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VISUALISATION OF GASOLINE
AND EXHAUST GASES
DISTRIBUTION
IN A 4-VALVE SI ENGINE;
EFFECTS OF STRATIFICATION
ON COMBUSTION
AND POLLUTANTS*
B. DESCHAMPS and T. BARITAUD
* This article was presented at the International Fall Fuels and Lubricants Meeting
and Exposition, San Antonio, USA, October 14-17, 1997
651
INTRODUCTION
Diluting the gasoline-air mixture with burned gas is
an efficient way to reduce NOx emissions level in
spark-ignition [1] as well as in diesel engines. It is well
known that the formation of nitric oxides is highly
dependent on the flame temperature. When recirculating exhaust gases, the unburned mixture is diluted with
burned gases, reducing the peak burned gas temperature
and as a result the NOx formation rates. Another
method is to run the engine under lean conditions.
However both methods affect combustion stability,
entailing the problem of irregular ignition and slower
propagation which results in additional unburned
hydrocarbon emissions. For both methods it is
necessary to favour ignition based upon distributions of
fuel and burned gases.
It has already been shown that in a 4-valve engine
with a pentroof chamber, fuel stratification in the
direction parallel to the top of the roof can be achieved
by injecting into only one of the two intake ports [2, 3,
4]. Biacetyl-LIF combined with LDV and combustion
analyses [4] showed that by coupling the effect of
intense turbulence, moderate velocity at the spark and
ignition on the rich side, the performance of the 4valves engine was greatly enhanced. A strong
correlation level between the local mixture composition
at the spark and the duration of the early phase of
combustion was found for two turbulence intensities.
Also, the early heat release was favoured by enhancing
turbulence. Hence, the lean operating limit of the
engine could be extended. This study demonstrated the
potential offered by stratifying the charge for lean
combustion. Nevertheless this earlier work needed to be
extended by the studying the effect of stratified gasoline
on NOx and HC emissions which could be increased by
the propagation of the flame toward the very lean
region. The effect of residual gas distribution might be
important as well [5]. Also the other known possibility
for reduction of NOx emissions without altering HC
needs to be investigated: Exhaust Gas Recirculation
(EGR). In a lean operating engine, there is a limit to
EGR beyond which the combustion process is altered
and additional HC emissions and engine instability are
expected. A possibility for improving tolerance to
recirculation might be to stratify the engine charge in
burned gases while stratifying the gasoline in the
opposite way [6] and [7]. One can imagine that
stratification in the burned gases might be also
accomplished by recirculating a part of the exhaust gas
into one of the two ports for stratifying gasoline.
VISUALIZACIN DE LA DISTRIBUCIN
DEL CARBURANTE Y DELOS GASES CONSUMIDOS
POR UN MOTOR DE 4 VLVULAS DE ENCENDIDO
CONTROLADO ; EFECTOS DE LA ESTRATIFICACIN
SOBRE LA COMBUSTIN Y LAS EMISIONES
CONTAMINANTES
Se ha desarrollado un mtodo indirecto para cartografiar los gases
consumidos por un motor de encendido controlado. Este mtodo
se funda en la visualizacin a partir de la fluorescencia inducida
por lser (LIF) de la mezcla aire-carburante no consumida y
sembrada con biacetil. Se han observado los gases consumidos,
procedentes tanto de las recirculaciones internas y externas. Este
tipo de diagnstico es complementario de las tcnicas de LIF que
se emplean para observar la distribucin del carburante. Estas
mediciones de concentracin se aplican en un motor de cuatro
vlvulas con accesos pticos, y ello para una amplia gama de
condiciones operatorias. Estas ltimas incluyen las variaciones de
los modos de inyeccin del carburante y de los modos de
recirculacin de los gases consumidos, provocando de este modo
diversos tipos de estratificaciones que corresponden a
desprendimientos de energa y emisiones de contaminantes de
muy diversa ndole. Tambin se han modificado el nivel de
"tumble" y el emplazamiento de la chispa. La observacin de la
estratificacin tal como se produce realmente en el motor
constituye un modo pertinente para explicar sus resultados
prcticos. Los parmetros permiten optimizar los niveles de NOx y
de HC pueden as ser debidamente deducidos, del mismo modo
que la eficacia de las estrategias de recirculacin y de inyeccin
de carburante. Los resultados de las visualizaciones se han
confirmado mediante mediciones obtenidas con un motor
monocilndrico provisto de una culata convencional, con la misma
geometra de la cmara de combustin.
652
TABLE 1
Geometrical characteristics of the engine
(in bold the compression ratio for the transparent engine)
Displacement
Bore
Stroke
Compression ratio
Rod/Half stroke ratio
441 cm3
82 mm
83.5 mm
9.5/8.4
3.45
653
l EGR = l a *
regulation
system for
EGR rate
(2)
thermocouple
cylinder
head
exhaust
1
1 - hEGR
intake
CO2
concentration analysers
Figure 1
Sketch of the exhaust gas recirculation system with the
measuring devices.
(1)
654
iso-octane or air
seeded with biacetyl
Y
exhaust
laser sheet
tripled YAG
fused silica
piston head
Intensified
CCD
mirror
Figure 2
Engine description.
160
120
temperature
variation
seeding rate variation
80
Background
100
200
300
400
Cycle number
Figure 3
Mean intensity in the image versus cycles corresponding to a
percentage for the calculated residual fraction (110 mbar
pressure blockage, normal firing).
655
intake
fused silica
side window
160
120
80
cycles without residuals
cycles after combustion
residuals
16.6% residuals
40
0
0
100
200
300
Cycle number
400
30
normal firing
skip firing
26
22
18
14
0
40
80
120
Exhaust blocage pressure (mm of water)
Figure 5
Exhaust blockage pressure effect on residual gas fraction
( skip firing,
normal firing, enhanced tumble,
volumetric efficiency 0.3, f = 1).
656
Background
Background
Figure 4
80
40
0
0
Background
100
200
300
Cycle number
400
Figure 6
Mean burned gas fraction versus cycles with 15% EGR (on
black corrected images, on grey reference images intensity
after correction of decreasing signal). Mean intensity
corresponds to a percentage for the calculated residual
fraction.
657
3 RESULTS
3.1 Residual gas
As measured and described by Galliot et al. [5], the
amount of residual gas in the cylinder depends on the
exhaust and intake processes. In naturally aspirated
engines, when the intake valve opens, there is a blowdown of the burned gas into the intake port, which goes
back into the cylinder later on during the intake process. During the valve overlap period, there is also a
reverse flow of the burned gas from the exhaust ports
into the cylinder. The amount of residual gas trapped in
the cylinder therefore decreases with increasing intake
pressure. With the presented technique a series of engine
operating points with propane or iso-octane injection in
the two intake ducts were performed. The image
acquisition angle was constantly 333CA. Different
parameters which influence residual gas concentration
were investigated: fuel, injection configuration, flow,
volumetric efficiency, and spark plug location.
Normalised iso-octane
concentration
propane
iso-octane
0.15
0.10
-20
Residuals
concentration
0.20
20
1.2
iso-octane
1.0
0.8
1 pipe injection
2 pipes
injection
0.15
residuals
0.10
-10
20
Figure 7
Figure 8
658
25
35
188
208
Figure 9
Burned gas distribution during intake stroke (standard on
top/enhanced tumble on bottom).
15
burnt gas
fraction
100
80
60
standard
40
20
0
-90
90
180
CAD
270
360
90
180
270
360
CAD
Figure 10
Burned gas fraction during intake and compression stroke
(standard/enhanced tumble).
659
enhanced
tumble
standard
0.15
enhanced tumble
0.10
max.
14.4%
0.05
10.5%
min.
-20
20
0.15
max.
fraction
0.10
12.4%
0.05
0.00
14.4%
allumage
centr
central
offset
spark
plug
-20
spark
plug
min.
fraction
20
l a = 0.6
0.66
0.71
0.75
Figure 12
Figure 13
660
0.30
26.9
0.50
13.4
0.60
12.4
14.4
0.67
11.7
7.6
0.71
9.8
5.4
0.75
9.9
3.9
0.25
TABLE 2
0% EGR
0.10
-20
20
661
1.40
0.30
max.
fraction
a'
0.25
1.20
0.20
1.00
0.15
0.10
0.15
0.20
Figure 15
Burned gas concentration distribution for different EGR rates
and configurations to be compared with residuals (standard
conditions).
0%
10%
15%
EGR rate
0.80
20%
hEGR = 0
0.10
min.
fraction
0.60
0.05
0.25
b'
1.20
0.20
1.00
0.15
0.80
0.10
0.60
0.05
0.25
c'
1.20
0.20
1.00
0.15
0.80
0.10
0.05
-20
20
-20
20
0.60
662
0.80
lEGR
20
bg
ed
r
u
as
me
n
tio
tra
n
e
nc
co
0.70
l EGR
30
hEGR = [bg]
0.60
measured residuals
10
concentration at hEGR
0.50
calculated residuals
contribution
0
10
hEGR
% 20
0.40
30
Figure 17
Comparison of measured burned gas concentration at EGR
rate hEGR (--), and measured residuals (--) at equivalent
volumetric efficiency lEGR. lEGR = f (hEGR) and burned gas
fraction = hEGR also reported with the calculated residual
contribution (- -) following Equation (2). Standard
conditions, EGR by one intake ports, offset spark plug.
x bg - h EGR
enhanced tumble
1.20
standard
1.00
15 % EGR
0.80
-20.00
0.00
2 pipes
1 pipe
20.00
1.40
Figure 18
Effect of enhancing tumble on burned gas stratification.
(4)
1 - h EGR
663
600
1.3
EGR
1.2
1.1
EBR
0.9
400
EBR
0.7
-20
20
EGR
Figure 19
Effect of fuel stratification on burned gas distribution.
EGR
B
EGR
EGR by
2 pipes
*
*
200
EGR
D
20.7%
*
*
*
EGR by
1 pipe
0.8
15%
EGR
1.0
C
EGR
23.5% EGR
[bg]=19%
standard
10
[bg]=23.8%
* *
20
EGR
*
*
*
* *
** *
* ** *
*
*
EBR by
1 pipe
0
[bg]=18.4 %
B'
NOx (ppm)
EGR by
2 pipes
enhanced tumble
30
40
Tolerance % EGR
EGR
Figure 21
EGR
1.3
1.2
1.1
1.0
0.9
0.8
0.7
injection
-20
20
Figure 20
Effect of EGR configuration on burned gases distribution and
fraction ([bg]). Fuel is injected by one duct.
4.4 Emissions
Without recirculation (Fig. 22), enhancing the
tumble increases NOx emissions: a high temperature at
the end of the combustion phase adds further to a lower
dilution by residual gas. Igniting combustion near the
wall, the flame rapidly hit the wall reducing flame
interface and increasing thermal transfer so NOx
emissions are reduced. Also we noticed that igniting in
664
enhanced tumble
NOx (ppm)
2000
standard
1500
1000
with EGR
500 stratified fuel
ignition in
a rich zone
0
No EGR
10
20
30
40
Figure 22
Effect of exhaust gas recirculation on NO x emissions/
comparison with no recirculation configurations.
2500
f=1
2000
1750
1500
by
on
e
pi
es
enhanced
tumble
pe
pip
f=1
y2
central
spark
plug
GBR
500
EG
Rb
GBR
750
EG
1000
15
1250
GBR
250
0
GBR
GBR
f = 0.8
enhanced
tumble
A
0
2000
4000
6000
8000
HC (ppm)
Figure 23
NOx/HC diagram for conventional single cylinder. Effect of
introducing 15% EGR on NOx and HC emissions.
665
basis configuration
2250
15%
Pollutants emitted by the optical cylinder are questionable. The mean temperature is lower, dead volumes
are more important and absorption by oil does not exist.
Therefore, we decided to test the same good configurations on a conventional single cylinder head with the
same geometry. Tests were made at recirculating rate
accepted by all configurations: 15% at optimum spark
timing. Configurations can be split into 2 groups.
The first one with NOx + HC emissions lower than
5000 ppm is the configuration with recirculating
through both intake pipe. In this case the emissions are
further reduced to less than 3000 ppm by enhancing the
tumble. Configuration A and B selected in the optical
engine study are included in this group.
The second group is for the recirculation through
only one duct for which stratification of gasoline
reduces emissions to less than 6000 ppm. It was seen
that stratifying gasoline leads to a natural stratification
of burned gases. A high local equivalence ratio leads to
a low temperature in burned gases at the maximum
crank angle pressure. Stratifying burned gases slows
down flame propagation at the end of combustion
which is unfavourable for HC when the fuel is homogeneous because some fuel cannot burn at the end.
The diagram NOx/HC is drawn on Figure 23. It
confirms that the reference configuration with no
NOx (ppm)
2500
666
667