Fuel Rail Pressure Rise during Cold Start of a Gasoline Direct Injection Engine
Gasoline direct injection provides reduced engine emissions, increased power, and increased fuel economy as compared to port fuel injection (PFI). Reduced emissions are largely due to starting the engine using high fuel pressure (up to 150 bar) and injecting into the compression stroke. During a cold start, fuel pressure must be increased from lift pump pressure (typically 4 to 6 bar) to desired injection pressure (typically 25 bar minimum). Start times are therefore impacted by the high pressure pump's ability to quickly build fuel pressure during crank. This study investigates the temperature and pressure affects during engine soak which allow vapor and air to form in the fuel system. Vapor and/or air in the system cause a slower fuel pressure build and increases start times. The scope of the problem and possible solutions were determined using theoretical and empirical testing. By preventing air and vapor formation in the fuel system, reduced and more consistent start times are achieved.
Effect of Operation Strategy on First Cycle CO, HC, and PM/PN Emissions in a GDI Engine
The impact of the operating strategy on emissions from the first combustion cycle during cranking was studied quantitatively in a production gasoline direct injection engine. A single injection early in the compression cycle after IVC gives the best tradeoff between HC, particulate mass (PM) and number (PN) emissions and net indicated effective pressure (NIMEP). Retarding the spark timing, it does not materially affect the HC emissions, but lowers the PM/PN emissions substantially. Increasing the injection pressure (at constant fuel mass) increases the NIMEP but also the PM/PN emissions.
Numerical and experimental investigation on air distributor design of fluidized bed reactor of sawdust pyrolysis
Abstract An improved biomass conversion in a lab-scale fluidized bed reactor (FBR) is achieved by optimizing the air distributor orifice size and number. Two approaches for introducing air were numerically and experimentally examined. These included perforated plate and downward orifice sparger. 3 mm and 5 mm orifice diameters, and 7, 9 and 13 holes were simulated at flow velocities of 2, 4, 6, and 8 times the minimum fluidization velocity, Umf. The simulation results revealed that increasing the orifice number has a positive effect on gas holdup, particularly for the perforated plate, which showed a uniform distribution of bubbles. The sparger configuration produced larger bubbles sizes, which could lead to better recirculation of solid flux, while stagnant particle zones were observed at the lower section of both distributors. A pyrolysis unit is also inserted at the top of freeboard of the FBR. For perforated plate with 6Umf, the pyrolysis process achieved thermal and cold gas efficiencies of 82.91% and 52.03%, respectively, while combustible gases with 41.6%mol CO, 8.7%mol CH 4 and 2.17%mol HC, were obtained. For sparger pipe and 6U mf _sp, 35.33 ppm NOx and 111 ppm SO 2 were measured in flue gas from combustion process at bed region.