Automotive spark-ignited direct-injection gasoline engines

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552 6.17. Orbital combustion system The application of the air-assisted fuel system that has been developed for two-stroke engines to automotive fourstroke GDI engines has been reported by Houston et al. [72] and Krebs et al. [73]. It was reported that the inherent qualities of the air-assisted fuel system in combination with careful design of the combustion chamber could enable high charge stratification with late injection timings and very stable combustion over a wide range of operating conditions. The schematic of the Orbital GDI system using an air-assisted fuel injection system is illustrated in Fig. 123 [72]. Figs. 124 and 125 illustrate the examples of a proposed control map for the air-assisted GDI as well as the possible packaging solutions for centrally mounted and side-mounted fuel injectors [73]. The main features of the Orbital GDI combustion system are summarized as follows: • four-cylinder, 1.8 l DOHC engine; • bore × stroke—80:6 × 88 mm; • displacement—1796 cm 3 ; • compression ratio—10.4:1; • low tumble and zero swirl for the in-cylinder flow field; • combined spark plug and injector, near-centrally mounted; • air-assisted fuel system with a fuel pressure of 0.72 MPa and air pressure of 0.65 MPa. 7. Conclusion F. Zhao et al. / Progress in Energy and Combustion Science 25 (1999) 437–562 The key areas of the theoretical potential and the current research and development status of the spark-ignition, fourstroke, direct-gasoline-injection engine have been discussed in detail in each of the sections of this treatise. It is quite evident from the technical literature worldwide that significant incremental gains in engine performance and emission parameters are indeed indicated and, to some degree, have been achieved. Specific technical issues related to BSFC, UBHC, NO x, particulate matter and fuel sprays in GDI combustion systems have been addressed and discussed, which has clearly accentuated the numerous practical considerations that will have to be addressed if the GDI engine is to realize its full potential and become a major future automotive powerplant. These key considerations are: • Can a sufficient enhancement in operating BSFC be achieved in a stratified-charge GDI to offset the increased system complexity as compared to a PFI engine? • Can the applicable US, European and Japanese emission standards that are applicable in the 2000–2012 time frame be achieved and maintained for the required durability intervals? • Can a production-feasible compromise be obtained between the required system complexity and overall system reliability, considering that the required GDI hardware may incorporate multi-stage injection, variable swirl-and-tumble control hardware and variable fuel pressure? • Can injector fouling due to deposit formation be minimized for the wide range of fuel quality and composition in the field such that reasonable service intervals can be achieved? • Can control-system strategies and algorithms be developed and implemented such that sufficiently smooth transitions from stratified-charge, late-injection operation to mid-range to homogeneous-charge, early-injection operation may be obtained, thus yielding driveability levels that are comparable to current sequential PFI systems? In determining which GDI system configuration delivers the most advantages, much work remains to be done. The field experiences of the production Mitsubishi, Toyota, Nissan and Renault GDI systems are being accumulated, and will be analyzed and discussed by engineers in the GDI field. The delivered emission indices and brake specific fuel consumption are being critically evaluated for each mode of the operating map, and are being compared to those obtained with other GDI configurations and strategies. In addition, the relative merits of spray-wall and spray-flow control strategies using both tumble and swirl are being determined. This will permit a more knowledgeable evaluation of the relative merits of each system. Even when the merits of each of these production and prototype GDI engines are fairly well established, much research and development will still be required for system optimization in order to develop production configurations. For very nearly the same reasons that port fuel injection gradually replaced the carburetor and the throttle-body injector, and that sequential PFI gradually displaced simultaneous-fire PFI, a GDI combustion configuration that is an enhancement of one of the systems discussed in this treatise will emerge as the GDI system of choice, and will gradually displace the sequential PFI applications. References [1] Mitchell E, Alperstein M, Cobb JM, Faist CH. A stratified charge multifuel military engine—a progress report. SAE Technical Paper, No. 720051, 1972. [2] Lewis JM. UPS multifuel stratified charge engine development program—field test. SAE Technical Paper, No. 860067, 1986. [3] Kim C, Foster DE. Aldehyde and unburned fuel emission measurements from a methanol-fueled Texaco stratified charge engine. SAE Technical Paper, No. 852120, 1985. [4] Baranescu GS. Some characteristics of spark assisted direct injection engine. SAE Technical Paper, No. 830589, 1983. [5] Duggal VK, Kuo TW, Lux FB. Review of multi-fuel engine concepts and numerical modeling of in-cylinder flow processes in direct injection engines. SAE Technical Paper, No. 840005, 1984. [6] Enright B, Borman G, Myers PP. A Critical review of spark
F. Zhao et al. / Progress in Energy and Combustion Science 25 (1999) 437–562 553 ignited diesel combustion. SAE Technical Paper, No. 881317, 1988. [7] Iida Y. The current status and future trend of DISC engines. Preprint of JSME Seminar (in Japanese), No. 920-48, 1992. p. 72–6. [8] Wood CD. Unthrottled open-chamber stratified charge engines. SAE Technical Paper, No. 780341, 1978. [9] Alperstein M, Schafer GH, Villforth FJ, III. Texaco’s stratified charge engine—multifuel, efficient, clean, and practical. SAE Technical Paper, No. 740563, 1974. [10] Meurer S, Urlaub A. Development and operational results of the MAN FM combustion system. SAE Technical Paper, No. 690255, 1969. [11] Urlaub AG, Chmela FG. High-speed, multifuel engine: L9204 FMV. SAE Technical Paper, No. 740122, 1974. [12] Haslett RA, Monaghan ML, McFadden. Stratified charge engines. SAE Technical Paper, No. 76075, 1976. [13] Simko A, Choma MA, Repko LL. Exhaust emissions control by the Ford Programmed Combustion process—PROCO. SAE Technical Paper, No. 720052, 1972. [14] Scussei AJ, Simko AO, Wade WR. The Ford PROCO engine update. SAE Technical Paper, No. 780699, 1978. [15] Ando H. Combustion control technologies for direct-injection gasoline engines. Proceedings of the 73rd JSME Annual Meeting (V) (in Japanese), No. WS 11-(4), 1996. p. 319–20. [16] Ando H. Combustion control technologies for gasoline engines. IMechE Seminar of Lean Burn Combustion Engines. S433, 3–4 December 1996. [17] Ando H. Mitsubishi GDI engine strategies to meet the European requirements. Proceedings of AVL Conference on Engine and Environment, vol. 2, 1997. p. 55–77. [18] Ando H et al. Combustion control for Mitsubishi GDI engine. Proceedings of the Second International Workshop on Advanced Spray Combustion, Hiroshima, Japan, 24–26 November, Paper No. IWASC9820, 1998. p. 225–35. [19] Ando H et al. Mixture preparation in gasoline direct injection engine. 1998 FISITA Technical Paper, No. F98T050, 1998. [20] Kume T, Iwamoto Y, Iida K, Murakami M, Akishino K, Ando H. Combustion control technologies for direct injection SI engine. SAE Technical Paper, No. 960600, 1996. [21] Harada J, Tomita T, Mizuno H, Mashiki, Ito Y. Development of a direct injection gasoline engine. SAE Technical Paper, No. 974054, 1997. [22] Sawada O. Automotive gasoline direct injection. JSME Seminar (in Japanese), No. 97-88, 1997. p. 57–64. [23] Takagi Y. The role of mixture formation in improving fuel economy and reducing emissions of automotive S.I. engines. FISITA Technical Paper, No. P0109, 1996. [24] Takagi Y. Combustion characteristics and research topics of in-cylinder direct-injection gasoline engines. Proceedings of the 73rd JSME Annual Meeting (V) (in Japanese), No. WS 11-(3), 1996. p. 317–8. [25] Takagi Y. Simultaneous attainment of improved fuel consumption, output power and emissions with direct injection SI engines. Japan Automobile Technology 1998;52(1):64– 71. [26] Takagi Y. Challenges to overcome limitations in S.I. engines by featuring high pressure direct injection. Proceedings of the Second International Workshop on Advanced Spray Combustion, 24–26 November 1998, Hiroshima, Japan, Paper No. IWASC9819, 1998. p. 214–24. [27] Takagi Y, Itoh T, Muranaka S, Iiyama A, Iwakiri Y, Urushihara T, Naitoh, K. Simultaneous attainment of low fuel consumption, high power output and low exhaust emissions in direct injection S.I. engines. SAE Technical Paper, No. 980149, 1998. [28] Buchheim R, Quissek F. Ecological and economical aspects of future passenger car powertrains. FISITA Technical Paper, No. P1404, 1996. [29] Douaud A. Tomorrow’s efficient and clean engines and fuels. FISITA Technical Paper, No. K0006. [30] Fansler TD, French DT, Drake MC. Fuel distribution in a firing direct-injection spark-ignition engine using laserinduced fluorescence imaging. SAE Technical Paper, No. 950110, 1995. [31] Seiffert U. The automobile in the next century. FISITA Technical Paper, No. K0011, 1996. [32] Jewett D. Direct injection boosts mileage, maintains muscle. Automotive News 1997;March:21. [33] Jewett D. Engines run leaner and burn fuel more completely. Automotive News 1997;March:21. [34] Buchholz K. Chrysler updates two-stroke engine progress. Automotive Engineering 1997;1:84. [35] Ader B, Bohland M, Doring C, Heine B, Schlerfer J, Wahl S. Simulation of mixture preparation. Proceedings of the Third International FIRE User Meeting, 16–17 June 1997. [36] Fry M et al. Direct injection of gasoline—practical considerations. SAE Technical Paper, No. 1999-01-0171, 1999. [37] Kakuhou A et al. LIF visualization of in-cylinder mixture formation in a direct-injection SI engine. Proceedings of the Fourth International Symposium COMODIA 98, 1998. p. 305–10. [38] Zhao F, Lai MC, Harrington DL. The spray characteristics of automotive port fuel injection—a critical review. SAE Technical Paper, No. 950506, 1995. [39] Cheng WK, Hamrin D, Heywood JB, Hochgreb S, Min K, Norris M. An overview of hydrocarbon emissions mechanisms in spark-ignition engines. SAE Technical Paper, No. 9332708, 1993. [40] Anderson RW, Brehob DD, Yang J, Vallance JK, Whiteaker RM. A new direct injection spark ignition (DISI) combustion system for low emissions. FISITA-96, No. P0201, 1996. [41] Nohira H et al. Development of Toyota’s direct injection gasoline engine. Proceedings of AVL Engine and Environment Conference, 1997. p. 239–49. [42] Zhao F, Lai MC, Harrington DL. A review of mixture preparation and combustion control strategies for sparkignited direct-injection gasoline engines. SAE Technical Paper, No. 970627, 1997. [43] Matsushita S, Nakanishi K, Gohno T, Sawada D. Mixture formation process and combustion process of direct injection S.I. engine. Proceedings of JSAE (in Japanese), No. 965, 10 October 1996. p. 101–4. [44] Pischinger F, Walzer P. Future trends in automotive engine technology. FISITA Technical Paper, No. P1303, 1996. [45] Ronald B, Helmut T, Hans K. Direct fuel injection—a necessary step of development of the SI engine. FISITA Technical Paper, No. P1613, 1996. [46] Mccann KA. MMC ready with first DI gasoline engine.
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