Zhao, Yuanyuan Tang, Yao Lu, Liyan Feng","doi":"10.1177/14680874241272874","DOIUrl":"https://doi.org/10.1177/14680874241272874","url":null,"abstract":"The jet impingement technique is currently one of the most efficient cooling solutions for highly reinforced pistons of large two-stroke engines. To study the heat transfer characteristics of piston, experimental and numerical investigations with a piston cooling bore impinged by SAE 30 oil were carried out. To investigate the heat transfer coefficient distributions over the target bore, the wall temperatures of the cooling bore were measured by thermocouples, which will also be used in the numerical calculation. The jet Reynolds number (Re) ranges from 220 to 330, and the jet-to-plate spacing ratios (H/D) range from 10 to 30. Results show that jet-to-plate spacing ratios have a slight effect on the heat transfer coefficient for this low Reynolds numbers impingement which is quite different from high Reynolds numbers flow. There are both three peaks of the local heat transfer coefficient for Re = 330 and 280 along the x-axis direction. However, only two peaks occur when Re = 280. The heat transfer coefficient increases with the increase of Reynolds number when x/D < 0.22 or x/D > 1.77 while the variation is contrary when 0.22 < x/D < 1.77. The average heat transfer coefficient of the top surface region is far larger than other regions and decreases significantly in the upper chamfered region. While it is almost identical in the cylindrical region for different Reynolds numbers. This study provides the heat transfer characteristics of piston cooling with SAE30 oil and can be used for the piston optimization of large two-stroke engines with high cooling performance requirements.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"28 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142198856","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-16DOI: 10.1177/14680874241261419
Ryo Hasegawa, Yukitoshi Aoyama
Misfire detection using a new crank angular velocity calculation was studied for high efficiency and robust engine ignition performance and combustion stability control. An applying production was achieved by applying in-cylinder gas properties prediction and its correction to the misfire index and verifying it under various conditions. The relationship between the misfire index and torque fluctuation was consistent depending on the combustion control factors EGR, injection timing, pilot injection quantity change, and environmental change factors water temperature and intake gas temperature. On the other hand, it was found that the piston speed changes due to the in-cylinder pressure with respect to the intake pressure, and the crank angular speed needs to be corrected. Commonly used sensors for engine cooling water temperature, intake gas temperature, intake pressure, and engine speed were used as representative values for in-cylinder pressure, and the cooling loss was subtracted from the polytropic index and the reduction in specific heat ratio due to EGR was corrected. By building a new model that calculates the compression end pressure model from the polytropic index and adding corrections to the misfire index, we applied logic that can be calculated for each cycle to the ECU onboard. Conventionally, compression end pressure prediction requires calculations that take combustion conditions into account, which requires the number of sensors and their accuracy, and a long calculation time. However, in this study, Authors focused on the fact that the pressure at TDC during a misfire does not include ignition and combustion phenomena and expressed the necessary physical phenomena using the minimum sensor information. As a result of the above, a control structure at a level that can be applied to products was obtained.
{"title":"A study on misfire detection by calculating crank angular velocity considering in-cylinder gas properties","authors":"Ryo Hasegawa, Yukitoshi Aoyama","doi":"10.1177/14680874241261419","DOIUrl":"https://doi.org/10.1177/14680874241261419","url":null,"abstract":"Misfire detection using a new crank angular velocity calculation was studied for high efficiency and robust engine ignition performance and combustion stability control. An applying production was achieved by applying in-cylinder gas properties prediction and its correction to the misfire index and verifying it under various conditions. The relationship between the misfire index and torque fluctuation was consistent depending on the combustion control factors EGR, injection timing, pilot injection quantity change, and environmental change factors water temperature and intake gas temperature. On the other hand, it was found that the piston speed changes due to the in-cylinder pressure with respect to the intake pressure, and the crank angular speed needs to be corrected. Commonly used sensors for engine cooling water temperature, intake gas temperature, intake pressure, and engine speed were used as representative values for in-cylinder pressure, and the cooling loss was subtracted from the polytropic index and the reduction in specific heat ratio due to EGR was corrected. By building a new model that calculates the compression end pressure model from the polytropic index and adding corrections to the misfire index, we applied logic that can be calculated for each cycle to the ECU onboard. Conventionally, compression end pressure prediction requires calculations that take combustion conditions into account, which requires the number of sensors and their accuracy, and a long calculation time. However, in this study, Authors focused on the fact that the pressure at TDC during a misfire does not include ignition and combustion phenomena and expressed the necessary physical phenomena using the minimum sensor information. As a result of the above, a control structure at a level that can be applied to products was obtained.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"21 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142225405","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A significant fraction of the fuel energy supplied in a diesel engine is wasted into the atmosphere through the exhaust gases. Although most modern-day diesel engines are turbocharged, a few remain naturally aspirated. Due to technical challenges, single-cylinder engines are not turbocharged and remain naturally aspirated (NA). The intermittent and pulsated exhaust gas flow tends to choke the turbine and increase the back pressure. On the other hand, supercharging a single-cylinder engine leads to superior performance at the expense of fuel efficiency, as a significant fraction of the energy is wasted in the exhaust. The current study employs a novel crank shaft coupled impulse turbine for effective exhaust energy recovery in a supercharged, high-speed, commercial single-cylinder diesel engine. This novel impulse turbo-compounded and supercharged engine layout was simulated using a 1D model developed using AVL BOOST software. Based on the results of the 1D model, the impulse turbine design was carried out. A CFD simulation of the impulse turbine was carried out using commercially available CONVERGE. The major design parameters, including blade profile, blade width, nozzle shape, size and angle, blade angles, blade speed, number of blades, and turbine outlet port opening, were optimized using the CFD software. The simulated results showed that the designed impulse turbine generated 2.67 kW of power, enhancing the power output of the supercharged engine by 21% at the rated operating condition. The turbine efficiency was 68%, considering the available kinetic energy at the exhaust. Simulation results indicate that the impulse turbine compounded supercharged engine could generate 15.4 kW of power, 45% higher than the base NA engine brake power output.
{"title":"Design of a novel impulse turbine for exhaust energy recovery in a commercial load carrier single cylinder diesel engine","authors":"Jayaraman Ramkumar, Anand Krishnasamy, Asvathanarayanan Ramesh","doi":"10.1177/14680874241267346","DOIUrl":"https://doi.org/10.1177/14680874241267346","url":null,"abstract":"A significant fraction of the fuel energy supplied in a diesel engine is wasted into the atmosphere through the exhaust gases. Although most modern-day diesel engines are turbocharged, a few remain naturally aspirated. Due to technical challenges, single-cylinder engines are not turbocharged and remain naturally aspirated (NA). The intermittent and pulsated exhaust gas flow tends to choke the turbine and increase the back pressure. On the other hand, supercharging a single-cylinder engine leads to superior performance at the expense of fuel efficiency, as a significant fraction of the energy is wasted in the exhaust. The current study employs a novel crank shaft coupled impulse turbine for effective exhaust energy recovery in a supercharged, high-speed, commercial single-cylinder diesel engine. This novel impulse turbo-compounded and supercharged engine layout was simulated using a 1D model developed using AVL BOOST software. Based on the results of the 1D model, the impulse turbine design was carried out. A CFD simulation of the impulse turbine was carried out using commercially available CONVERGE. The major design parameters, including blade profile, blade width, nozzle shape, size and angle, blade angles, blade speed, number of blades, and turbine outlet port opening, were optimized using the CFD software. The simulated results showed that the designed impulse turbine generated 2.67 kW of power, enhancing the power output of the supercharged engine by 21% at the rated operating condition. The turbine efficiency was 68%, considering the available kinetic energy at the exhaust. Simulation results indicate that the impulse turbine compounded supercharged engine could generate 15.4 kW of power, 45% higher than the base NA engine brake power output.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"18 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141930266","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-07DOI: 10.1177/14680874241267345
Mohit Raj Saxena, Rakesh Kumar Maurya
Higher cyclic variations (CVs) in the engine affect the performance, emissions and drivability of the vehicle. Higher CVs are one of the challenges in dual-fuel reactivity-controlled compression ignition (RCCI) engines, mainly at lower loads. Cyclic disparities in the charge preparation, such as air-fuel ratio (AFR), result in CVs in the combustion parameters. The pressure moment method (PMM) is employed in the gasoline/methanol-diesel RCCI engine to estimate cyclic disparities in AFR. The logged cyclic in-cylinder pressure is used to calculate the cyclic AFR. After determining the cyclic AFR, statistical analysis and return maps are applied for the analyses of variations in the AFR, CA10, CA50, pmax and IMEP. For examining the low and high-frequency disparities in cyclic [Formula: see text] and its relationship with CA10, Wavelet transform (WT) is further applied. A good relationship is found between the estimated mean AFR and the experimental mean AFR. Return maps signify that for the earlier start of injection (SOI), the data points of AFR are more scattered correspondingly, the data points for CA10, CA50, pmax and IMEP are more scattered. WT analysis shows that both high-frequency and low-frequency variations are present in dual-fuel RCCI combustion. It is found that high-frequency discrepancies in the AFR are consistent throughout the engine cycles for all the tested injection timings. Wavelet results confirm that high-frequency fluctuations in AFR result in disparities in CA10 and IMEP.
{"title":"Determination of cyclic air-fuel ratio and analysis of low and high-frequency variations in dual-fuel RCCI engine","authors":"Mohit Raj Saxena, Rakesh Kumar Maurya","doi":"10.1177/14680874241267345","DOIUrl":"https://doi.org/10.1177/14680874241267345","url":null,"abstract":"Higher cyclic variations (CVs) in the engine affect the performance, emissions and drivability of the vehicle. Higher CVs are one of the challenges in dual-fuel reactivity-controlled compression ignition (RCCI) engines, mainly at lower loads. Cyclic disparities in the charge preparation, such as air-fuel ratio (AFR), result in CVs in the combustion parameters. The pressure moment method (PMM) is employed in the gasoline/methanol-diesel RCCI engine to estimate cyclic disparities in AFR. The logged cyclic in-cylinder pressure is used to calculate the cyclic AFR. After determining the cyclic AFR, statistical analysis and return maps are applied for the analyses of variations in the AFR, CA<jats:sub>10</jats:sub>, CA<jats:sub>50</jats:sub>, p<jats:sub>max</jats:sub> and IMEP. For examining the low and high-frequency disparities in cyclic [Formula: see text] and its relationship with CA<jats:sub>10</jats:sub>, Wavelet transform (WT) is further applied. A good relationship is found between the estimated mean AFR and the experimental mean AFR. Return maps signify that for the earlier start of injection (SOI), the data points of AFR are more scattered correspondingly, the data points for CA<jats:sub>10</jats:sub>, CA<jats:sub>50</jats:sub>, p<jats:sub>max</jats:sub> and IMEP are more scattered. WT analysis shows that both high-frequency and low-frequency variations are present in dual-fuel RCCI combustion. It is found that high-frequency discrepancies in the AFR are consistent throughout the engine cycles for all the tested injection timings. Wavelet results confirm that high-frequency fluctuations in AFR result in disparities in CA<jats:sub>10</jats:sub> and IMEP.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"2 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141930265","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-08-06DOI: 10.1177/14680874241264750
Grigore Cican, Radu Mirea
The research experimentally examines the viability of ethanol (E) as a sustainable aviation fuel (SAF) when mixed with kerosene (Ke) – Jet A aviation fuel + 5% Aeroshell oil. Various blends of ethanol and kerosene (10%, 20%, and 30% vol. of ethanol added in kerosene) were subjected to testing in an aviation micro turbo-engine under different operational states: idle, cruise, and maximum power. During the tests, monitoring of engine parameters such as burning temperature, fuel consumption, and thrust force was conducted. The study also encompassed the calculation of crucial performance indicators like burning efficiency, thermal efficiency, and specific consumption for all fuel blends under maximum power conditions. Physical-chemical properties of the blends, encompassing density, viscosity, flash point, and calorific power, were determined. Furthermore, elemental analysis and FTIR were used for chemical composition determination. The research delved into analyzing the air requirements for stoichiometric combustion and computed resulting emissions of CO2 and H2O. Experimental assessments were performed on the Jet Cat P80® micro-turbo engine, covering aspects such as starting procedures, acceleration, deceleration, and emissions of pollutants (CO and SO2) during diverse engine operational phases. The outcomes reveal that the examined fuel blends exhibited stable engine performance across all tested conditions. This indicates that these blends hold promise as sustainable aviation fuels for micro turbo-engines, presenting benefits in terms of diminished pollution and a more ecologically sound raw material base for fuel production.
{"title":"Performance and environmental impact of ethanol-kerosene blends as sustainable aviation fuels in micro turbo-engines","authors":"Grigore Cican, Radu Mirea","doi":"10.1177/14680874241264750","DOIUrl":"https://doi.org/10.1177/14680874241264750","url":null,"abstract":"The research experimentally examines the viability of ethanol (E) as a sustainable aviation fuel (SAF) when mixed with kerosene (Ke) – Jet A aviation fuel + 5% Aeroshell oil. Various blends of ethanol and kerosene (10%, 20%, and 30% vol. of ethanol added in kerosene) were subjected to testing in an aviation micro turbo-engine under different operational states: idle, cruise, and maximum power. During the tests, monitoring of engine parameters such as burning temperature, fuel consumption, and thrust force was conducted. The study also encompassed the calculation of crucial performance indicators like burning efficiency, thermal efficiency, and specific consumption for all fuel blends under maximum power conditions. Physical-chemical properties of the blends, encompassing density, viscosity, flash point, and calorific power, were determined. Furthermore, elemental analysis and FTIR were used for chemical composition determination. The research delved into analyzing the air requirements for stoichiometric combustion and computed resulting emissions of CO<jats:sub>2</jats:sub> and H<jats:sub>2</jats:sub>O. Experimental assessments were performed on the Jet Cat P80<jats:sup>®</jats:sup> micro-turbo engine, covering aspects such as starting procedures, acceleration, deceleration, and emissions of pollutants (CO and SO<jats:sub>2</jats:sub>) during diverse engine operational phases. The outcomes reveal that the examined fuel blends exhibited stable engine performance across all tested conditions. This indicates that these blends hold promise as sustainable aviation fuels for micro turbo-engines, presenting benefits in terms of diminished pollution and a more ecologically sound raw material base for fuel production.","PeriodicalId":14034,"journal":{"name":"International Journal of Engine Research","volume":"75 1","pages":""},"PeriodicalIF":2.5,"publicationDate":"2024-08-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141930269","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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