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TECHNICAL PAPERS: Internal Combustion Engines

Computations of Air/Fuel Preparation Process in a Port-Injected Spark-Ignition Engine During Cold-Starting Phase

[+] Author and Article Information
Yangbing Zeng, C. F. Lee

Department of Mechanical and Industrial Engineering, University of Illinois at Urbana-Champaign, 140 Mechanical Engineering Building, 1206 West Green Street, Urbana, IL 61801

J. Eng. Gas Turbines Power 126(3), 635-644 (Aug 11, 2004) (10 pages) doi:10.1115/1.1760524 History: Received May 01, 2001; Revised November 01, 2003; Online August 11, 2004
Copyright © 2004 by ASME
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References

Figures

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Variation of in-cylinder fuel mass versus crank angle (effect of swirl intensity for open-valve injection, Cases 4 and 6)
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Vapor phase distribution of hexane for Case 1
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Vapor phase distribution of hexane for Case 5
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Vapor phase distribution of hexane at 410 deg CA for Case 1
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Vapor phase distribution of hexane at 670 deg CA for Case 1
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Vapor phase distribution of hexane at 410 deg CA for Case 5
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Vapor phase distribution of hexane at 670 deg CA for Case 5
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Variation of in-cylinder fuel mass versus crank angle (effect of engine speed, Cases 1 and 7)
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Variation of in-cylinder fuel liquid mass versus crank angle (effect of target path for open-valve injection, Cases 4 and 9)
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Variation of in-cylinder fuel vapor mass versus crank angle (effect of target path for closed-valve injection, Cases 1 and 8)
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Variation of film aera versus crank angle (effect of target path, Cases 1, 4, 8, and 9)
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Variation of in-cylinder fuel mass versus crank angle (effect of fuel enrichment, Cases 1 and 10)
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Variation of in-cylinder fuel mass versus crank angle (effect of fuel accumulation, Cases 1 and 12)
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Variation of fuel vapor mass versus crank angle (effect of fuel representation and vaporization model Cases 1, 2, and 3)
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Variation of species fuel vapor mass versus crank angle (Cases 1 and 2)
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Variation of in-cylinder fuel mass versus crank angle (effect of injection timing, Cases 1 and 4)
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Variation of in-cylinder fuel mass versus crank angle (effect of swirl intensity for closed-valve injection, Cases 1 and 5)
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Variation of fuel vapor mass versus crank angle (effect of fuel representation and vaporization model under fuel enrichment, Cases 10 and 11)
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Liquid entry for closed-valve injection at 430 deg CA (Case 1)
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Liquid entry for open-valve injection at 430 deg CA (Case 4)

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