With the further tightening of emission regulations and the introduction of real driving emission tests (RDE), the simulative prediction of emissions is becoming increasingly important for the development of future low-emission internal combustion engines. In this context, gas-exchange simulation can be used as a powerful tool for the evaluation of new design concepts. However, the simplified description of the combustion chamber can make the prediction of complex in-cylinder phenomena like emission formation quite challenging. The present work focuses on the prediction of gaseous pollutants from a spark-ignition (SI) direct injection (DI) engine with 1D–0D gas-exchange simulations. The accuracy of the simulative prediction regarding gaseous pollutant emissions is assessed based on the comparison with measurement data obtained with a research single cylinder engine (SCE). Multiple variations of engine operating parameters – for example, load, speed, air-to-fuel ratio, valve timing – are taken into account to verify the predictivity of the simulation toward changing engine operating conditions. Regarding the unburned hydrocarbon (HC) emissions, phenomenological models are used to estimate the contribution of the piston top-land crevice as well as flame wall-quenching and oil-film fuel adsorption-desorption mechanisms. Regarding CO and NO emissions, multiple approaches to describe the burned zone kinetics in combination with a two-zone 0D combustion chamber model are evaluated. In particular, calculations with reduced reaction kinetics are compared with simplified kinetic descriptions. At engine warm operation, the HC models show an accuracy mainly within 20%. The predictions for the NO emissions follow the trend of the measurements with changing engine operating parameters and all modeled results are mainly within ±20%. Regarding CO emissions, the simplified kinetic models are not capable to predict CO at stoichiometric conditions with errors below 30%. With the usage of a reduced kinetic mechanism, a better prediction capability of CO at stoichiometric air-to-fuel ratio could be achieved.

随着排放法规的进一步收紧和实际驾驶排放测试（RDE）的引入，排放的模拟预测对于未来低排放内燃机的开发变得越来越重要。在这种情况下，气体交换模拟可以用作评估新设计概念的有力工具。但是，对燃烧室的简化描述可能会使复杂的缸内现象（如排放形成）的预测变得非常困难。目前的工作着重于使用1D–0D气体交换模拟对火花点火（SI）直喷（DI）发动机中的气态污染物进行预测。基于与研究型单缸发动机（SCE）获得的测量数据的比较，评估了关于气态污染物排放的模拟预测的准确性。考虑了发动机运行参数的多种变化（例如，负载，速度，空燃比，气门正时），以验证模拟对变化的发动机运行条件的可预测性。关于未燃烧的碳氢化合物（HC）排放，现象学模型用于估计活塞顶空裂缝，火焰壁淬火和油膜燃料吸附-解吸机制的作用。关于CO和NO的排放，结合两区0D燃烧室模型，评估了多种描述燃烧区动力学的方法。尤其是，将具有降低的反应动力学的计算与简化的动力学描述进行了比较。在发动机暖机运行时，HC模型的精度主要在20％以内。NO排放的预测遵循随发动机运行参数变化而变化的测量趋势，所有建模结果主要在±20％以内。关于一氧化碳的排放，简化的动力学模型无法预测化学计量条件下的一氧化碳，其误差低于30％。通过使用减少的动力学机制，可以实现在化学计量空燃比下更好的CO预测能力。NO排放的预测遵循随发动机运行参数变化而变化的测量趋势，所有建模结果主要在±20％以内。关于一氧化碳的排放，简化的动力学模型无法预测化学计量条件下的一氧化碳，其误差低于30％。通过使用减少的动力学机制，可以实现在化学计量空燃比下更好的CO预测能力。NO排放的预测遵循随发动机运行参数变化而变化的测量趋势，所有建模结果主要在±20％以内。关于一氧化碳的排放，简化的动力学模型无法预测化学计量条件下的一氧化碳，其误差低于30％。通过使用减少的动力学机制，可以实现在化学计量空燃比下更好的CO预测能力。