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Direct Injection (DI) is believed to be one of the key strategies for maximizing the thermal efficiency of Spark Ignition (SI) engines and meeting the ever-tightening emissions regulations. This paper explores the use of propane and methane gas fuels in a 1.5 liter SI four cylinder gasoline engine with double over head camshafts, four valves per cylinder, and a centrally located DI injector. With DI technology, the injection timing can be set to avoid fuel bypassing the engine during valve overlap into the exhaust system prior to combustion. DI of fuel reduces the embedded air displacement effects of gaseous fuels and lowers the charge temperature. Injection timings and compression ratio are optimized for best performances at Wide Open Throttle (WOT) conditions when configured to achieve homogeneous charge at stoichiometry or run lean jet controlled stratified.

Cylinder deactivation has been proposed so far for improved part load operation of large gasoline engines. In all this application, the cylinder deactivation has been achieved keeping the intake and exhaust valves closed for a particular cylinder, with pistons still following their strokes. The paper presents a new mechanism between the piston and the crankshaft to enable selective deactivation of pistons, therefore decoupling the motion of the piston from the rotation of the crankshaft. The reduced friction mean effective pressure of the new technology enables the use of piston deactivation in large engines not necessarily throttle controlled but also controlled by quantity of fuel injected. Results of performance simulations are proposed for a HSDI V8 engine, producing significant savings during light operation.

This paper presents experimental and computational results obtained on an in line, six cylinder, naturally aspirated, gasoline engine. Steady state measurements were first collected for a wide range of cam and spark timings versus throttle position and engine speed at part and full load. Simulations were performed by using an engine thermo-fluid model. The model was validated with measured steady state air and fuel flow rates and indicated and brake mean effective pressures. The model provides satisfactory accuracy and demonstrates the ability of the approach to produce fairly accurate steady state maps of BMEP and BSFC. However, results show that three major areas still need development especially at low loads, namely combustion, heat transfer and friction modeling, impacting respectively on IMEP and FMEP computations. Satisfactory measurement of small IMEP and derivation of FMEP at low loads is also a major issue.

Direct injection and jet ignition is becoming popular in electrically assisted, turbocharged, F1 engines because of the pressure to reduce fuel consumption. Operation from homogeneous stoichiometric up to lean of stoichiometry stratified about λ = 1.5, occurs with fast combustion of reduced cyclic variability thanks to the enhanced ignition by multiple jets of hot, partially reacting products travelling through the combustion chamber. The fuel consumption has thus been drastically reduced in an engine that is, however, still mostly throttle controlled. The aim of the present paper is to show the advantages of direct injection and jet ignition based on model simulations of the operation of a high-performance throttle-controlled engine featuring rotary valves.