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The CO2 reduction request for automotive industry promotes the efforts on the engine thermal efficiency improvement. The goal of this research is to improve the thermal efficiency on an extremely downsized 3-cylinder 1.0 L turbocharged gasoline direct injection engine. Effects of compression ratio, exhaust gas recirculation (EGR), valve timing and viscosity of oil on fuel economy were studied. The results show that increasing compression ratio, from 9.6 to 12, can improve fuel economy at relative low load (below 12 bar BMEP), but has a negative effect at high load due to increased knock intensity. EGR can significantly reduce the pumping loss at low load, optimize combustion phase and reduce exhaust gas temperature. Therefore, the fuel consumption is reduced at all test points. The average brake thermal efficiency (BTE) benefit percentage is 3.47% with 9.6 compression ratio and 5.33 % with 12 compression ratio.

In this paper comparisons were made between the fuel economy improvement between a High Pressure loop (HP) water-cooled Exhaust Gas Recirculation (EGR) system and a Low Pressure loop (LP) water-cooled EGR system. Experiments were implemented on a 1.3-Litre turbocharged PFI gasoline engine in two pars. One was EGR rate as single operating point to compare the different effect of HP- and LP-EGR. The other was mini map from 1500rpm to 3000rpm and BMEP from 2bar to 14bar because of the relative narrow available range of HP-EGR system. In consideration of practical application of EGR system, the coolant used in this experiment was kept almost the same temperature as in real vehicles (88±3°C) instead of underground water temperature, besides a model was built to calculate constant volume ratio (CVR). The results indicated that the effect of HP-EGR was weaker than that of LP-EGR under the same EGR rate, which could be seen from change of combustion parameters.

In recent years, more attention has been focused on environment pollution and energy source issues. As a result, increasingly stringent fuel consumption and emission legislations have been implemented all over the world. For automakers, enhancing engine’s efficiency as a must contributes to lower vehicle fuel consumption. To reach this goal, Geely auto started the development of a 3-cylinder 1.0L turbocharged direct injection (TGDI) gasoline engine to achieve a challenging fuel economy target while maintaining fun-to-drive and NVH performance. Demanding development targets for performance (specific torque 205Nm/L and specific power 100kW/L) and excellent part-load BSFC were defined, which lead to a major challenge for the design of the combustion system. Considering air/fuel mixture, fuel wall impingement and even future potential for lean burn combustion, a symmetrical layout and a central position for the injector with 200bar injection pressure was determined.

In recent years, more attention has been focused on environment pollution and energy source issues. As a result, increasingly stringent fuel consumption and emission legislations have been implemented all over the world. For automakers, enhancing engine’s efficiency as a must contributes to lower vehicle fuel consumption. To reach this goal, Geely auto started the development of a 3-cylinder 1.0L turbocharged direct injection (TGDI) gasoline engine to achieve a challenging fuel economy target while maintaining fun-to-drive and NVH performance. Demanding development targets for performance (specific torque 205Nm/L and specific power 100kW/L) and excellent part-load BSFC were defined, which lead to a major challenge for the design of engine systems, especially for combustion system.

Gasoline turbocharged direct injection (GTDI) engines, such as EcoBoost™ from Ford, are becoming established as a high value technology solution to improve passenger car and light truck fuel economy. Due to their high specific performance and excellent low-speed torque, improved fuel economy can be realized due to downsizing and downspeeding without sacrificing performance and driveability while meeting the most stringent future emissions standards with an inexpensive three-way catalyst. A logical and synergistic extension of the EcoBoost™ strategy is the use of E85 (approximately 85% ethanol and 15% gasoline) for knock mitigation. Direct injection of E85 is very effective in suppressing knock due to ethanol's high heat of vaporization - which increases the charge cooling benefit of direct injection - and inherently high octane rating. As a result, higher boost levels can be achieved while maintaining optimal combustion phasing giving high thermal efficiency.

Homogeneous Charge Compression Ignition (HCCI) combustion has the potential to produce low NOx and low particulate matter (PM) emissions while providing high efficiency. In HCCI combustion, the start of auto-ignition of premixed fuel and air depends on temperature, pressure, concentration history during the compression stroke, and the unique reaction kinetics of the fuel/air mixture. For these reasons, the choice of fuel has a significant impact on both engine design and control strategies. In this paper, ten (10) gasoline-like testing fuels, statistically representative of blends of four blending streams that spanned the ranges of selected fuel properties, were tested in a single cylinder engine equipped with a hydraulic variable valve train (VVT) and gasoline direct injection (GDI) system.

Gasoline Direct Injection (GDI) engines show advantages in reducing fuel consumption and gaseous pollution emissions when compared to Port Fuel Injection (PFI) engines. However, particulate matter emissions are an essential issue for GDI engine development due to increasingly stringent worldwide emission regulations. Previous studies have shown that gasoline fuel compositions, as well as deposits formed in GDI fuel injectors, can affect emissions in the GDI engine. In this work, the impact of gasoline fuel properties on forming injector deposits and the resulting effect on particulate emissions were investigated using a modern Chinese GDI engine. Six test fuels with different properties involving changes in olefins, aromatics, heavy (C9/C9+) aromatics, T90 and deposit control additive (DCA) were prepared based on the gasoline survey results from the Chinese gasoline fuel market and the China 6 gasoline fuel standard limits.

Intake charge preparation has strong effects on HCCI combustion, especially on the start of ignition. In this paper, the influence of different intake charge preparation modes on HCCI combustion in a single cylinder engine equipped with a hydraulic variable valve train (VVT) and gasoline direct injection (GDI) system is studied. By using VVT and GDI, three different intake charge preparation modes are implemented: re-compression early injection (RCEI), re-compression split injection (RCSI), and re-breathing early injection (RBEI). For each intake charge preparation mode, three engine operating conditions are investigated: 1.5 bar IMEP at 1000 rpm, 3 bar IMEP at 2000 rpm, and 6 bar/deg of maximum rate of pressure rise at 3000 rpm (IMEP's very near 3 bar). For all engine operating conditions and intake charge preparation modes, the combustion phasing, represented by the 50% mass fraction burned location (CA50), were fixed at 5 degrees after top dead center.

To meet more stringent emission regulations for diesel engines, diesel particulate filters (DPF) have been widely used for diesel engines. However, the DPF regeneration is a great challenge for fuel economy. In this paper, a mathematical model characterizing the microwave regeneration process of a wall-flow particulate filter is introduced to better understand the process. Based on this model, important parameters such as evolutions of the energy stream densities of microwaves, wall temperature, regeneration efficiency and the pressure drop in the filters, both cordierite and SiC, are investigated. These results can provide an important theoretical guide for optimizing and controlling the microwave regeneration process.

Numerical simulation has been widely used in the engine development process to improve the development quality, especially in the area of in-cylinder flow and fuel evaporation. In this paper, a fuel spray model for a gasoline direct injection (GDI) engine, calibrated against spray visualization in a spray bomb, is developed to characterize the fuel spray atomization, vaporization, and interaction with in-cylinder air flow. With this model, fuel atomization and fuel-air mixing process are thoroughly analyzed at full load operating conditions at both low and high speeds. It is shown that fuel spray at high speed is deflected towards intake side, leading to limited wall wetting, piston wetting, and good vaporization, due to intensive tumble flow and high temperature. The results from the numerical simulation provide important guideline for the development of a GDI engine.

In order to meet increasingly stringent emission regulations and reduce fuel consumption, development of modern powertrain is becoming more complicated, combining many advanced technologies. Gasoline engine downsizing is already established as a proven technology to reduce vehicle fleet CO2 emissions. Compressed natural gas (CNG) offers increased potential to further reduce both tailpipe CO2 and other regulated exhaust gas emissions without compromising driving performance. In this study, a turbocharged CNG port fuel injection (PFI) engine was developed based on gasoline version. Making most use of positive fuel properties of CNG, the paper quantifies the performance characteristics of downsized CNG engine considering reduced knock sensitivity, adaption of compression ratio and combustion efficiency. While peak cylinder pressure was controlled below 120 bar, peak torque 180Nm, same level as gasoline variant, was realized from 3000rpm.

This research was concerned with the use of Exhaust Gas Recirculation (EGR) improving the fuel economy over a wide operating range in a downsized boosted gasoline engine. The experiments were performed in a 1.3-Litre turbocharged PFI gasoline engine, equipped with a Low Pressure (LP) water-cooled EGR system. The operating conditions varied from 1500rpm to 4000rpm and BMEP from 2bar to 17bar. Meanwhile, the engine’s typical operating points in NEDC cycle were tested separately. The compression ratio was also changed from 9.5 to 10.5 to pursue a higher thermal efficiency. A pre-compressor throttle was used in the experiment working together with the EGR loop to keep enough EGR rate over a large area of the engine speed and load map. The results indicated that, combined with a higher compression ratio, the LP-EGR could help to reduce the BSFC by 9∼12% at high-load region and 3∼5% at low-load region.