A comparative experimental study on emission characteristics of a turbocharged gasoline direct-injection (TGDI) engine fuelled with gasoline/ethanol blends under transient cold-start and steady-state conditions. (1st October 2020)

• Record Type: Journal Article
• Authors: Guo, Tao; Duan, Xiongbo; Liu, Yiqun; Liu, Jingping; Zhou, Xianjie; Li, Yangyang; Lai, Ming-chia; Guo, Genmiao
• Is Part Of: Fuel. Volume 277(2020)
• Publication Date: 2020-10-01
• Subjects: ICE internal combustion engine -- TGDI Turbocharged gasoline direct injection -- SI spark ignition -- NEDC New European Driving Cycle -- HC hydrocarbon -- EGR exhaust gas recirculation -- CO carbon monoxide -- RCCI reactivity controlled compression ignition -- CO2 carbon dioxide -- NOx oxides of nitrogen -- PM particulate matter -- PN particulate number -- PAHs polycyclic aromatic hydrocarbons -- PFI port fuel injection -- DISI direct-injection spark-ignition -- LPG-DI liquefied petroleum gas-direct injection -- TWC three-way catalyst -- EUDC urban driving cycle -- BMEP brake mean effective pressure -- TDC top dead center; Transient emissions -- Cold-start -- Transient condition -- Steady-state condition -- Coolant temperature; Fuel -- Periodicals; Coal -- Periodicals; Coal; Fuel; Periodicals; 662.6
• DOI: 10.1016/j.fuel.2020.118153
• Languages: English
• ISSNs: 0016-2361

Abstract

Abstract: In this study, the emissions of a TGDI engine were experimentally investigated and compared under transient cold-start operating and steady-state operating conditions, respectively. Furthermore, the steady-state emissions of the TGDI engine under different coolant out temperature (43 °C, 65 °C, 88 °C, 102 °C and 110 °C) were compared to the transient emissions. The results indicated that the transient NOx emissions and the steady-state NOx emissions were strongly depended on the load of the TGDI engine. Moreover, under steady-state operating conditions, the NOx emissions of the TGDI engine were increased with the coolant temperature from 43 °C to 102 °C, while the NOx emissions were decreased at the outlet coolant temperature of 110 °C due to retard the spark timing. Apart from that, the HC emissions under transient cold-start condition were approximately ten times than that of the steady-state conditions. Under steady-state operating conditions, the HC emissions were basically decreased with the coolant temperature from 43 °C to 110 °C due to reduction of the flame quenching distance. The excess air ratio of the TGDI engine slightly fluctuated around stoichiometric air/fuel ratio under the NEDC, while the excess air ratio was literally off the charts during the deceleration operating conditions due to the fuel cut-off. CO emission periodically reached a peak value at deceleration operating conditions under transient cold start condition, while CO emission was much high at the high-load and high-speed regions under steady-state operating conditions. In addition, the outlet coolant temperature did not present an obvious effect on the CO emission formation.