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112 Costin Dragomir et al. for measuring operations: AVL ALPHA 160 eddy current dynamometer equipped with throttle actuator that work in parallel with the dyno in order to operates the control lever of the injection pump, real time AVL data acquisition system for processing and storage of measured data, AVL in-cylinder pressure transducer line, AVL gas analyzer, Khrone Optimass mass flow meter, engine inlet air flow meter, thermo resistances for engine cooling liquid temperature, engine oil and air intake temperatures and thermocouples for exhaust gas temperature, manometer for air pressure from engine intake manifold. All instrumentation was calibrated prior to engine testing. Experimental research’s carried out to obtain fuel consumption characteristics for different speeds and engine full load and to determinate the energetically and pollutant engine performance. Based on fuel consumption characteristics were obtained some graphic representations for different parameters such as: brake mean effective pressure (BMEP), brake specific fuel consumption (BSFC), pollutants emissions level (HC, CO2, and NOx) versus to absolute pressure ps. Fig. 7- Test bed scheme: AGE exhaust gas analyzer ; AS charge amplifier; B battery; ca intake manifold; CAD data acquisition computer; ce intake manifold; CF dyno power cell; CG fuelling system computer; CIG injectors actuation; ct three way catalyst; DA air flowmeter; DC fuel flowmeter; EGR exhaust gas recirculation valve; F eddy current dyno; FC fuel filter; IND Indimodul 621 data acquisition unit; IT temperature indicators; M Daewoo 1.5 spark ignition engine; MP supercharging pressure manometer; ORS throttle; PCF dyno command panel ; R engine cooler; RI intercooler; RC fuel reservoir; SA power supply; SCP throttle actuator servomotor; SRAF dyno cooling system; st gas analyzer speed sensor; TC turbocompressor; tf dyno cooling water temperature sensor; TF dyno speed transducer; tp cylinder pressure transducer; TPU angle encoder; UCP principal electronic control unit; UCS secondary electronic control unit; UPF dyno power unit; UPS throttle actuator servomotor power unit; VE cooling electric fan for intercooler; x electronic emitter-receptor.
Bul. Inst. Polit. Iaşi, t. LVIII (LXII), f. 4, 2012 113 4. Theoretical and Experimental Investigations Results The results of theoretical and experimental investigations presented in Fig. 1-6, show good correlation between them. Supercharging pressures used are in the range of 1.4…1.8 bar. Comparative to the aspirated engine, the maximum pressure increases with almost 100 % for a supercharging pressure (ps) of 1.8 bar, Fig. 1. High value of maximum pressure leads to the limitation of supercharging pressure at 1.4 bar when the increase of maximum pressure value (~ with 50 % comparative to classic solution) is acceptable for the engine reliability. In order to avoid the knocking and to limit the maximum pressure, the ignition angle value optimization was achieved in such a way that the BSFC is maintained almost constant for different supercharging pressures (Fig. 2). For 1.4 bar supercharge pressure the increase BMEP is significant (~22%) and increase is more at much higher supercharging pressure because of the influence of ignition timing value (Fig. 3). Also from this reason the limitation of the supercharging pressure at 1.4 bar is justified. Due to combustion process improvement the level of CO and HC emissions decreased (~24% for CO and ~11% for HC) (Fig. 4 and Fig. 6). The NOx emission level decreases significant for 1.4 bar supercharging pressure (Fig. 5) fact also influenced by the reduction of spark ignition timing. Supercharging represents an efficient method of engine downsizing. Thus, in order to obtain the same power as the reference engine, the engine displacement must be reduced by 1.5 times for 1.4 supercharging pressure. This engine displacement reduction can be assured by the limitation of the engine cylinders number, which also leads to the increase of the engine mechanical efficiency. Another advantage of supercharging is the reduction of the maximum power/maximum torque speeds – downspee<strong>din</strong>g concept. Thus, the same power of 66 kW at 4800 rpm of the normal aspirated engine was obtained for supercharging at 1.4 bar at 3900 rpm, and the maximum torque of 137 Nm/3600 rpm was reached at the speed of 2500 rpm. The reduction of the fuel consumption and engine wear are the main advantages of this concept. Spark ignition timing modification directly affects the combustion process variability evaluated by coefficient of variability in maximum pressure. For 4800 rpm the coefficient of variability in maximum pressure reach the value of (COV) = 6.574% for λ= 0.85 and 1.4 bar supercharging pressure. p max The influences of combustion process on engine running are reflected by the values of the coefficients of cycle variability in indicated mean effective pressure. The values of variability coefficient in IMEP are (COV)IMEP=1.986% for λ= 0.85 at ps = 1.4 bar.
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BULETINUL INSTITUTULUI POLITEHNIC D
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