The Experts below are selected from a list of 20625 Experts worldwide ranked by ideXlab platform
Shuofeng Wang - One of the best experts on this subject based on the ideXlab platform.
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enhancing the fuel economy and emissions performance of a Gasoline Engine powered vehicle with idle elimination and hydrogen start
Applied Energy, 2016Co-Authors: Changwei Ji, Shuofeng Wang, Bo Zhang, Jinxin Yang, Du WangAbstract:Idle elimination is a feasible way for reducing the fuel consumption and emissions at idle. The challenge for adopting idle elimination on Gasoline Engine is the high emissions during restart because rich mixtures have to be used at starting. This paper tries to start the Engine with pure hydrogen at the restart for Gasoline vehicles which adopt idle elimination. The investigation was done based on models built on AVL CRUISE. In the model, the vehicle was run under the New European Driving Cycle (NEDC). The hydrogen used on the vehicle was online produced and stored by an on-board hydrogen production and storage system. The energy for producing hydrogen is taken into account in the total fuel consumption. The simulation results showed that, with the adoption of Gasoline start-idle elimination strategy, the vehicle fuel consumption during NEDC was reduced by 0.69L/100km, and NOx emissions were decreased by 5.5% compared with the original vehicle without idle elimination. However, HC and CO emissions at the restart were respectively increased by 87.5% and 18.1% for the Gasoline vehicle due to the adoption of rich mixtures. Comparatively, with the adoption of hydrogen start-idle elimination strategy, the vehicle fuel consumption during NEDC was reduced by 0.79L/100km, HC and CO emissions were decreased by 70.8% and 13.6%, respectively. This shows a good capability of hydrogen combustion on reducing HC and CO emissions at the restart. However, NOx emissions were slightly increased by 7.9% under the hydrogen restart mode.
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lean burn performance of a hydrogen blended Gasoline Engine at the wide open throttle condition
Applied Energy, 2014Co-Authors: Shuofeng Wang, Bo Zhang, Xiaolong LiuAbstract:Abstract The performance of a hydrogen-blended Gasoline Engine at lean and the wide open throttle conditions was investigated. A hydrogen port-injection system was adopted to introduce the hydrogen into each cylinder. The Engine was operated at 1400 rpm and two hydrogen blending levels of 0% and 3%. The excess air ratio was raised from 1.00 to about 1.45 for a given hydrogen addition fraction. The test results demonstrated that the hydrogen blending contributed to the raised thermal efficiency and shortened flame development and propagation durations. An increased brake mean effective pressure was found after the hydrogen addition only at lean conditions. For both stoichiometric and lean conditions, the hydrogen blending was beneficial for reducing the Engine cyclic variation. This provides a possibility to run a hydrogen-blended Gasoline Engine with the fully opened throttle position and control the Engine torque only by adjusting the excess air ratio. Toxic emissions including HC, CO and particulate were reduced after the hydrogen blending.
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emissions performance of a hybrid hydrogen Gasoline Engine powered passenger car under the new european driving cycle
Fuel, 2013Co-Authors: Shuofeng Wang, Bo Zhang, Xiaolong LiuAbstract:Abstract This paper investigated the emissions performance of a passenger car powered by the hybrid hydrogen–Gasoline Engine under the New European Driving Cycle. The hydrogen was produced from an onboard water electrolysis hydrogen generator fixed in the trunk. The test results demonstrated that, when the Engine was started with pure hydrogen for the first 7 s and fueled with the pure Gasoline after 11 s from the onset of the cold start, CO and HC emissions were reduced by 62.1% and 64.1%, respectively. The vehicle emissions performance could be improved from the Euro-II emissions standard of the original vehicle to the Euro-IV emissions standard of the hybrid hydrogen–Gasoline Engine-powered vehicle.
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cyclic variation in a hydrogen enriched spark ignition Gasoline Engine under various operating conditions
International Journal of Hydrogen Energy, 2012Co-Authors: Shuofeng WangAbstract:Abstract In this paper, the cyclic variation characteristics of a hydrogen-enriched Gasoline Engine under various operating conditions were experimentally investigated. The test was carried out on a modified four-cylinder Gasoline Engine equipped with an electronically controlled hydrogen injection system. A hybrid electronic control unit was developed to govern the injection timings and durations of hydrogen and Gasoline to accomplish the on-line adjusting of the hydrogen blending level and excess air ratio. The Engine was first run at idle condition with an idle speed of 790 rpm and then operated at 1400 rpm to investigate the cyclic variation in a hydrogen-blended Gasoline Engine at different hydrogen volume fractions in the total intake, excess air ratios, spark timings and manifolds absolute pressures. The test results demonstrated that the coefficient of variation in indicated mean effective pressure was distinctly decreased with the increase of hydrogen blending ratio. At 1400 rpm and a manifolds absolute pressure of 61.5 kPa, the relevant excess air ratio for the Engine lean burn limit was extended from 1.45 to 2.55 when the hydrogen volume fraction in the intake was raised from 0% to 4.5%. Besides, for a specified hydrogen addition level, the coefficient of variation in indicated mean effective pressure was continuously increased but the coefficient of variation in the peak cylinder pressure was first raised and then decreased with the increase of excess air ratio. The experimental results also showed that hydrogen addition was more effective on reducing Engine cyclic variation at low loads rather than at high loads.
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experimental study on combustion and emissions performance of a hybrid hydrogen Gasoline Engine at lean burn limits
International Journal of Hydrogen Energy, 2010Co-Authors: Shuofeng WangAbstract:Abstract Lean combustion is an effective way for improving the spark-ignited (SI) Engine performance. Unfortunately, due to the narrow flammability of Gasoline, the pure Gasoline-fueled Engines sometimes suffer partial burning or misfire at very lean conditions. Hydrogen has many excellent combustion properties that can be used to extend the Gasoline Engine lean burn limit and improve the Gasoline Engine performance at lean conditions. In this paper, a 1.6 L port fuel injection Gasoline Engine was modified to be a hybrid hydrogen–Gasoline Engine (HHGE) fueled with the hydrogen–Gasoline mixture by mounting an electronically controlled hydrogen injection system on the intake manifolds while keeping the original Gasoline injection system unchanged. A self-developed hybrid electronic control unit (HECU) was used to flexibly adjust injection timings and durations of Gasoline and hydrogen. Engine tests were conducted at 1400 rpm and a manifolds absolute pressure (MAP) of 61.5 kPa to investigate the performance of an HHGE at lean burn limits. Three hydrogen volume fractions in the total intake gas of 1%, 3% and 4.5% were adopted. For a specified hydrogen volume fraction, the Gasoline flow rate was gradually reduced until the Engine reached the lean burn limit at which the coefficient of variation in indicated mean effective pressure (COVimep) was 10%. The test results showed that COVimep at the same excess air ratio was obviously reduced with the increase of hydrogen enrichment level. The excess air ratio at the lean burn limit was extended from 1.45 of the original Engine to 2.55 of the 4.5% HHGE. The Engine brake thermal efficiency, CO, HC and NOx emissions at lean burn limits were also improved for the HHGE.
Xiaolong Liu - One of the best experts on this subject based on the ideXlab platform.
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lean burn performance of a hydrogen blended Gasoline Engine at the wide open throttle condition
Applied Energy, 2014Co-Authors: Shuofeng Wang, Bo Zhang, Xiaolong LiuAbstract:Abstract The performance of a hydrogen-blended Gasoline Engine at lean and the wide open throttle conditions was investigated. A hydrogen port-injection system was adopted to introduce the hydrogen into each cylinder. The Engine was operated at 1400 rpm and two hydrogen blending levels of 0% and 3%. The excess air ratio was raised from 1.00 to about 1.45 for a given hydrogen addition fraction. The test results demonstrated that the hydrogen blending contributed to the raised thermal efficiency and shortened flame development and propagation durations. An increased brake mean effective pressure was found after the hydrogen addition only at lean conditions. For both stoichiometric and lean conditions, the hydrogen blending was beneficial for reducing the Engine cyclic variation. This provides a possibility to run a hydrogen-blended Gasoline Engine with the fully opened throttle position and control the Engine torque only by adjusting the excess air ratio. Toxic emissions including HC, CO and particulate were reduced after the hydrogen blending.
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emissions performance of a hybrid hydrogen Gasoline Engine powered passenger car under the new european driving cycle
Fuel, 2013Co-Authors: Shuofeng Wang, Bo Zhang, Xiaolong LiuAbstract:Abstract This paper investigated the emissions performance of a passenger car powered by the hybrid hydrogen–Gasoline Engine under the New European Driving Cycle. The hydrogen was produced from an onboard water electrolysis hydrogen generator fixed in the trunk. The test results demonstrated that, when the Engine was started with pure hydrogen for the first 7 s and fueled with the pure Gasoline after 11 s from the onset of the cold start, CO and HC emissions were reduced by 62.1% and 64.1%, respectively. The vehicle emissions performance could be improved from the Euro-II emissions standard of the original vehicle to the Euro-IV emissions standard of the hybrid hydrogen–Gasoline Engine-powered vehicle.
Bo Zhang - One of the best experts on this subject based on the ideXlab platform.
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enhancing the fuel economy and emissions performance of a Gasoline Engine powered vehicle with idle elimination and hydrogen start
Applied Energy, 2016Co-Authors: Changwei Ji, Shuofeng Wang, Bo Zhang, Jinxin Yang, Du WangAbstract:Idle elimination is a feasible way for reducing the fuel consumption and emissions at idle. The challenge for adopting idle elimination on Gasoline Engine is the high emissions during restart because rich mixtures have to be used at starting. This paper tries to start the Engine with pure hydrogen at the restart for Gasoline vehicles which adopt idle elimination. The investigation was done based on models built on AVL CRUISE. In the model, the vehicle was run under the New European Driving Cycle (NEDC). The hydrogen used on the vehicle was online produced and stored by an on-board hydrogen production and storage system. The energy for producing hydrogen is taken into account in the total fuel consumption. The simulation results showed that, with the adoption of Gasoline start-idle elimination strategy, the vehicle fuel consumption during NEDC was reduced by 0.69L/100km, and NOx emissions were decreased by 5.5% compared with the original vehicle without idle elimination. However, HC and CO emissions at the restart were respectively increased by 87.5% and 18.1% for the Gasoline vehicle due to the adoption of rich mixtures. Comparatively, with the adoption of hydrogen start-idle elimination strategy, the vehicle fuel consumption during NEDC was reduced by 0.79L/100km, HC and CO emissions were decreased by 70.8% and 13.6%, respectively. This shows a good capability of hydrogen combustion on reducing HC and CO emissions at the restart. However, NOx emissions were slightly increased by 7.9% under the hydrogen restart mode.
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lean burn performance of a hydrogen blended Gasoline Engine at the wide open throttle condition
Applied Energy, 2014Co-Authors: Shuofeng Wang, Bo Zhang, Xiaolong LiuAbstract:Abstract The performance of a hydrogen-blended Gasoline Engine at lean and the wide open throttle conditions was investigated. A hydrogen port-injection system was adopted to introduce the hydrogen into each cylinder. The Engine was operated at 1400 rpm and two hydrogen blending levels of 0% and 3%. The excess air ratio was raised from 1.00 to about 1.45 for a given hydrogen addition fraction. The test results demonstrated that the hydrogen blending contributed to the raised thermal efficiency and shortened flame development and propagation durations. An increased brake mean effective pressure was found after the hydrogen addition only at lean conditions. For both stoichiometric and lean conditions, the hydrogen blending was beneficial for reducing the Engine cyclic variation. This provides a possibility to run a hydrogen-blended Gasoline Engine with the fully opened throttle position and control the Engine torque only by adjusting the excess air ratio. Toxic emissions including HC, CO and particulate were reduced after the hydrogen blending.
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emissions performance of a hybrid hydrogen Gasoline Engine powered passenger car under the new european driving cycle
Fuel, 2013Co-Authors: Shuofeng Wang, Bo Zhang, Xiaolong LiuAbstract:Abstract This paper investigated the emissions performance of a passenger car powered by the hybrid hydrogen–Gasoline Engine under the New European Driving Cycle. The hydrogen was produced from an onboard water electrolysis hydrogen generator fixed in the trunk. The test results demonstrated that, when the Engine was started with pure hydrogen for the first 7 s and fueled with the pure Gasoline after 11 s from the onset of the cold start, CO and HC emissions were reduced by 62.1% and 64.1%, respectively. The vehicle emissions performance could be improved from the Euro-II emissions standard of the original vehicle to the Euro-IV emissions standard of the hybrid hydrogen–Gasoline Engine-powered vehicle.
Tao Peng - One of the best experts on this subject based on the ideXlab platform.
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effect of water injection on the knock combustion and emissions of a direct injection Gasoline Engine
Fuel, 2020Co-Authors: Zhaolei Zheng, Tao PengAbstract:Abstract A turbocharged downsizing spark ignition (SI) Engine cooperating with in-cylinder direct injection technology is one of the most effective ways to improve the fuel economy and to reduce the emissions of Gasoline Engines, but knock combustion limits the application and development of downsizing of SI Engines in practice. In this research, a numerical simulation method was used to study the feasibility of in-cylinder direct water injection technology to weaken the knock tendency of a turbocharged direct injection Gasoline (GDI) Engine and improve its combustion emission performance. First, the knock of a certain type of turbocharged direct injection Gasoline Engine was induced by increasing the spark timing, thereby determining the position at which the end mixture was spontaneously ignited. Then, at a given water injection moment, the influence of the amount of water injection on the knock and emissions of the turbocharged direct injection Gasoline Engine was investigated. The results show that the knock intensity gradually decreased with the increase of the water injection quality. For the cyclic work, the amount of circulating work decreased with the increase of the water injection quality. Water injection is beneficial for reducing the emissions of nitrogen oxides (NOX), carbon monoxide (CO), and unburned hydrocarbons (UHC). However, the soot emissions will increase as the amount of water injection increases.
Alberto Boretti - One of the best experts on this subject based on the ideXlab platform.
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recovery of exhaust and coolant heat with r245fa organic rankine cycles in a hybrid passenger car with a naturally aspirated Gasoline Engine
Applied Thermal Engineering, 2012Co-Authors: Alberto BorettiAbstract:Abstract In internal combustion Engines, only a part of the fuel energy flow is transformed into power available at the crankshaft, while the most part of the fuel energy flow is lost as coolant, exhaust gases and other waste heat flows. Recovery of waste heat from the exhaust gases, and the coolant with organic Rankine cycles (ORC) is considered here for a hybrid vehicle powered by a 1.8 L naturally aspirated Gasoline Engine. The ORC systems fitted on the exhaust and the coolant permit an increase in fuel conversion efficiency by up to 6.4% and 2.8% individually, and by up to 8.2% combined. The average improvements all over the map are 3.4%, 1.7% and 5.1% respectively. These gross improvements do not account for the less than uniform efficiency of the mechanical-to-electric-to-chemical-to-electric-to-mechanical loop when the ORC expanders are used to charge the battery of the hybrid vehicle. Nor do they account for the reduced efficiency of the thermal Engine due to the back pressure effects on the indicated mean effective pressure (exhaust ORC) and friction mean effective pressure (coolant ORC). Nevertheless, these values serve as a reference point for the assessment of the current potential of a technology that is still being developed having major downfalls in the increase of weight, costs, packaging complexity and finally in difficulty in transient operation.