Search Results

Low Pressure (LP) Exhaust Gas Recirculation (EGR) promises fuel economy benefits at high loads in turbocharged SI engines as it allows better combustion phasing and reduces the need for fuel enrichment. Precise estimation and control of in-cylinder EGR concentration is crucial to avoiding misfire. Unfortunately, EGR flow rate estimation using an orifice model based on the EGR valve ΔP measurement can be challenging given pressure pulsations, flow reversal and the inherently low pressure differentials across the EGR valve. Using a GT-Power model of a 1.6 L GDI turbocharged engine with LP-EGR, this study investigates the effects of the ΔP sensor gauge-line lengths and measurement noise on LP-EGR estimation accuracy. Gauge-lines can be necessary to protect the ΔP sensor from high exhaust temperatures, but unfortunately can produce acoustic resonance and distort the ΔP signal measured by the sensor.

This paper numerically investigates the performance implications of the use of an electric supercharger in a heavy-duty DD13 diesel engine. Two electric supercharger configurations are examined. The first is a high-pressure (HP) configuration where the supercharger is placed after the turbocharger compressor, while the second is a low-pressure (LP) one, where the supercharger is placed before the turbocharger compressor. At steady state, high engine speed operation, the airflows of the HP and LP implementations can vary by as much as 20%. For transient operation under the Federal Test Procedure (FTP) heavy duty diesel (HDD) engine transient drive cycle, supercharging is required only at very low engine speeds to improve airflow and torque. Under the low speed transient conditions, both the LP and HP configurations show similar increases in torque response so that there are 44 fewer engine cycles at the smoke-limit relative to the baseline turbocharged engine.

Variable Compression Ratio (VCR) technology has long been recognized as a method of improving Spark Ignition (SI) engine fuel economy. The Pressure Reactive Piston (PRP) assembly features a two-piece piston, with a piston crown and separate piston skirt which enclose a spring set between them. The unique feature is that the upper piston reacts to the cylinder pressure, accommodating rapid engine load changes passively. This mechanism effectively limits the peak pressures at high loads without an additional control device, while allowing the engine to operate at high compression ratio during low load conditions. Dynamometer engine testing showed that Brake Specific Fuel Consumption (BSFC) improvement of the PRP over the conventional piston ranged from 8 to 18 % up to 70% load. Knock free full load operation was also achieved. The PRP equipped engine combustion is characterized by reverse motion of the piston crown near top dead center and higher thermal efficiency.