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Research Papers: Air Emissions From Fossil Fuel Combustion

Effects of Exhaust Gas Recirculation on Knock Intensity of a Downsized Gasoline Spark Ignition Engine

[+] Author and Article Information
Mingzhang Pan

College of Mechanical Engineering,
Guangxi University,
Nanning 530004, China

Haiqiao Wei

State Key Laboratory of Engines,
Tianjin University,
Tianjin 300072, China
e-mail: whq@tju.edu.cn

Dengquan Feng

State Key Laboratory of Engines,
Tianjin University,
Tianjin 300072, China

1Corresponding author.

Contributed by the Internal Combustion Engine Division of ASME for publication in the JOURNAL OF ENERGY RESOURCES TECHNOLOGY. Manuscript received August 14, 2017; final manuscript received May 29, 2018; published online August 9, 2018. Assoc. Editor: Avinash Kumar Agarwal.

J. Energy Resour. Technol 141(1), 011101 (Aug 09, 2018) (9 pages) Paper No: JERT-17-1435; doi: 10.1115/1.4040528 History: Received August 14, 2017; Revised May 29, 2018

Exhaust gas recirculation (EGR) has gained prominence as a significant method to control port fuel injection engine knock caused by high compression ratio and high intake pressure (IP). In this paper, the effect of EGR on knock intensity was investigated under various conditions which included different compression ratios (9:1, 10:1, 11:1), IPs (1.0 bar, 1.2 bar, 1.4 bar) and intake temperatures (ITs, 20 °C, 40 °C, 60 °C). The torque output being a crucial variant was also considered. The results showed that EGR effectively reduced the maximum amplitude of pressure oscillations (MAPO) and knock intensity factor (KI20). The effect of EGR on knock resistance was more significant at higher compression ratio, IP, and IT. The output torque of the engine reached a peak value with a suitable EGR ratio which also controlled the intensity of knock under different conditions.

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Figures

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Fig. 1

Schematic of experimental setup

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Fig. 2

Effects of EGR on knock intensity in a naturally aspirated engine (compression ratio = 9:1, IP = 1.0 bar, IT = 20 °C, ignition advance angle = 24 deg CA bTDC)

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Fig. 3

The effects of ignition timing on MAOP under different operating conditions

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Fig. 4

The effects of EGR on knock intensity for different compression ratios (IP = 1.0 bar, IT = 20 °C)

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Fig. 5

The effects of EGR on knock intensity and cylinder internal pressures at different compression ratios (IP = 1.0 bar, IT = 20 °C)

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Fig. 6

Engine torque versus EGR ratio under different compression ratios (IP = 1.0 bar, IT = 20 °C)

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Fig. 7

The effects of EGR on knock intensity at different IPs (compression ratio = 9:1, IT = 20 °C)

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Fig. 8

The effects of EGR on knock intensity and cylinder pressures at different IPs (compression ratio = 9:1, intake temperature = 20 °C)

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Fig. 9

Engine torque versus EGR ratio under different IP (compression ratio = 9:1, IT = 20 °C)

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Fig. 10

The effects of EGR on knock intensity at different ITs (compression ratio = 9:1, IP = 1.0 bar)

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Fig. 11

The effects of EGR on knock intensity and inside cylinder pressures at different ITs (compression ratio = 9:1, intake pressure = 1.0 bar): (a) IT 20 °C, EGR 0%; (b) IT 60 °C, EGR 0%; (c) IT 20 °C, EGR 3%; (d) IT 60 °C, EGR 3%)

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Fig. 12

Engine torque versus EGR ratio under different ITs (compression ratio = 9:1, IP = 1.0 bar)

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