Henning Kleeberg's scientific contributions

... The transportation industry plays an essential role in lowering greenhouse gas emissions and the consequences of climate change. According to the International Energy Agency [1], the transportation industry released 8. 42 Gt of CO2 worldwide. This accounted for 25% of total CO2 emissions that year, trailing only the proportion of industrial emissions (14.16 GT,43%) and matching the percentage of construction emissions (8. ...

... In addition to part compatibility-e.g., seals, fuel lines, pumps, etc.-a vital aspect of correct internal combustion engine operation is its possible impact on lubrication. Since engine oil dilution with fuel and the resulting degradation of the lubricant is a known and well-researched phenomenon [11][12][13][14][15], engine oil compatibility with alternative fuels must be regarded with great care during the introduction of new fuel formulations. ...

... Ethanol has a positive impact on four fuels at concentrations ranging from 10% to 50% denatured ethanol, according to Haenel et al. [33], and detects frequency variations of one order of magnitude. E20, E30, and E50 had LSPI densities of 2167, 3063, and 4000 events/ppm, respectively as shown in figure 10. ...

... On the other hand, the optimum CR has a strong relationship with the operating and controlling parameters, such as the speed and load of the engine, intake air temperature, coolant temperature, spark timing and fuel type, etc. [23]. Kleeberg et al. [24] presented a two-stage VCR system and used in the gasoline SI engine, which was integrated into the conrod. They reported that 5-7% of the fuel consumption improvement potential obtained compared to other known technologies. ...

... The RGF was calculated in the ref. [40] and shown as follows. ...

... To overcome the deficiencies of the GDi systems and the challenges to be brought by the future Turbo GDi systems with growing specific performance and particle reduction requirements, a fundamental understanding of all characteristics of the spray, fuel development and interaction between the main affecting parameters has to be gained. Also, in the case of the turbo GDi, where a wider range of fuel flow is required and the capability of the minimum injected quantity becomes more important (in multiple injection strategies) Lang et al. (2008), a well established methodology to measure the rate of injection and rate of momentum is very desirable for it can provide injected quantity and rate for all the engine-like conditions and even near-nozzle spray velocity when combining the two measurements. ...

... During the overlapping period, the intake pipe, cylinder and exhaust pipe are directly connected. The existence of valve overlapping angle is conducive to the realization of internal EGR (exhaust gas flowing back from exhaust manifold to cylinder) under small load, which can reduce combustion temperature and inhibit the generation of , thus reducing emissions [10]; Under heavy load, especially for supercharged engines, because the intake pressure is higher than the exhaust pressure, there is a scavenging phenomenon that fresh air flows directly into the exhaust pipe from the intake pipe, which is not only beneficial to cooling high-temperature components, but also beneficial to improving the low-speed performance of turbochargers [22,23]. ...

... Cylinder liner wall wetness was noticeable at specific injection timings, and a substantial amount of deposits were seen when the engine was driven under certain conditions. The number of LSPIs in a sequence expanded under conditions that caused large amounts of cylinder liner wall wetting [63]. ...

... The key factor that governs the performance of the fuel injector is its ability to form desired spray patterns, generating finer droplets for vaporization, liquid penetration and in-cylinder mixture forming capability. These factors decides the pollutant formation [21]. For gasoline direct injection applications multi-hole injector are being widely used. ...

... The durations of the injector actuations are hereby chosen as manipulated variables u DOI1 and u DOI2 for the pre and main injection respectively, while the start of injection timings are held constant. Previously conducted studies 26 have shown that best controllability with regard to the combustion characteristics, e.g. combustion phasing and pressure rise gradient, can be achieved by varying only the amount of injected fuel rather than the injection timings themself. ...