缸內直噴汽油引擎之層狀及均質油氣混合實驗研究｜國立臺灣科技大學博碩士論文系統

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研究生：	傅勝文 Kenny Purnomo
論文名稱：	缸內直噴汽油引擎之層狀及均質油氣混合實驗研究 Experimental Study on the Stratified and Homogeneous Charge Operation of a Gasoline Direct Injection (GDI) Engine
指導教授：	姜嘉瑞 Chia-Jui Chiang
口試委員:	蘇裕軒 Yu-Hsuan Su 吳浴沂 Yuh-Yih Wu
學位類別：	碩士 Master
系所名稱：	工程學院 - 機械工程系 Department of Mechanical Engineering
論文出版年：	2017
畢業學年度：	105
語文別：	英文
論文頁數：	105
中文關鍵詞：	Gasoline direct injection 、homogeneous mode 、stratified mode
外文關鍵詞：	Gasoline direct injection, homogeneous mode, stratified mode
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A gasoline direct injection engine allows a combustion to run in stratied charge
operation. In comparison to homogeneous charge operation, the stratied charge
operation is able to utilize an overall lean mixture. In collaboration with an engine
company, this paper uses a wall-guided direct injection engine with a turbocharger
system. Through this wall-guided type engine, the mixture is injected directly at
the piston head surface in the compression stroke. Performing split injections,
which are in intake and compression strokes, provides a stoichiometric mixture
near the spark plug while maintaining overall lean mixture inside the cylinder.
The rst injection of fuel is performed in the intake stroke at a xed timing and
various pulse widths, while the second injection timing and pulse width are varied.
Fuel pressure, valve timing, and spark timing are also adjusted in order to achieve
optimal performance. Combustion duration of each modes are determined using
ve dierent methods: (I) Entropy method, (II) Logarithmic scale method, (III)
Two in
ection points of specic heat ratio, (IV) Mass fraction burned, and (V)
Heat release method. It is observed that the best method to describe the combus-
tion characteristic of stratied charge operation is the heat release method. When
operated in low load and engine speed, fuel pressure is a parameter that deter-
mines the stability in a wall-guided type engine with multi-hole injectors. The
best brake specic fuel consumption improvement, about 19.55% is obtained at
stratied mode. Exhaust emission amounts
uctuate depending on the operating
conditions of an engine.

A gasoline direct injection engine allows a combustion to run in stratied charge
operation. In comparison to homogeneous charge operation, the stratied charge
operation is able to utilize an overall lean mixture. In collaboration with an engine
company, this paper uses a wall-guided direct injection engine with a turbocharger
system. Through this wall-guided type engine, the mixture is injected directly at
the piston head surface in the compression stroke. Performing split injections,
which are in intake and compression strokes, provides a stoichiometric mixture
near the spark plug while maintaining overall lean mixture inside the cylinder.
The rst injection of fuel is performed in the intake stroke at a xed timing and
various pulse widths, while the second injection timing and pulse width are varied.
Fuel pressure, valve timing, and spark timing are also adjusted in order to achieve
optimal performance. Combustion duration of each modes are determined using
ve dierent methods: (I) Entropy method, (II) Logarithmic scale method, (III)
Two in
ection points of specic heat ratio, (IV) Mass fraction burned, and (V)
Heat release method. It is observed that the best method to describe the combus-
tion characteristic of stratied charge operation is the heat release method. When
operated in low load and engine speed, fuel pressure is a parameter that deter-
mines the stability in a wall-guided type engine with multi-hole injectors. The
best brake specic fuel consumption improvement, about 19.55% is obtained at
stratied mode. Exhaust emission amounts
uctuate depending on the operating
conditions of an engine.

Abstract i
Acknowledgements ii
Contents iii
List of Figures vi
List of Tables viii
Introduction 1
1 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2 Motivation and Objective . . . . . . . . . . . . . . . . . . . . . . . 3
3 Contribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Experimental Setup 4
1 Experimental Hardware . . . . . . . . . . . . . . . . . . . . . . . . 4
1.1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.2 Woodward Electronic Control Module . . . . . . . . . . . . 4
1.3 Dynamometer . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.4 Emission Measurement . . . . . . . . . . . . . . . . . . . . . 6
1.5 Combustion Analysis Measurement . . . . . . . . . . . . . . 7
1.6 Sensors and Actuators . . . . . . . . . . . . . . . . . . . . . 8
1.7 Data Acquisition System . . . . . . . . . . . . . . . . . . . . 11
2 Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.1 MATLAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.2 Simulink and MotoHawk . . . . . . . . . . . . . . . . . . . . 11
2.3 MotoTune . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.4 xPC Target . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Combustion Analysis Methodology 14
1 Experimental Procedure . . . . . . . . . . . . . . . . . . . . . . . . 14
1.1 Assumptions and Limitations . . . . . . . . . . . . . . . . . 14
1.2 Mode Switching Strategy . . . . . . . . . . . . . . . . . . . . 15
1.3 Data Processing . . . . . . . . . . . . . . . . . . . . . . . . . 16
2 Cylinder Volume Equation . . . . . . . . . . . . . . . . . . . . . . . 19
3 Combustion Duration . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.1 Entropy Method . . . . . . . . . . . . . . . . . . . . . . . . 23
3.2 Logarithmic Scale Method . . . . . . . . . . . . . . . . . . . 26
3.3 Two In
ection Points of Specic Heat Ratio Method . . . . 28
3.4 Mass Fraction Burned Method . . . . . . . . . . . . . . . . . 28
3.5 Heat Release Method . . . . . . . . . . . . . . . . . . . . . . 29
4 Heat Release Equation . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.1 Estimation of TIV C . . . . . . . . . . . . . . . . . . . . . . . 32
4.2 Heat Transfer Equation . . . . . . . . . . . . . . . . . . . . 33
5 Engine Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5.1 Indicated Work Per Cycle . . . . . . . . . . . . . . . . . . . 34
5.2 Mean Eective Pressure . . . . . . . . . . . . . . . . . . . . 36
6 Eciencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
6.1 Mechanical Eciency . . . . . . . . . . . . . . . . . . . . . . 37
6.2 Thermal Eciency . . . . . . . . . . . . . . . . . . . . . . . 38
6.3 Combustion Eciency . . . . . . . . . . . . . . . . . . . . . 38
6.4 Fuel Conversion Eciency . . . . . . . . . . . . . . . . . . . 38
6.5 Volumetric Eciency . . . . . . . . . . . . . . . . . . . . . . 39
7 Coecient of Variation . . . . . . . . . . . . . . . . . . . . . . . . . 39
Result and Discussion 40
1 Engine Operating Parameters . . . . . . . . . . . . . . . . . . . . . 40
2 Maximum Brake Torque Result . . . . . . . . . . . . . . . . . . . . 42
3 Pressure Result . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3.1 Pressure versus Crank Angle Curves . . . . . . . . . . . . . 44
3.2 Eect of Spark Advance on Peak Pressure . . . . . . . . . . 47
3.3 Pressure versus Volume Curves . . . . . . . . . . . . . . . . 48
4 Temperature Result . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
4.1 Eect of Spark Advance on Peak Temperature . . . . . . . . 50
5 Specic Heat Ratio Result . . . . . . . . . . . . . . . . . . . . . . . 51
5.1 Fitting Result . . . . . . . . . . . . . . . . . . . . . . . . . . 51
5.2 Temperature Dependent Specic Heat Ratio Result . . . . . 52
5.3 Polytropic Index Result . . . . . . . . . . . . . . . . . . . . 54
6 Heat Release Rate Result . . . . . . . . . . . . . . . . . . . . . . . 55
6.1 Eect of Specic Heat Ratio on Heat Release Rate . . . . . 55
6.2 Comparison of Heat Release Rate . . . . . . . . . . . . . . . 56
6.3 Eect of Spark Advance on Heat Release Rate . . . . . . . . 58
7 Heat Transfer Result . . . . . . . . . . . . . . . . . . . . . . . . . . 58
7.1 Comparison of Several Heat Transfer Rate Models . . . . . . 58
7.2 Heat Release and Heat Transfer Analysis . . . . . . . . . . . 63
8 Combustion Duration Result . . . . . . . . . . . . . . . . . . . . . . 66
8.1 Entropy Method Result . . . . . . . . . . . . . . . . . . . . 67
8.2 Logarithmic Scale Method Result . . . . . . . . . . . . . . . 68
8.3 Two In
ection Points of Specic Heat Ratio Method Result 70
8.4 Mass Fraction Burned Method Result . . . . . . . . . . . . . 73
8.5 Heat Release Method Result . . . . . . . . . . . . . . . . . . 75
8.6 Eect of Spark Advance on Combustion Duration . . . . . . 75
9 Work and Eciency Result . . . . . . . . . . . . . . . . . . . . . . 77
9.1 Eect of Spark Advance on Friction and Pumping Losses . . 78
10 Fuel Consumption and Emission Analysis Result . . . . . . . . . . . 80
10.1 Eect of Spark Advance on Emissions . . . . . . . . . . . . . 82
Conclusion 86
Appendix A { List of Symbols 87
Appendix B { List of Abbreviations 90
References 92
                                

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