scholarly journals Operating Limits for Ammonia Fuel Spark-Ignition Engine

Energies ◽  
2021 ◽  
Vol 14 (14) ◽  
pp. 4141
Author(s):  
Christine Mounaïm-Rousselle ◽  
Pierre Bréquigny ◽  
Clément Dumand ◽  
Sébastien Houillé
Keyword(s):  
Compression Ratio ◽  
Engine Speed ◽  
Cold Start ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Stable Operation ◽  
Load Limit ◽  
Operating Limits ◽  
A Current

The objective of this paper is to provide new data about the possibility of using ammonia as a carbon-free fuel in a spark-ignition engine. A current GDI PSA engine (Compression Ratio 10.5:1) was chosen in order to update the results available in the literature mainly obtained in the CFR engine. Particular attention was paid to determine the lowest possible load limit when the engine is supplied with pure ammonia or a small amount of H2, depending on engine speed, in order to highlight the limitation during cold start conditions. It can be concluded that this engine can run stably in most of these operating conditions with less than 10% H2 (of the total fuel volume) added to NH3. Measurements of exhaust pollutants, and in particular NOx, have made it possible to evaluate the possibility of diluting the intake gases and its limitation during combustion with pure H2 under slightly supercharged conditions. In conclusion, the 10% dilution limit allows a reduction of up to 40% in NOx while guaranteeing stable operation.

Hydrogen Fuelled Spark-Ignition Engines: Predictive and Experimental Performance

2003 ◽  
Author(s):  
Hailin Li ◽  
Ghazi A. Karim
Keyword(s):  
Compression Ratio ◽  
Power Efficiency ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Zone Model ◽  
Engine Fuel ◽  
Oxidation Reactions ◽  
Chemical Kinetic Model ◽  
Wide Range

Hydrogen is well recognized as a suitable fuel for spark-ignition engine applications that has many unique attractive features and limitations. It is a fuel that can continue potentially to meet the ever increasingly stringent regulations for exhaust and greenhouse gas emissions. The application of hydrogen as an engine fuel has been tried over many decades by numerous investigators with varying degrees of success. The performance data reported often tend not to display consistent agreement between the various investigators mainly because of the wide differences in engine type, size, operating conditions used and the differing criteria employed to judge whether knock is taking place or not. With the ever-increasing interest in hydrogen as an engine fuel, there is a need to be able to model extensively various features of the performance of spark ignition (S.I.) hydrogen engines so as to investigate and compare reliably the performance of widely different engines under a wide variety of operating conditions. The paper employs a quasi-dimensional two-zone model for the operation of S.I. engines when fuelled with hydrogen. In this approach, the engine combustion chamber at any instant of time during combustion is considered to be divided into two temporally varying zones: a burned zone and an unburned zone. The model incorporates a detailed chemical kinetic model scheme of 30 reaction steps and 12 species, to simulate the oxidation reactions of hydrogen in air. A knock prediction model, developed previously for S.I. methane-hydrogen fuelled engine applications (Shrestha and Karim 1999(a) and 1999(b)) was extended to consider operation on hydrogen. The effects of changes in operating conditions, including a very wide range of variations in equivalence ratio on the onset of knock and its intensity, combustion duration, power, efficiency and operational limits were investigated. The results of this predictive approach were shown to validate well against corresponding experimental results of our own and those of others, obtained mostly in a variable compression ratio CFR engine. On this basis, the effects of changes in some of the key operational engine variables, such as compression ratio, intake temperature and spark timing are presented and discussed. Some guidelines for superior knock free-operation of engines on hydrogen are made also.

Hydrogen Fueled Spark-Ignition Engines Predictive and Experimental Performance

2004 ◽  
Vol 128 (1) ◽  
pp. 230-236 ◽  
Author(s):  
Hailin Li ◽  
Ghazi A. Karim
Keyword(s):  
Compression Ratio ◽  
Power Efficiency ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Zone Model ◽  
Engine Fuel ◽  
Oxidation Reactions ◽  
Chemical Kinetic Model ◽  
Wide Range

Hydrogen is well recognized as a suitable fuel for spark-ignition engine applications that has many unique attractive features and limitations. It is a fuel that can continue potentially to meet the ever-increasingly stringent regulations for exhaust and greenhouse gas emissions. The application of hydrogen as an engine fuel has been tried over many decades by numerous investigators with varying degrees of success. However, the performance data reported often tend not to display consistent agreement between the various investigators, mainly because of the wide differences in engine type, size, operating conditions used, and the differing criteria employed to judge whether knock is taking place or not. With the ever-increasing interest in hydrogen as an engine fuel, there is a need to be able to model extensively various features of the performance of spark ignition (S.I.) hydrogen engines so as to investigate and compare reliably the performance of widely different engines under a wide variety of operating conditions. In the paper we employ a quasidimensional two-zone model for the operation of S.I. engines when fueled with hydrogen. In this approach, the engine combustion chamber at any instant of time during combustion is considered to be divided into two temporally varying zones: a burned zone and an unburned zone. The model incorporates a detailed chemical kinetic model scheme of 30 reaction steps and 12 species, to simulate the oxidation reactions of hydrogen in air. A knock prediction model, developed previously for S.I. methane-hydrogen fueled engine applications was extended to consider operation on hydrogen. The effects of changes in operating conditions, including a very wide range of variations in the equivalence ratio on the onset of knock and its intensity, combustion duration, power, efficiency, and operational limits were investigated. The results of this predictive approach were shown to validate well against the corresponding experimental results, obtained mostly in a variable compression ratio CFR engine. On this basis, the effects of changes in some of the key operational engine variables, such as compression ratio, intake temperature, and spark timing are presented and discussed. Some guidelines for superior knock-free operation of engines on hydrogen are also made.

scholarly journals Comparing the Potentiality of Propane, Propanol and Octane Fuel Using in SI Engine Based on Energy-Exergy Analysis

2021 ◽  
Vol 9 ◽  
pp. 45-53
Author(s):  
Md Mizanuzzaman Mizan
Keyword(s):  
Compression Ratio ◽  
Combustion Engine ◽  
Empirical Relation ◽  
Fundamental Equation ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Si Engine ◽  
Ic Engine ◽  
Single Cylinder

From the beginning of IC engine era, it is trying to improve the performance and efficiency of internal combustion engine. In this study, numerically analysis on combustion of Propane, Propanol and Octane in SI engine have been done thoroughly and presented to assess the potentiality and highlighted the comparison. For this analysis thermodynamic engine cycle model is developed for numerical analysis. Mathematical models considering fundamental equation and empirical relation are implemented in a single cylinder 4 stroke spark ignition engine (system) with the help of FORTRAN 95 to find out heat losses, friction losses, output parameter etc.  Single cylinder four-stroke spark-ignition (SI) engine is considered as system. In this study, different working parameters like 8 and 12 compression ratios with three different rpm 2000, 4000 & 6000 are considered for simulation. This study shows the different comparisons of energy-exergy content (%), as example of exhaust gas 35.08 & 17.82, 37.02 & 19.22, 37.79 & 19.79 for Octane (at compression ratio 8 and 2000, 4000, 6000 rpm) etc., which explains the potentiality content and the potentiality losses in different process like combustion, mixing of gases etc. It also shows for the fuel propane and propanol in similar way with changing different operating conditions. Maximum inside cylinder temperature, 1st law and 2nd law efficiencies were determined for the fuels with respect to different compression ratio and engine speed.

Regulated and unregulated emissions from a spark-ignition engine fuelled with low-blend ethanol–gasoline mixtures

2011 ◽  
Vol 226 (4) ◽  
pp. 517-528 ◽  
Author(s):  
F-J Liu ◽  
P Liu ◽  
Z Zhu ◽  
Y-J Wei ◽  
S-H Liu
Keyword(s):  
Engine Speed ◽  
Gasoline Engine ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Exhaust Temperature ◽  
Fuel Blends ◽  
Before And After ◽  
Unregulated Emissions ◽  
Ethanol Fraction

The effects of ethanol addition to gasoline on the exhaust emissions (including regulated and unregulated emissions) and the conversion efficiencies of the three-way catalyst (TWC) were investigated in a three-cylinder spark-ignition (SI) gasoline engine. Three typical fuel blends – commercial 93# (Research Octane Number) gasoline (E0), E10, and E20 (with 0 per cent, 10 per cent, and 20 per cent ethanol in the blends by volume) – were used in the experiment. Unregulated emissions were measured by gas chromatography with a pulsed discharge helium ionization detector. Experimental results show that the regulated emissions of hydrocarbon, carbon monoxide, and nitrogen oxides decreased before and after the TWC with the increase of ethanol fraction in the fuel blends. However, the unregulated emissions of ethanol, acetaldehyde, and formaldehyde increased with the increase of ethanol fraction and decreased with increased engine speed and/or torque. Ethanol emission was not detected when fuelled with gasoline (E0). Ethanol emission was intensively influenced by the exhaust temperature and disappeared when the exhaust temperature was higher than 900 K for E10 and E20 operation. Acetaldehyde emission definitely comes from the oxidation of ethanol; the engine speed and load have opposite effects on acetaldehyde emission. Both ethanol and acetaldehyde can be converted effectively by the TWC. More formaldehyde was emitted at higher engine speed and lower load operating conditions.

Multiple Misfire: Detection and Cylinder Isolation Based on Engine Speed Measurement

2003 ◽  
Author(s):  
Nicolo` Cavina
Keyword(s):  
Engine Speed ◽  
Diagnostic Algorithm ◽  
Experimental Tests ◽  
Spark Ignition ◽  
Specific Pattern ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
False Alarms ◽  
Misfire Detection ◽  
Engine Cycle

The diagnosis of misfire events (or missing combustions) is enforced by On-Board Diagnostics regulations (such as CARB OBD II or European OBD) over the whole engine operating range, for all vehicles equipped with spark ignition engines. Such regulations define both the minimum misfire frequency that is to be detected (related to catalyst damage and/or increased hydrocarbons emissions), and the various misfire patterns that the diagnostic algorithm should be able to detect. In particular, single (no more than one missing combustion per engine cycle) and multiple (more than one misfiring cylinder within the same engine cycle) misfire patterns are to be diagnosed, and the cylinder in which the misfire took place is to be isolated only when single misfires take place (cylinder identification is still not mandatory for multiple misfires). Various single misfire detection methodologies have been successfully developed in recent years (mostly based on the engine speed signal), and this type of misfire diagnosis is still challenging for engines with a high number of cylinders, especially during operating conditions characterized by high engine speed and low load. On the other hand, the detection of multiple misfires is still difficult even for the typical four cylinder engine, since their effects on the engine speed trend have not yet been clarified. In fact, a misfire occurrence is characterized by a sudden engine speed decrease and a subsequent damped torsional vibration. In case of multiple misfires, the engine speed oscillation induced by the first misfiring cylinder may still be present when the second missing combustion takes place, and the resulting engine speed waveform may be erroneously interpreted by the diagnostic algorithm, thus resulting in the improper cylinder being identified or missed detection of a misfiring cylinder. This paper deals with the identification of a specific pattern in the instantaneous engine speed trend, induced by a missing combustion and characteristic of the system under study, that allows performing the desired multiple misfire detection. The methodology has been designed in order to be run on-board, thus requiring low computational power and memory allocation. Its implementation has shown that false alarms can be avoided and correct cylinder isolation is possible, also in presence of multiple misfires. Experimental tests have been performed on a 1.2 liter spark ignition engine mounted in a test cell. Various multiple misfire patterns have been induced by controlling ignition and injection of the various cylinders. In-cylinder pressure signals have been acquired together with the instantaneous engine speed, in order to verify the capability of the methodology.

scholarly journals Ethanol/Gasoline Blends as Alternative Fuel in Last Generation Spark-Ignition Engines: A Review on CO and HC Engine Out Emissions

Energies ◽  
2021 ◽  
Vol 14 (13) ◽  
pp. 4034
Author(s):  
Paolo Iodice ◽  
Massimo Cardone
Keyword(s):  
Physicochemical Properties ◽  
Alternative Fuels ◽  
Experimental Studies ◽  
Alternative Fuel ◽  
Exhaust Emissions ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Spark Ignition Engines ◽  
The Impact

Among the alternative fuels existing for spark-ignition engines, ethanol is considered worldwide as an important renewable fuel when mixed with pure gasoline because of its favorable physicochemical properties. An in-depth and updated investigation on the issue of CO and HC engine out emissions related to use of ethanol/gasoline fuels in spark-ignition engines is therefore necessary. Starting from our experimental studies on engine out emissions of a last generation spark-ignition engine fueled with ethanol/gasoline fuels, the aim of this new investigation is to offer a complete literature review on the present state of ethanol combustion in last generation spark-ignition engines under real working conditions to clarify the possible change in CO and HC emissions. In the first section of this paper, a comparison between physicochemical properties of ethanol and gasoline is examined to assess the practicability of using ethanol as an alternative fuel for spark-ignition engines and to investigate the effect on engine out emissions and combustion efficiency. In the next section, this article focuses on the impact of ethanol/gasoline fuels on CO and HC formation. Many studies related to combustion characteristics and exhaust emissions in spark-ignition engines fueled with ethanol/gasoline fuels are thus discussed in detail. Most of these experimental investigations conclude that the addition of ethanol with gasoline fuel mixtures can really decrease the CO and HC exhaust emissions of last generation spark-ignition engines in several operating conditions.

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