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2 Journal of KONES

2 2003

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New concepts to avoid unwanted pollutants from d.i. diesel engines in passenger cars

100%

Heitland H. , Rinne G.

tom Vol. 10, No. 1-2

25-31

The self ignition process in Diesel engines with direct injection takes place simultaneously with the disintegration of the injected fuel together with the evaporation of the spray s and the droplets. With shorter ignition delays it is possible to improve the combustion process and reach higher efficiencies of the engine. Also a partly homogeneous combustion could be established in order to reach less formation of soot and NOX. One way to create this favourable combustion process is to work with a ring piston, which allows to achieve two different compression ratios: a higher one in the ring area for self ignition of the Diesel spray and a lower one for the homogenous combustion in the central main chamber. Another way is a double injection into the main chamber, one for ignition, the other for combustion of the major fuel, which must be injected at the beginning of the compression phase. The first concept uses the common rail injector, the last one the VW unit injector. Both concepts need no particle filter or oxi-catfor the fulfilment of emission regulations.

Vehicle simulation on a motor test bench

80%

Kuckertz H. , Rinne G. , Werner N.

tom Vol. 10, No. 1-2

135-139

Abstract In normal case of test bench the combustion engine is connected to a water or eddy current brake. A couple of stationary operating points is measured and the engine chart (M, n-Diagram) is displayed, mostly showing be - const. lines (shell diagram). The engine is considered to work "stand alone ", sometimes a brake mode M - a *n2 may simulate a ship 's propeller. In our application used for student's instruction the real engine on the test bench is connected to a virtual vehicle. Because of its driving resistance characteristics a brake mode M = a *n2 + b is necessary, which a brake normally cannot achieve. For the transfer of vehicle 's driving resistance lines from the driving chart (F, ni-Diagram) to the engine chart gear transmission ratios, dynamic wheel radius and measured driving resistance characteristics must be known. A computer program calculates the suitable torque value, which is supplied to the brake control. The brake is operated in the n = const. mode. By this procedure the road consumption of the simulated vehicle can be determined.