Investigation of water spray evolution process of port water injection and its effect on engine performance

Zhuang, Y; Chi, H; Huang, Y; Teng, Q; He, B; Chen, W; Qian, Y

Investigation of water spray evolution process of port water injection and its effect on engine performance

Zhuang, Y Chi, H Huang, Y

Teng, Q He, B Chen, W Qian, Y

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Publisher:: ELSEVIER SCI LTD
Publication Type:: Journal Article
Citation:: Fuel, 2020, 282
Issue Date:: 2020-12-15

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Field	Value	Language
dc.contributor.author	Zhuang, Y
dc.contributor.author	Chi, H
dc.contributor.author	Huang, Y https://orcid.org/0000-0001-9800-8788
dc.contributor.author	Teng, Q
dc.contributor.author	He, B
dc.contributor.author	Chen, W
dc.contributor.author	Qian, Y
dc.date.accessioned	2021-02-12T03:09:38Z
dc.date.available	2021-02-12T03:09:38Z
dc.date.issued	2020-12-15
dc.identifier.citation	Fuel, 2020, 282
dc.identifier.issn	0016-2361
dc.identifier.issn	1873-7153
dc.identifier.uri	http://hdl.handle.net/10453/146048
dc.description.abstract	© 2020 Elsevier Ltd In this study, a 1.5L turbocharged gasoline direct injection (GDI) engine was modified by installing a port water injection (PWI) system adjacent to the intake valve to simulate the “quasi-direct” water injection. Experiments was performed at 1500 rpm wide throttle open (WOT) condition to investigate the effect of PWI on knock suppression, and 4850 rpm WOT condition to test the removal of fuel enrichment through PWI. Then, numerical simulation was conducted to investigate the water spray evolution process and subsequent influence on mixture formation. The experimental results showed that PWI could effectively suppress knock and decrease combustion temperature. Therefore, at 4850 rpm WOT condition, the engine was able to operate at a stoichiometric air/fuel ratio with moderate advancement of spark timing. The combined effect finally resulted in nearly 6% thermal efficiency improvement. At 1500 rpm WOT, 3.8% efficiency gain was achieved solely due to knock mitigation. Nitrogen oxides (NOx), soot and hydrocarbon (HC) emissions also showed a decreasing trend with the increase of water injection amount. The simulation results indicated that about 80% of total injected water collided on the inner surface of the intake port which became the major source of water vapor. The portion of water vaporized in the air is small. Sufficient time was important for intake port water film evaporation. PWI also resulted in in-cylinder wall wetting. The in-cylinder water wall wetting in 4850 rpm was sober than that at 1500 rpm due to stronger intake air motion and higher cylinder temperature. Although port water injection imposes limited impacts on the whole in-cylinder equivalent ratio, it can induce part fuel-rich zones inside the combustion chamber.
dc.language	English
dc.publisher	ELSEVIER SCI LTD
dc.relation.ispartof	Fuel
dc.relation.isbasedon	10.1016/j.fuel.2020.118839
dc.rights	info:eu-repo/semantics/embargoedAccess
dc.subject	0306 Physical Chemistry (incl. Structural), 0904 Chemical Engineering, 0913 Mechanical Engineering
dc.subject.classification	Energy
dc.title	Investigation of water spray evolution process of port water injection and its effect on engine performance
dc.type	Journal Article
utslib.citation.volume	282
utslib.for	0306 Physical Chemistry (incl. Structural)
utslib.for	0904 Chemical Engineering
utslib.for	0913 Mechanical Engineering
pubs.organisational-group	/University of Technology Sydney/Faculty of Engineering and Information Technology
pubs.organisational-group	/University of Technology Sydney/Faculty of Engineering and Information Technology/School of Civil and Environmental Engineering
pubs.organisational-group	/University of Technology Sydney
utslib.copyright.status	open_access	*
utslib.copyright.embargo	2022-12-01T00:00:00+1000Z
dc.date.updated	2021-02-12T03:09:02Z
pubs.publication-status	Published
pubs.volume	282

Abstract:

© 2020 Elsevier Ltd In this study, a 1.5L turbocharged gasoline direct injection (GDI) engine was modified by installing a port water injection (PWI) system adjacent to the intake valve to simulate the “quasi-direct” water injection. Experiments was performed at 1500 rpm wide throttle open (WOT) condition to investigate the effect of PWI on knock suppression, and 4850 rpm WOT condition to test the removal of fuel enrichment through PWI. Then, numerical simulation was conducted to investigate the water spray evolution process and subsequent influence on mixture formation. The experimental results showed that PWI could effectively suppress knock and decrease combustion temperature. Therefore, at 4850 rpm WOT condition, the engine was able to operate at a stoichiometric air/fuel ratio with moderate advancement of spark timing. The combined effect finally resulted in nearly 6% thermal efficiency improvement. At 1500 rpm WOT, 3.8% efficiency gain was achieved solely due to knock mitigation. Nitrogen oxides (NOx), soot and hydrocarbon (HC) emissions also showed a decreasing trend with the increase of water injection amount. The simulation results indicated that about 80% of total injected water collided on the inner surface of the intake port which became the major source of water vapor. The portion of water vaporized in the air is small. Sufficient time was important for intake port water film evaporation. PWI also resulted in in-cylinder wall wetting. The in-cylinder water wall wetting in 4850 rpm was sober than that at 1500 rpm due to stronger intake air motion and higher cylinder temperature. Although port water injection imposes limited impacts on the whole in-cylinder equivalent ratio, it can induce part fuel-rich zones inside the combustion chamber.

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http://hdl.handle.net/10453/146048