Topic
Secondary air injection
About: Secondary air injection is a research topic. Over the lifetime, 11452 publications have been published within this topic receiving 112147 citations.
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27 Apr 1979TL;DR: An exhaust manifold assembly for an internal combustion piston engine employs one exhaust tube for each cylinder and a collection chamber for each pair or larger group of exhaust tubes Each collection chamber is connected to a plurality of exhaust tube so that the exhaust timing spacing is the same in each collection chamber as discussed by the authors.
Abstract: An exhaust manifold assembly for an internal combustion piston engine employs one exhaust tube for each cylinder and a collection chamber for each pair or larger group of exhaust tubes Each collection chamber is connected to a plurality of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber A single exhaust reaction chamber is fed from pipes carrying the discharge from each collection chamber The effect is to reduce backpressure and to improve scavenging efficiency while maintaining relatively high exhaust gas temperature for purification efficiency The upstream end of each exhaust tube is supported and sealed within an engine exhaust port and the discharge end of each exhaust tube is slidably received within its collection chamber
36 citations
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20 Aug 1981
TL;DR: In this article, an air-fuel ratio control system for an automobile engine of a type having a fuel injection system is presented, where at least two of parameters including engine speed, the opening of a throttle valve and the negative pressure developed inside a fuel intake passage are utilized to detect the rate of flow of incoming air to be mixed with an injected mist of fuel to form a combustible mixture.
Abstract: An air-fuel ratio control system for an automobile engine of a type having a fuel injection system wherein at least two of parameters including the engine speed, the opening of a throttle valve and the negative pressure developed inside a fuel intake passage are utilized to detect the rate of flow of incoming air to be mixed with an injected mist of fuel to form a combustible mixture. The amount of fuel to be injected into the intake passage depends on the detected rate of flow of the incoming air. A composition sensor for detecting the concentration of an exhaust gas component is also provided for controlling an EGR control valve for controlling the recirculation of a portion of exhaust gases from an exhaust passage into the intake passage.
36 citations
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TL;DR: In this article, the effect of air-water two-phase flow patterns and phase interaction on the performance of air lift pumps was investigated and the results showed that the performance does not only depend on the design of air injector, but also on the dynamics of air injection method.
36 citations
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TL;DR: In this paper, the effects of increased injection pressure and advanced injection timing on the performance and exhaust emission characteristics of a direct injection, naturally aspirated John Deere 4239D engine operating on methyl soyoil ester and methyl tallow ester (IV = 47−53) were studied.
Abstract: Effects of increased injection pressure and advanced injection timing on the performance and exhaust emission characteristics of a direct injection, naturally aspirated John Deere 4239D engine operating on methyl soyoil ester (IV (iodine value) = 125−135) and methyl tallow ester (IV = 47−53) were studied. The test engine was fully instrumented to provide all the required measurements for determination of the needed performance and exhaust emission variables. Four treatment combinations consisting of two levels of injection pressure (18.6 MPa and 24.1 MPa) and two levels of injection timing (19° before top-dead-centre (BTDC) and 14° BTDC) were employed. The physical and chemical properties of the test fuels were earlier determined in accordance to the ASTM and AOCS standards. Results indicated that the engine operating on ester fuels at the manufacturer's injection pressure-timing setting (18.6 MPa and 14° BTDC) had lower carbon monoxide and unburned hydrocarbon carbon emissions and smoke levels, despite a slight increase in brake specific fuel consumption, as compared with when it was operating on No. 2 diesel fuel (control fuel). There were no significant differences in the engine brake specific fuel consumption and brake thermal efficiency between the ester fuels. However, between the two ester fuels, the saturated ester fuel (methyl tallow ester) showed slightly lower carbon monoxide and unburned hydrocarbons emissions, and higher smoke levels. The engine performance and exhaust emission characteristics of the engine operating on the ester fuels at advanced injection timing were better than when operating at increased injection pressure. Poor fuel combustion near the maximum operating power level was indicated with the engine operating on ester fuels at increased injection pressure. Complete fuel combustion was suppressed during high fuel flow probably due to the lack of oxygen within the spray envelope. Thus, fuels in some locations within the spray envelope that were too rich to burn escaped as unburned hydrocarbons, or burned incompletely causing high carbon monoxide and smoke levels in the exhaust emissions. Operating the engine at such conditions for extended periods could give rise to deposits problems in the combustion chamber. The engine performance and exhaust emission characteristics between the two ester fuels were almost similar at advanced injection timing and increased injection pressure.
36 citations
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27 Mar 2002TL;DR: In this paper, a multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust gas flow has at least two exhaust valves ( 2,3 ) and one intake valve per cylinder.
Abstract: A multicylinder internal combustion engine with an exhaust-driven turbocompressor and with a divided exhaust gas flow has at least two exhaust valves ( 2,3 ) and one intake valve per cylinder. A first exhaust valve ( 2 ) is connected to a first exhaust manifold which leads to the turbine of the compressor, while a second exhaust valve ( 3 ) is connected to a second exhaust manifold which opens downstream of the turbine. The charging pressure in the engine can be regulated by virtue of the opening periods of the exhaust valves ( 2,3 ) being varied in relation to one another in order to adapt the flow through the exhaust turbine to a value which provides the desired charging pressure in the engine. By opening the second exhaust valve ( 3 ) increasingly earlier, an increasingly lower charging pressure can be achieved.
36 citations