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Engine Advancement

The document discusses various technologies for improving internal combustion engines, including: 1. Lean burn engines, which can improve fuel efficiency up to 15% compared to conventional engines. 2. Gasoline direct injection engines, which can improve power, torque, fuel efficiency and reduce emissions. They directly inject fuel into the combustion chamber. 3. Homogeneous charge compression ignition engines, which can achieve higher efficiency than spark ignition or compression ignition engines through ultra lean combustion without throttling. However, controlling combustion timing over various operating conditions is challenging.

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Srinivasan
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59 views36 pages

Engine Advancement

The document discusses various technologies for improving internal combustion engines, including: 1. Lean burn engines, which can improve fuel efficiency up to 15% compared to conventional engines. 2. Gasoline direct injection engines, which can improve power, torque, fuel efficiency and reduce emissions. They directly inject fuel into the combustion chamber. 3. Homogeneous charge compression ignition engines, which can achieve higher efficiency than spark ignition or compression ignition engines through ultra lean combustion without throttling. However, controlling combustion timing over various operating conditions is challenging.

Uploaded by

Srinivasan
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPT, PDF, TXT or read online on Scribd
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Internal Combustion Engine

Chapter 7
내연기관의 새로운 기술

Internal Combustion Engine Laboratory


LEAN BURN ENGINE

Configuration of Toyota
LBE
Stratification ( Axial / Barrel )

Internal Combustion Engine Laboratory


LEAN BURN ENGINE

Effect of AFR on NOx and Fuel Efficiency

Internal Combustion Engine Laboratory


LEAN BURN ENGINE

∼15 % ∼11 % ∼11 % ∼10 % ∼10 %

Fuel Efficiency

Internal Combustion Engine Laboratory


GDI( Gasoline Direct Injection )
ENGINE
 What is GDI ?
Fuel is injected directly into combustion chamber rather than intake
port.

Internal Combustion Engine Laboratory


GDI( Gasoline Direct Injection )
ENGINE

Internal Combustion Engine Laboratory


GDI( Gasoline Direct Injection )
ENGINE
 Why GDI ?
 Reduced Fuel Consumption
 Unthrottled Operation
 Increased Compression Ratio
 Reduced Heat Transfer
 Improved Volumetric Efficiency

Internal Combustion Engine Laboratory


GDI( Gasoline Direct Injection )
ENGINE
Incresed Power and Torque
 Increased Compression Ratio
 Increased Volumetric Efficiency

Reduced Emission
 Increased EGR Tolerence Performance
 Stoichiometric Cold Start
 Improved AF Control

Fuel Efficiency
Internal Combustion Engine Laboratory
GDI : FLOW CHARACTERISTICS

Internal Combustion Engine Laboratory


GDI : FLOW CHARACTERISTICS

Top Entry Port

Side Port

Tumble Flow by Air Tumble Flow by Fuel

Internal Combustion Engine Laboratory


GDI
(1) Factor 1
- Injector location relative to bowl
- Fuel spray characteristics

(2) Factor 2
- Piston bowl geometry
   * impingement point
   * spray path length

(3) Factor 3
- Air motion
  * level
  * direction
  * quality 

Internal Combustion Engine Laboratory


GDI : OPERATION CYCLE

HOMOGENEOUS GDI

STRATIFIED GDI

Internal Combustion Engine Laboratory


HOMOGENEOUS GDI : EARLY INJECTION
DURING INTAKE STROKE

(1) Direct replacement for MPI (3) Characteristics


- Stoichiometric or slightly lean - In-cylinder fuel evaporation
operation provides charge cooling
- Utilization of existing open chamber    Reduced octane requirement
design    Improved volumetric efficiency

- More precise control of fueling


(2) Mode operation    Elimination of manifold/port wall wetting
- Fuel injected during intake &    Elimination of cold start enrichment
compression stroke    Reduction in transient fuel excursions
- Wide injection timing window    Improved AFR control for better emission
- Thorough mixing of injected fuel with    Maximization of catalyst efficiency
incoming air
- Increased burn rate
- Combustion similar to MPI but burn
   High EGR tolerance
rate increased
   Extended lean limitReduced HC Emission

Internal Combustion Engine Laboratory


STRATIFIED GDI : LATE INJECTION DURING
COMPRESSION STROKE

(3) Characteristics
(1) Ultra lean combustion system - Significant reduction in fuel consumption due to
-Capable of un-throttled operation at AF     Reduced pumping loss - unthrottled operation
ratio excess of 50:1     Increased thermal efficiency
    Increased compression ratio
- Combustion characteristics unlike MPI engines
(2) Mode operation - Very rapid combustion rates
    Exceptional EGR tolerance(over 40%)
- Fuel injected late on compression     Excellent idle stability at reduce idle speed
stroke     Ulta lean combustion with excellent stability
- Narrow injection timing window - Rich region surrounded by lean air fuel miture
- Rich mixture created at spark plug - Combustion initiated in rich region
by interation of air motion and - Flame propagated through lean region
combustion chamber shape - Load controlled by fuel fueling at WOT
- Switch to early injection strategy at high  and full
load for max. air utilization
- Complex interactions between opearting parameters
    Injection & ignition timing, EGR rate, air motion

Internal Combustion Engine Laboratory


GDI : MITSUBISHI GDI

Internal Combustion Engine Laboratory


HCCI(Homogeneous Charge Compression Ignition)ENGINE

Internal Combustion Engine Laboratory


Combustion process

• If charge stratification is desired, in-cylinder injection is


needed
Internal Combustion Engine Laboratory
Advantages of HCCI

• High efficiency
– SI < HCCI <= CI
– No throttling loss
• High Compression Ratio
• Shorter combustion duration (no flame propagation)
– Not limited by A/F

• Low emissions
– Dilution effect (Low combustion temperature)

• Fuel Flexibility
– Gasoline ~ Diesel

Internal Combustion Engine Laboratory


HCCI – The Challenge

Internal Combustion Engine Laboratory


Internal Combustion Engine Laboratory
Internal Combustion Engine Laboratory
Soot

Internal Combustion Engine Laboratory


Internal Combustion Engine Laboratory
Internal Combustion Engine Laboratory
Recent HCCI R&D Activities
(1998~2000)
• Ford
– Optical diagnostics in singly cylinder engines
– Chemical kinetic and cycle simulation modeling
• GM
– At a research level, evaluating the potential of HCCI
• Cummins
– Has been researching HCCI for 15 years and investigating all
options
– Found it is quite challenging to control combustion phasing over
real-world operating envelope including
• Variable ambient conditions
• Fuel quality variation
• Speed and load

Internal Combustion Engine Laboratory


Nissan MK 2.5L

• Regular CIDI engine


– Commercially available
– HCCI at light load
• high swirl, high EGR, Inj.timing retard
=> Extremely low NOx

Internal Combustion Engine Laboratory


Honda AR(Active Radical) motorcycle
engine
– 2-stroke, single cylinder
– Commercially available
– SI at high load, idle, cold-start
– CR = 6.1:1
– HCCI by throttling the exhaust
– High fuel economy (~27% higher)
– Low HC emission by 50% with
respect to regular 2-stroke engine

Internal Combustion Engine Laboratory


VCP(Variable Cam Phasing )
MECHANISM
The challenge: maximise torque
at all engine speeds.
The solution: fully variable
camshaft control, which
constantly adjusts the timing of
the intake and outlet valves to
perfectly complement the
engine speed.
The result: non-stop
BMW V8 ENGINE responsiveness, power and
agility.
Internal Combustion Engine Laboratory
VCP(Variable Cam Phasing )
MECHANISM

Effect of VCP
Concept of VCP on Performance

Internal Combustion Engine Laboratory


HONDA : VTEC

Configuration of VTEC Shift Operation of VTEC

Internal Combustion Engine Laboratory


HONDA : VTEC

경주용 엔진 VTEC 엔진 일반 엔진

VALVE TIMING
& VALVE LIFT

MAX .
OUTPUT ● ● ▲
LOW RPM
TORQUE ▲ ● ●
IDLING
STABILITY ▲ ● ●

Effect of VTEC
Concept of VTEC on Performance

Internal Combustion Engine Laboratory


EVS( Electromechanical
Variable Valve Timing System )
• 약 15% 의 연비증가

• 잔류가스량의 조절에 의한 NOx 배출가스


감소

• 냉간시동 및 열간작동 과정에서의 HC


배출가스 감소

• 높은 엔진 저속 토크

• 엔진 트랜지언트거동의 개선

• 잔류가스량의 최소화에 의해 공회전속도


감소를 위한 포텐셜 보유

Effect of EVS(from FEV)

Internal Combustion Engine Laboratory


EVS( Electromechanical
Variable Valve Timing System )

SIEMENS CAMLESS SYSTEM                      FORD CAMLESS SYSTEM


 ( ELECTRO-MAGNETIC TYPE )                 ( ELECTRO-HYDRAULIC TYPE )

Internal Combustion Engine Laboratory


EVS( Electromechanical
Variable Valve Timing System )

Internal Combustion Engine Laboratory


SVC( Saab Variable Compression
)

30 퍼센트의 연료소비율 저감
동일 연료량에서 50 퍼센트의
출력증가
Internal Combustion Engine Laboratory
SVC( Saab Variable Compression )

o UPPER PART : 1 MONOHEAD (CYLINDER BUILT INTO THE HEAD)


- VARIABLE COMPRESSION RATIO TECHNOLOGY (AIR-FUEL) - 8:1 ~ 14:1
- SUPER CHARGED INLINE FIVE CYLINDER WITH DUAL-OVERHEAD CAM SHAFT & FOUR VALVE
PER CYLINDER
- SLOPE 조정용 HYDRAULIC ACTUATOR : UPPER 를 LOWER PART 대비 4 DEGREE 까지 TILT
조정

 o LOWER PART : BLOCK CONTAINS THE CRANKSHAFT, CAMSHAFT & PISTON

Internal Combustion Engine Laboratory

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