Modifications to Improve Fuel Consumption in the Remanufacture of Spark Ignition Engines for Electric Generators

2015 ◽  
Author(s):  
Matthew Neill Swain ◽  
Oliver Patrick Jordan ◽  
Travis Jamal Mackey ◽  
Patrick Shannon Seemann ◽  
Hasitha Samarajeewa ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Internal Combustion Engines ◽  
Fuel Efficiency ◽  
Spark Ignition ◽  
Specific Fuel Consumption ◽  
Phase Iii ◽  
Brake Specific Fuel Consumption ◽  
Test Cycle ◽  
Automotive Engines ◽  
Electric Generators

This paper describes the development of a water cooled, lean burn, gaseous fueled engine designed for distributed power installations. Electric generators have become popular because they provide a portable supply of electrical power at consumer demand. They are used in critical need areas such as hospitals and airports, and have found their way into homes frequented with power outages or homes in remote locations. Gensets are available in a wide variety of sizes ranging from 1 kilowatt (kW) to thousands of kilowatts. In the mid-range the power sources are typically spark ignition, automotive type internal combustion engines. Since engines designed for automotive use are subject to different emission regulations, and are optimized for operation at RPMs and BMEPs above that of electric generator engines, modifications can be made to optimize them for gensets. This work describes modifications which can be made during remanufacturing an automotive engine to optimize it for use as a generator engine. While the work recognizes the potential for cost savings from the use of remanufactured automotive engines over that of using new automotive engines and the majority of the design constraints were adopted to reduce engine cost, the main focus of the work is quantifying the increase in fuel efficiency that can be achieved while meeting the required EPA emission requirements. This paper describes the seven combustion chamber designs that were developed and tested during this work. Friction reduction was obtained in both valve train and journal bearing design. The engine optimized for fuel efficiency produced a maximum brake thermal efficiency of 37.5% with λ= 1.63. This yielded an EPA test cycle average brake specific fuel consumption (BSFC) of 325 g/kW-hr. Modification of the spark advance and low load equivalence ratio to meet EPA Phase III emission standards resulted in an EPA test cycle average BSFC of 330 gm/kW-hr. When the engine used in this research was tested in its unmodified, automotive configuration under the EPA Compliant Test Cycle it’s EPA test cycle average brake specific fuel consumption was 443.4 gm/kW-hr. This is a 34% increase in fuel consumption compared to the modified engine.

Modifications to Improve Fuel Consumption in the Remanufacture of Spark-Ignition Engines for Electric Generators

2016 ◽  
Vol 138 (12) ◽  
Author(s):  
Matthew Neill Swain ◽  
Oliver Patrick Jordan ◽  
Travis Jamal Mackey ◽  
Patrick Shannon Seemann ◽  
Hasitha Samarajeewa ◽  
...  
Keyword(s):  
Fuel Consumption ◽  
Internal Combustion Engines ◽  
Fuel Efficiency ◽  
Spark Ignition ◽  
Friction Reduction ◽  
Phase Iii ◽  
Test Cycle ◽  
Power Sources ◽  
Automotive Engines ◽  
Electric Generators

This paper describes the development of a water-cooled, lean burn, gaseous fueled engine designed for distributed power installations. Electric generators have become popular because they provide a portable supply of electrical power at consumer demand. They are used in critical need areas such as hospitals and airports, and have found their way into homes frequented with power outages or homes in remote locations. Gensets are available in a wide variety of sizes ranging from 1 kilowatt (kW) to thousands of kilowatts. In the midrange, the power sources are typically spark-ignition, automotive type internal combustion engines. Since engines designed for automotive use are subject to different emission regulations, and are optimized for operation at revolutions per minute (RPM) and brake mean effective pressures (BMEPs) above that of electric generator engines, modifications can be made to optimize them for gensets. This work describes modifications which can be made during remanufacturing an automotive engine to optimize it for use as a generator engine. While the work recognizes the potential for cost savings from the use of remanufactured automotive engines over that of using new automotive engines and the majority of the design constraints were adopted to reduce engine cost, the main focus of the work is quantifying the increase in fuel efficiency that can be achieved while meeting the required EPA emission requirements. This paper describes the seven combustion chamber designs that were developed and tested during this work. Friction reduction was obtained in both valve train and journal bearing design. The engine optimized for fuel efficiency produced a maximum brake thermal efficiency (BTE) of 37.5% with λ = 1.63. This yielded an EPA test cycle average brake specific fuel consumption (BSFC) of 325 g/kW hr. Modification of the spark advance and low load equivalence ratio to meet EPA Phase III emission standards resulted in an EPA test cycle average BSFC of 330 g/kW hr. When the engine used in this research was tested in its unmodified, automotive configuration under the EPA compliant test cycle, its EPA test cycle average BSFC was 443.4 g/kW hr. This is a 34% increase in fuel consumption compared to the modified engine.

The Application of Artificial Neural Network in Prediction of the Performance of Spark Ignition Engine Running on Ethanol-Petrol Blends

2017 ◽  
Vol 12 ◽  
pp. 15-31 ◽  
Author(s):  
Olisaemeka C. Nwufo ◽  
Modestus Okwu ◽  
Chidiebere F. Nwaiwu ◽  
Johnson O. Igbokwe ◽  
O. Martin I. Nwafor ◽  
...  
Keyword(s):  
Neural Network ◽  
Artificial Neural Network ◽  
Fuel Consumption ◽  
Spark Ignition ◽  
Combustion Efficiency ◽  
Spark Ignition Engine ◽  
Specific Fuel Consumption ◽  
Maximum Pressure ◽  
Brake Specific Fuel Consumption ◽  
Artificial Neural

The performance analysis of a single cylinder spark ignition engine fuelled with ethanol – petrol blends were carried out successfully at constant load conditions. E0 (Petrol), E10 (10% Ethanol, 90% Petrol), E20 (20% Ethanol, 80% Petrol) and E30 (30% Ethanol, 70% Petrol) were used as fuel. The Engine speed, mass flow rate, combustion efficiency, maximum pressure developed, brake specific fuel consumption and Exhaust gas temperature values were measured during the experiment. Using the experimental data, a Levenberg Marquardt Artificial Neural Network algorithm and Logistic sigmoid activation transfer function with a 4–10–2 model was developed to predict the brake specific fuel consumption, maximum pressure and combustion efficiency of G200 IMEX spark ignition engine using the recorded engine speed, mass flow rate, biofuels ratio and exhaust gas temperature as input variables. The performance of the Artificial Neural Network was validated by comparing the predicted data with the experimental results. The results showed that the training algorithm of Levenberg Marquardt was sufficient enough in predicting the brake specific fuel consumption, combustion pressure and combustion efficiency of the test engine. Correlation coefficient values of 0.974, 0.996 and 0.995 were obtained for brake specific fuel consumption, combustion efficiency and pressure respectively. These correlation coefficient obtained for the output parameters are very close to one (1) showing good correlation between the Artificial Neural Network predicted results and the experimental data while the Mean Square Errors were found to be very low (0.00018825 @ epoch 10 for brake specific fuel consumption, 1.0023 @ epoch 3 for combustion efficiency and 0.0013284@ epoch 5 for in-cylinder pressure). Therefore, Artificial Neural Network toolbox called up from MATLAB proved to be a useful tool for simulation of engine parameters. Artificial Neural Network model provided accurate analysis of these complex problems and has been found to be very useful for predicting the performance of the spark ignition engine. Thus, this has proved that Artificial Neural Network model could be used for predicting performance values in internal combustion engines, in this way it would be possible to conduct time and cost efficient studies instead of long experimental ones.

scholarly journals Cottonseed Trimethylolpropane (TMP) Ester as Lubricant and Performance Characteristics for Diesel Engine

2020 ◽  
Vol 9 (3) ◽  
pp. 761-768
Keyword(s):  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Internal Combustion Engines ◽  
Oxidation Stability ◽  
Specific Fuel Consumption ◽  
Lubricating Oil ◽  
Partial Replacement ◽  
Brake Specific Fuel Consumption ◽  
Ic Engine ◽  
Mineral Oils

Many researchers have been working on bio-based lubricant which is complete or partial replacement for mineralbased lubricant. Mineral-based lubricant is highly pollutant and possesses environmental threat as it is not biodegradable, in the initial days of the industrial revolution bio-based lubricants were widely used, later it was replaced by more sustainable and easily available but environmental polluting mineral oils, currently due to environmental concerns and scarcity of mineral oils, bio-based lubricant has gained importance. Bio-based lubricants are now a day’s used for various applications such as transformer oil and processes where there is complete loss of lubricants. They possess very good properties in such applications, whereas bio-based lubricants are also used internal combustion engines, pure biobased lubricant may not be suitable for long-duration, but genetically and chemically modified bio-based lubricants will be suitable for IC engine. Though bio-based lubricant possesses many good properties as a lubricant for IC engine and various other application, it is still at large to become commercial, more study is required for checking performance of such pure and modified bio-based lubricants oils, in this paper such study of cotton seed Trimethylolpropane (TMP) ester oil and its effects on performance of brake specific fuel consumption (BSFC), brake thermal efficiency (BTh) and emission of gases like hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (CO2 ) nitrogen oxides (NOx ) are studied, bio-based have poor cold flow properties and oxidation stability to improve these additives are added. The experimental study shows that Cottonseed Trimethylolpropane Ester (CSTE) displays similar characteristics of thermal efficiency, brake specific fuel consumption and emission of gases as compared to mineralbased lubricating oil hence can be used in the IC engine instead of mineral-based lubricants

A numerical procedure for the calibration of a turbocharged spark-ignition variable valve actuation engine at part load

2016 ◽  
Vol 18 (8) ◽  
pp. 810-823 ◽  
Author(s):  
Fabio Bozza ◽  
Vincenzo De Bellis ◽  
Luigi Teodosio
Keyword(s):  
Fuel Consumption ◽  
Spark Ignition ◽  
Specific Fuel Consumption ◽  
Brake Specific Fuel Consumption ◽  
Valve Closure ◽  
Intake Valve ◽  
Part Load ◽  
Variable Valve Actuation ◽  
Variable Valve ◽  
Valve Actuation

Referring to spark-ignition engines, the downsizing, coupled to turbocharging and variable valve actuation systems are very common solutions to reduce the brake-specific fuel consumption at low-medium brake mean effective pressure. However, the adoption of such solutions increases the complexity of engine control and management because of the additional degrees of freedom, and hence results in a longer calibration time and higher experimental efforts. In this work, a twin-cylinder turbocharged variable valve actuation spark-ignition engine is numerically investigated by a one-dimensional model (GT-Power™). The considered engine is equipped with a fully flexible variable valve actuation system, realizing both a common full-lift strategy and a more advanced early intake valve closure strategy. Refined sub-models are used to describe turbulence and combustion processes. In the first stage, one-dimensional engine model is validated against the experimental data at full and part load. The validated model is then integrated in a multipurpose commercial optimizer (modeFRONTIER™) with the aim to identify the engine calibration that minimizes brake-specific fuel consumption at part load. In particular, the decision parameters of the optimization process are the early intake valve closure angle, the throttle valve opening, the turbocharger setting and the spark timing. Proper constraints are posed for intake pressure in order to limit the gas-dynamic noise radiated at the intake mouth. The adopted optimization approach shows the capability to reproduce with good accuracy the experimentally identified calibration. The latter corresponds to the numerically derived Pareto frontier in brake mean effective pressure–brake specific fuel consumption plane. The optimization also underlines the advantages of an engine calibration based on a combination of early intake valve closure strategy and intake throttling rather than a purely throttle-based calibration. The developed automatic procedure allows for a ‘virtual’ calibration of the considered engine on completely theoretical basis and proves to be very helpful in reducing the experimental costs and the engine time-to-market.

scholarly journals Optimisation of the vehicle transmission and the gear-shifting strategy for the minimum fuel consumption and the minimum nitrogen oxide emissions

2017 ◽  
Vol 231 (7) ◽  
pp. 883-899 ◽  
Author(s):  
Callum J Oglieve ◽  
Mahdi Mohammadpour ◽  
Homer Rahnejat
Keyword(s):  
Nitrogen Oxide ◽  
Fuel Consumption ◽  
Fuel Efficiency ◽  
Specific Fuel Consumption ◽  
Brake Specific Fuel Consumption ◽  
Objective Functions ◽  
Computationally Efficient ◽  
Nitrogen Oxide Emissions ◽  
Case Scenario ◽  
Shifting Strategy

The paper outlines a computationally efficient analytical method for evaluating the fuel consumption and the nitrogen oxide emissions during manoeuvres pertaining to the New European Driving Cycle. An integrated optimisation procedure is also included in the analyses with minimisation of the brake specific fuel consumption and minimisation of the nitrogen oxide emissions as objective functions. A set of optimum gear ratios are determined for a four-speed transmission, a five-speed transmission and six-speed transmission as the governing parameters in the optimisation process. The analysis highlights the determination of gear-shifting objective-driven strategies based on the minimisation of either of the declared objective functions. A reduction of 7.5% in the brake specific fuel consumption and a reduction of 6.75% in nitrogen oxide emissions are attainable in the best-case scenario for a six-speed transmission and a gear-shifting strategy based on the lowest brake specific fuel consumption for the case of an engine. The novel integrated analytical simulations and multi-objective optimisation have not been hitherto reported in literature. It provides the opportunity for an objective intelligent-based approach to the use of gear shift indicator technology. The results of this study also show that transmission optimisation can act as an effective and inexpensive mean to enhance the fuel efficiency and to reduce the emissions.

Effect of Ethanol on the Fuel Consumption of a Two Stroke Unmodified Commercial Petrol Engine

2015 ◽  
Vol 787 ◽  
pp. 756-760 ◽  
Author(s):  
A. Kirthivasan ◽  
J. Amitesh Jain ◽  
Akhilnandh Ramesh ◽  
D. Ebenezer
Keyword(s):  
Fuel Consumption ◽  
Internal Combustion Engines ◽  
Combustion Engine ◽  
Internal Combustion ◽  
Specific Fuel Consumption ◽  
Experimental Investigations ◽  
Combustion Engines ◽  
Brake Specific Fuel Consumption ◽  
Si Engine ◽  
Fuel Consumption Rate

Alternative fuel source such as ethanol possess great potential to replace conventional fuels such as petrol and diesel. There has been a great increase in the usage of such fuels in the developing world, of late, with many countries having already mandated the usage of ethanol blended petrol. In developing countries, two stroke internal combustion engines continue to be used for powering agricultural implements and auto rickshaws. This paper presents the experimental investigations carried out on the usage of petrol blended with different proportions of ethanol by volume (5%, and 10%) as a fuel for an unmodified and used 100cc two stroke SI engine. The objectives of the experimental investigations are to determine whether ethanol blended petrol can be used as a suitable fuel for the commonly used two stroke internal combustion engine without any modifications. Tests were carried out on the engine, with petrol as the fuel initially and then with ethanol blended petrol with increasing proportion of ethanol. The total fuel consumption rate seemed to increase upon addition of ethanol. However, the brake specific fuel consumption remained fairly constant. The fact that brake specific fuel consumption varies only marginally indicate that ethanol can be used as a substitute for petrol, as a fuel.

EGR Effect On Performance of a Spark Ignition Engine Fueled with Blend of Methanol-Gasoline

2013 ◽  
Vol 1 (2) ◽  
pp. 110-92
Author(s):  
Miqdam Tariq Chaichan
Keyword(s):  
Fuel Consumption ◽  
Compression Ratio ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Specific Fuel Consumption ◽  
Exhaust Gas ◽  
Brake Specific Fuel Consumption ◽  
Test Results ◽  
Brake Thermal Efficiency ◽  
Spark Timing

This paper examines the results of performance of a single cylinder spark-   ignition engine fuelled with 20% methanol +80% gasoline (M20), compared to gasoline. The experiments were conducted at stoichiometric air–fuel ratio at wide open throttle and variable speed conditions, over the range of 1000 to 2600 rpm. The tests were conducted at higher useful compression ratio using optimum spark timings and adding recirculated exhaust gas with 20% to suction manifold. The test results show that the higher compression ratio for the tested gasoline was 7:1, 9.5:1 for M20 and 9:1 for M20 with added EGR. M20 at higher useful compression ratio (HUCR) and optimum spark timing (OST) characteristics are significantly different from gasoline. Within the tested speed range, M20 consistently produces higher brake thermal efficiency by about 6%. Also it resulted in approximately 3.06% lower brake specific fuel consumption compared with gasoline. Adding EGR to M20 caused reduction in HUCR and advancing the OST. This addition increased brake specific fuel consumption (BSFC), reduced brake thermal energy, volumetric efficiency and exhaust gas temperatures.

scholarly journals EXHAUST GAS RECIRCULATION EFFECT ON COMBUSTION AND EMITTED NOX IN A SPARK IGNITION ENGINE USING HIGH OCTANE NUMBER FUEL

2021 ◽  
Vol 21 (2) ◽  
pp. 80-95
Author(s):  
Noor Hassan ◽  
Adel M Saleh
Keyword(s):  
Fuel Consumption ◽  
Internal Combustion Engines ◽  
Spark Ignition ◽  
Environmental Pollutant ◽  
Volumetric Efficiency ◽  
Spark Ignition Engine ◽  
Specific Fuel Consumption ◽  
Exhaust Gas ◽  
The Impact ◽  
High Octane

Pollutants emitted from internal combustion engines cause significant environmental pollution, and the reduction of these pollutants is the goal of all. The deterioration of air quality is increasing year after year due to increasing the population and cars and low awareness of pollution reduction. In this study, the impact of recycling of exhaust gas in a spark ignition engine was tested on the NOx emitted from it, which is considered one of the most dangerous environmental pollutant. The results of the study showed that the brake specific fuel consumption increases by increasing the amount of the EGR interning the engine, also the brake thermal efficiency increases and the volumetric efficiency decreases with this increase. The NOx concentrations emitted are significantly reduced when high rates of EGR (15% and 20%) are added. The use of high octane fuel RON94.5 has helped to reduce the expected EGR damage, such as greater reduction in the specific fuel consumption, or a greater reduction in the volumetric efficiency.

Modelling of NO emissions from homogeneous and stratified charge spark ignition engines

2002 ◽  
Vol 216 (5) ◽  
pp. 403-412 ◽  
Author(s):  
R R Raine ◽  
L Wyszynski ◽  
R Stone
Keyword(s):  
Fuel Consumption ◽  
Spark Ignition ◽  
Specific Fuel Consumption ◽  
Rate Equations ◽  
Brake Specific Fuel Consumption ◽  
Stoichiometric Mixture ◽  
Si Engine ◽  
Trade Off ◽  
Stratified Charge ◽  
No Emissions

The basis for modelling NO formation in spark ignition (SI) engines by the so-called thermal mechanism is reviewed, along with a comparison of the coefficients that have been recommended for use in the rate equations over the last 25 years. The importance of considering heat transfer, and a multizone representation of the burned gas, is demonstrated by reference to modelling NO in a homogeneous charge SI engine. The model has then been extended to a stratified charge SI engine, in order to investigate the influence of overall equivalence ratio and degree of stratification on the NO emissions and the engine brake specific fuel consumption. For fixed throttle operation, it is concluded that the best trade-off is with an overall weak mixture that is close to homogeneous. For maximum power output using a slightly rich stoichiometric mixture, the mixture should also be close to homogeneous. However, if the engine is constrained to operate with an overall stoichiometric mixture, then the trade-off between NO emissions and brake specific fuel consumption is with a stratified mixture that is rich at the spark plug.

scholarly journals Performance and Emission Characteristics of a Four Stroke Spark Ignition Engine with Recirculation of Hot and Cold Exhaust Gases

2018 ◽  
Vol 7 (4.5) ◽  
pp. 405
Author(s):  
Aritra Ganguly ◽  
Baidya Nath Murmu ◽  
Somnath Chakrabarti
Keyword(s):  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Specific Fuel Consumption ◽  
Intake Manifold ◽  
Emission Characteristics ◽  
Exhaust Gas ◽  
Brake Specific Fuel Consumption ◽  
Brake Thermal Efficiency

An experiment has been conducted on a four-stroke, four-cylinder spark ignition engine with and without recirculation of exhaust gas for different loads at a constant speed. Two cases were considered, the first in which 10% and later 20% of the exhaust gas was directly supplied to the intake manifold at a temperature of 820°C, while in the second case the same proportions of exhaust gas were cooled in a heat-exchanger to a temperature of 210°C before supply. Engine performance parameters like brake specific fuel consumption, brake thermal efficiency were evaluated under those conditions and compared with the same engine operating without recirculation. The corresponding emission characteristics of the engine were also measured using an exhaust gas analyzer which measured the amount of NOx, CO, CO2 and un-burnt HC. The performance and emissions characteristics of the engine obtained with hot and cold EGR were compared with reference to the same engine operating without EGR. The study revealed that the performance of the engine was better in terms of brake thermal efficiency and brake specific fuel consumption with cold EGR compared to hot EGR. However, the emissions of CO and HC were higher with cold EGR compared to that of hot EGR.   

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