By H. Zhao
Direct injection permits specific keep watch over of the fuel/air combination in order that engines could be tuned for enhanced energy and gasoline financial system. This needs to be balanced opposed to elevated gear expenditures and emissions, offering ongoing study demanding situations in enhancing the know-how for advertisement functions. this crucial publication stories the technology and expertise of alternative varieties of DI combustion engines and their fuels. 5 major sections supply an outline of the state-of-the-art, protecting fuel DI engines; either light-duty and heavy-duty DI diesel engines; substitute fuels and aftertreatment units; and complicated modeling and experimental options.
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Extra info for Advanced Direct Injection Combustion Engine Technologies and Development: Gasoline and Gas Engines, Volume 1
With these stoichiometric combustion systems, it was also possible to 20 Stratified-charge combustion in DI gasoline engines 21 retain conventional exhaust aftertreatment using three-way catalytic converters. The implementation of standard spray-guided combustion systems has recently become possible as a result of intensive research and development work combined with further advances in fuel injection technology. The first gasoline direct injection engines of the ‘second generation’ (as spray-guided systems are often referred to) were introduced to the market by BMW and Mercedes-Benz in 2006.
40% when running at idle as opposed to conventional engines with port fuel injection. A reduction in fuel consumption of roughly 15% was achieved with lean stratified charge operation at part-load operating points. As the lean stratified charge range was limited to low engine speeds and loads, it was not possible to turn this potential into perceptible fuel savings for customers. e. with low fuel consumption) following the transition to second-generation gasoline direct injection with spray-guided systems.
With low fuel consumption) following the transition to second-generation gasoline direct injection with spray-guided systems. Once the engine has warmed up, it is only necessary to interrupt the lean stratified-charge operation during the regeneration phases of the nitrogen oxide storage catalyst. The increased efficiency and optimised performance of spray-guided combustion systems mean that the corresponding fuel consumption is around 4–6% less than for wall-guided systems (Fig. 10). In terms of fuel consumption, customers have benefited from more extensive use of the stratified charge operation with second-generation gasoline direct injection.
Advanced Direct Injection Combustion Engine Technologies and Development: Gasoline and Gas Engines, Volume 1 by H. Zhao