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Optimizing Combustion in an Single

Cylinder GDI SI Engine


Stelian Tarulescu, Radu Tarulescu and Cristian-Ioan Leahu

Abstract Throughout the world, many efforts are being made to improve the
thermal efciency of automotive internal combustion engines (Sellnau et al. in
GDCI multi-cylinder engine for high fuel efciency and low emissions 2015). In
this paper, the AVL 475 cc GDI Single Cylinder Research Engine 5405 was tested
over a range of steady-state operating conditions using a modern injection system.
Calibration mapping was conducted over a wide range of operating conditions, in
order to optimize the combustion. The tests was made at Transilvania University of
Braov, ICDTResearch & Development Institute. This tests include simulations
for different engine loads and regimes, modifying one by one the engines intake
parameters, operational parameters and atmospheric conditions. The mixture formation and combustion processes of the fuel will be monitored through the test bed
component software, AVL FIRE Commander 7.06cIAV, AVL PUMA Open Test
Bed Automation and AVL Indicom software. In order to optimize the combustion,
the engine map was modied. The main parameters that was changed are: the
amount of fuel per cycle, ignition timing for rst and second injection, excess air
factor , for different intake pressures, engine speeds and loads. In the next gure is
presented the engine map for the analyzed engine.
Keywords Combustion

 Optimize  Engine  Gasoline

S. Tarulescu (&)  R. Tarulescu  C.-I. Leahu


Transilvania University of Brasov, Eroilor Boulevard, 29, 500036 Brasov, Romania
e-mail: s.tarulescu@unitbv.ro
R. Tarulescu
e-mail: radu.tarulescu@unitbv.ro
C.-I. Leahu
e-mail: leahu.cristian@unitbv.ro
Springer International Publishing Switzerland 2016
C. Andreescu and A. Clenci (eds.), Proceedings of the European Automotive
Congress EAEC-ESFA 2015, DOI 10.1007/978-3-319-27276-4_37

395

396

S. Tarulescu et al.

Introduction
The new Euro 6 regulations regarding CO2 emissions and regulated emissions
including NOx, CO, HC, and particulate matter (PM) are demanding advanced
internal combustion engines with greatly improved combustion processes. While
diesel engines are already very efcient, they are challenged to meet future emissions standards at reasonable cost. Gasoline engines are preferred by customers, but
the efciency of gasoline engines is relatively low (Ghadikolaei 2014).
Gasoline Direct Injection (GDI) is an increasingly popular type of fuel injection
system employed in modern four-stroke gasoline engines. The gasoline is highly
pressurized, and injected by high voltage driven injectors via a common rail fuel line
directly into the combustion chamber of each cylinder, as opposed to conventional
single or multi-point fuel injection that happens in the intake manifold tract, or
cylinder port. The major advantages of a GDI engine are lower emission levels,
increased fuel efciency and higher engine power output. In addition, the cooling
effect of the injected fuel and the more evenly dispersed combustion mixtures and
temperatures allow for improved ignition timing settings which are an equally
important system requirement. Emissions levels can be more accurately controlled
with the GDI system. The lower levels are achieved by the precise control over the
amount of fuel, air and ignition settings which are varied according to the engine load
conditions and ambient air temperature (Gajbhiye and Chincholkar 2013).
In order to obtain data and optimize solutions for GDI engines, a research
program was developed at Transilvania University of Braov, ICDTResearch &
Development Institute. The research stand is an AVL single cylinder test bed for
gasoline and diesel engines (Fig. 1). For the present paper, the tests was made on a
AVL 475 cc GDI Single Cylinder Research Engine 5405. The single cylinder can
be setup in several congurations (with multipoint injection, with direct injection,
with turbocharger). There will be tested the fuel mixture formation combustion
process and the influence of turbocharged engine. The engine with transparent
quartz cylinder is built for the visualization of internal processes from outside using
a high speed movie camera. The piston with quartz head allows lming the internal
processes with the help of a system of mirrors. The mixture formation and combustion processes of the fuel will be monitored through the test bed component
software, AVL FIRE Commander 7.06cIAV (AVL 2013).

Methodology
In the present study ware made tests in order to improve the combustion for one
research engine. The results can be used to improve the processes of GDI gasoline
engines in order to reduce the exhaust emissions and fuel consumption (Verlag 2014).
Single Cylinder Research Engine 5405 specications are: Bore: 82 mm; Stroke:
90 mm; Displacement: 475 ccm; Max. speed: 6000 rpm; Rated power: 20 kW

Optimizing Combustion in an Single Cylinder GDI SI Engine

397

Fig. 1 AVL single-cylinder compact test bed used for GDI research

natural aspirated; Rotation inertia approx. 0,4 kgm2; Combustion concept:


Homogeneous, = 1; Compression ratio: 11.5:1.
The test bed have some other components and systems: Balancer System for
SCRE; MPFI Conversion Kit, Conversion kit for AVL Gasoline Direct
Injection SCRE from GDI to Multi Point Fuel Injection (MPFI) operation;
Conversion Kit: Optical Topworks 514 Gasoline GDI; Mirror Unit for Optical
Measurements; AVL Engine Control Unit (AVL ETU 427); Coolant and conditioning Unit 577; AVL Fuel mass flow meterType Flex Fuel; AVL Fuel temperature control; Intake Air Consumption Measurement Device; Particle Evaluation
Micro Soot Sensor Continuous Measurement of Soot Concentration; AVL
PUMA Open Test bed Automation; Exhaust Gas analyzer, Model GA-21plus (AVL
2013).
The used software used for intake and combustion process optimization is AVL
FI2RE Commander 7.06cIAV. AVL FIRE was developed to solve the most
demanding flow problems in respect to geometric complexity and chemical and
physical modeling. FIRE offers a comprehensive computational fluid dynamics
solution: a powerful set of modules, features and capabilities, pre-and
post-processing integrated in a common environment and workflows and methods effectively supporting the use of the software to solve any problem accurately
(AVL 2013).
The software used for engine parameters monitoring is AVL Indicom software.
During cycle based data acquisition the value of cycle time must vary all the time.
For combustion tests several parameters will be monitored: engine speed, intake
fuel pressure, cylinder maximum pressure, intake air pressure, spark ignition time,

398

S. Tarulescu et al.

Table 1 Engine parameters


SPEED
(rpm)

IMEP
(bar)

PMAX
(bar)

AI
50 %
(CA)

P
Intake
(mbar)

SA
(CA)

SOI
(CA)

DOI
(ms)

P
RAIL
(bar)

T
EXH
(C)

Lambda
()

1000

3.00

17.40

25.00

303.5

20

280

1850

100

240

1.00

injection start moment, injection time, rail pressure, exhaust temperature and
mixture ratio (Excess Air). They are presented in the Table 1.
The rst set of tests was made using a standard engine map (in AVL FI2RE). For
following tests the spark ignition time and air excess coefcient ware optimized.
The tests was made for different engine loads and engine speeds. Also, one set of
tests was made for one direct injection per cycle and other set of tests was made for
two injections per cycle (First DI injection and Second DI injection). The setup was
made in AVL FI2RE software as is showed in Fig. 2 (AVL 2013).
In Fig. 3 is presented the main menu used for intake and combustion
parameters optimization. The engine load is controlled through manifold

Fig. 2 AVL FI2RE working sheetnumber of injections/cycle and duration of injection

Fig. 3 AVL FI2RE menuengine map parameters

Optimizing Combustion in an Single Cylinder GDI SI Engine

399

pressure. The engine speed is set using the main control system (AVL Puma
interface). The intake parameters are controlled by set the number of injections
(rst, second or third direct injection and one indirect injection). The fuel
mixture can be adjusted by varying the amount of fuel injected per cycle (injection period(s)). The ignition time is also set in crank angle degrees before
top dead center.
The parameters changes were made to obtain an optimal single cylinder pressure
curve and more optimal combustion (no detonations). In the Fig. 4 are presented the
intake, ignition and combustion features for 475 cc GDI Single Cylinder Research
Engine.
Tests were done for one specic engine speed and one engine load by modifying
the following parameters: number of injections, amount of fuel injected per cycle
and ignition time (spark moment) before top dead center (TDC).
In order to control the quality of the combustion and exhaust emission level it
was used exhaust gas analyzer, Model GA-21plus. For each test (in order to
optimize intake and combustion parameters) were recorded values of the main
pollutants (as seen in the example working page in Fig. 5) (GA-21 plus 2013).

Fig. 4 Engine parameters monitoring with AVL Indicom software

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S. Tarulescu et al.

Fig. 5 Interface for exhaust gas analyzer model GA-21plusparameters

Results
In order to achieve an engine map for optimal functioning ware tested several
values for the ignition moment (crank angle) and the amount of fuel injected per
cycle. Tests were made for a big range of engine speeds and throttle positions
(engine loads). For example we chose a set of tests made under the following
conditions: engine speed *2000 rpm; manifold pressure *500 mbar; spark
moment before TDC: 18 26 CA; injection period: 900 1300 s; intake
with one injection or two injections per engine cycle.
For each test, there were measured the emissions to determine optimum combustion and pollution level. The results are presented in Figs. 6, 7, 8, 9, 10 and 11.
The lowest levels of CO2 were recorded for the values of the spark advance
angle before TDC of 20 to 22 CA, when the duration of injection was selected
1200 s. Also, for a selected value of 22 CA, when injection time/engine cycle is
variable, the lowest value of CO2 is registered for 1100 s.
CO2 level for two injections/cycle

17,2
16,8

16,2
16
15,7

CO2 [%]

CO2 [%]

CO2 level for one injection/cycle


17,4
17,2
17
16,8
16,6
16,4
16,2
16
15,8
15,6

16,5
16,4
16,3
16,2
16,1
16
15,9
15,8
15,7

16,4
16,3
16,2

15,9
15,8

Fig. 6 Variation of CO2 with spark advance to TDC for one and two injections/cycle

Optimizing Combustion in an Single Cylinder GDI SI Engine


CO2 level for two injections/cycle
16,05

16,9

16

16

16

CO2 [%]

CO2 [%]

CO2 level for one injection/cycle


17
16,8
16,6
16,4
16,2
16
15,8
15,6
15,4
15,2

401

15,7

16

16

15,9

15,9

15,85
15,8

15,4

16

15,95

15,8

15,75

Duration of injection [s]

Duration of injection [s]

Fig. 7 Variation of CO2 with duration of injection/cycle for one and two injections/cycle

CO level for two injections/cycle

CO level for one injection/cycle


35

30

31
29
26

25
20

CO [ppm]

CO [ppm]

35

20

30
25

25
23
21

20

18

18

15

15

15

Fig. 8 Variation of CO with spark advance to TDC for one and two injections/cycle

The lowest values of CO were recorded for 22 Crk, when the duration of
injection was selected 1200 s. Also, for a selected value of 22 Crk, when injection
time/engine cycle is variable, the lowest value of CO is registered for 1100 and
1200 s.
The lowest values of NOx were recorded for 24 and 26 Crk, when the duration
of injection was selected 1200 s. Also, for a selected value of 22 Crk, when
injection time/engine cycle is variable, the lowest value of CO is registered for 900
and 1100 s.

CO level for one injection/cycle


45

CO level for two injections/cycle


40

43

35

35
31

30
25
20

21

20

18

15

CO [ppm]

CO [ppm]

40

30

32

25
20
15

22
18
14

15

10

Duration of injection [s]

Duration of injection [ s]

Fig. 9 Variation of CO with duration of injection/cycle for one and two injections/cycle

402

S. Tarulescu et al.
NOx level for one injection/cycle

2
1

NOx level for two injections/cycle

NOx [ppm]

NOx [ppm]

4
3
2

18

20

22

24

26

Fig. 10 Variation of NOx with spark advance to TDC for one and two injections/cycle

NOx level for one injection/cycle


6

NOx level for two injections/cycle


5

4
3

2
1

2
1

NOx [ppm]

NOx [ppm]

3
2
1

2
1

Duration of injection [s]

Duration of injection [s]

Fig. 11 Variation of NOx with duration of injection/cycle for one and two injections/cycle

It can be concluded that for optimum combustion and reduced emission values at
exhaust pipe will choose the spark advance angles of 20 to 22 Crk and injection
times per cycle of 11001200 s. Also, an intake with two injections per cycle, one
pilot and a main injection would be the best solution for optimum performance.
In order to achieve a complete map of the engine, will optimize intake and
combustion parameters for as many speeds and engine loads as possible.

Conclusions
Using the previous researches and extensive simulation work, a vast set of tests was
made on an experimental single cylinder engine with gasoline direct injection
(GDI). Central to these tests was a fuel injection system and injection strategy
combined with engine parameters optimization. This produced robust ignition with
very clean, efcient, and stable combustion.
In order to achieve an engine map for optimal functioning ware tested several
values for the ignition timings and the amount of fuel injected per cycle. Tests were

Optimizing Combustion in an Single Cylinder GDI SI Engine

403

Fig. 12 Engine marintake and combustion parameters

made for a big range of engine speeds and loads. For a complete map of the engine,
there will be optimize intake and combustion parameters for as many speeds and
engine loads as possible. An engine map example is presented in Fig. 12.
Acknowledgments We hereby acknowledge the structural founds project PRO-DD (POS-CCE,
O.2.2.1., ID 123, SMIS 2637, ctr. No 11/2009) and Transilvania University of Brasov for providing the infrastructure used in this work.

References
AVL (2013) Tutorials and books for engines test cell equipments usage
Flue Gas Analyser GA-21 plus (2013) Operating manual, Madur electronics. ViennaAustria
Gajbhiye PK, Chincholkar SP (2003) Review on electronically assisted gasoline direct injection
4-stroke single cylinder engine system. Int J Sci Res (IJSR). India Online ISSN: 2319-7064
Sellnau M, Moore W, Sinnamon J, Hoyer K, Foster M, Husted H (2015) GDCI multi-cylinder
engine for high fuel efciency and low emissions. Copyright 2015 SAE International,
Published 14 Apr 2015
Ghadikolaei MA (2014) History of Gasoline Direct Compression Ignition (GDCI) enginea
review. IJRET Int J Res Eng Technol 03(01). eISSN: 2319-1163, pISSN: 2321-7308,
Available @ http://www.ijret.org
Verlag Europa-Lehrmittel (2014) Modern automotive technology, 2nd edn. Nourney, Vollmer
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