In-situ Unburned Gas Temperature Measurement in a Spark Ignition Engine Using Laser Interferometry

2005 ◽  
Author(s):  
Nobuyuki Kawahara ◽  
Eiji Tomita ◽  
Kenji Ohnishi ◽  
Kazuhiro Goto
Keyword(s):  
Temperature Measurement ◽  
Laser Interferometry ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Gas Temperature

Emissions Level Approximation at Cold Start for Spark Ignition Engine Vehicles

2014 ◽  
Vol 555 ◽  
pp. 375-384 ◽  
Author(s):  
Stelian Tarulescu ◽  
Adrian Soica
Keyword(s):  
Cold Start ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Estimation Methods ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Mathematical Approximation ◽  
Exhaust Gas Temperature ◽  
The Mathematical Model ◽  
Polynomial Regressions

This paper present a study regarding the emissions produced at the engine cold start. Also, the paper presents a brief survey of current extra emissions estimation methods. The main goal of this work is to describe the relative cold start extra emissions as a function of exhaust gas temperature. Experimental research has been done for a light vehicle, Dacia Sandero, equipped with a 1390 cm3 Renault spark ignition engine (Power = 55 kW at 5500 rpm). There were been made several tests, in different temperature conditions, in the could season, using a portable analyzer, GA-21 plus (produced by Madur Austria). The parameters measured with the analyzer and used in the analysis are: CO, NO, NOx and SO2. It was concluded that the highest pollutants values ​​are recorded until the point when the catalyst comes into operation (when the gas temperature entering the catalyst is approx. 200 oC) and exhaust gas temperature is 40-50 oC. In order to accomplish a mathematical approximation of CO, NO and SO2 in function of exhaust gas temperature, logarithmic approximations and polynomial regressions were used. The curves resulted from the mathematical model can be used to approximate the level of CO, NO and SO2, for similar vehicles.

scholarly journals Correlation of Performance, Exhaust Gas Temperature and Speed of a Spark Ignition Engine Using Kiva4

2021 ◽  
Vol 09 (08) ◽  
pp. 53-78
Author(s):  
Joseph Lungu ◽  
Lennox Siwale ◽  
Rudolph Joe Kashinga ◽  
Shadreck Chama ◽  
Akos Bereczky
Keyword(s):  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Exhaust Gas Temperature

scholarly journals Application of Upgraded Drop-In Fuel Obtained from Biomass Pyrolysis in a Spark Ignition Engine

Energies ◽  
2020 ◽  
Vol 13 (8) ◽  
pp. 2089 ◽  
Author(s):  
Alberto Veses ◽  
Juan Martínez ◽  
María Callén ◽  
Ramón Murillo ◽  
Tomás García
Keyword(s):  
Fuel Consumption ◽  
Catalytic Pyrolysis ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Spark Ignition Engines ◽  
Gaseous Emissions ◽  
Biomass Pyrolysis ◽  
Bio Oil ◽  
Polycyclic Aromatic

This paper reports the performance of a spark ignition engine using gasoline blended with an upgraded bio-oil rich in aromatics and ethanol. This upgraded bio-oil was obtained using a two-step catalytic process. The first step comprised an in-situ catalytic pyrolysis process with CaO in order to obtain a more stable deoxygenated organic fraction, while the second consisted of a catalytic cracking of the vapours released using ZSM-5 zeolites to obtain an aromatics-rich fraction. To facilitate the mixture between bio-oil and gasoline, ethanol was added. The behaviour of a stationary spark ignition engine G12TFH (9600 W) was described in terms of fuel consumption and electrical efficiency. In addition, gaseous emissions and polycyclic aromatic hydrocarbon (PAH) concentrations were determined. Trial tests suggested that it is possible to work with a blend of gasoline, ethanol and bio-oil (90/8/2 vol%, herein named G90E8B2) showing similar fuel consumption than pure gasoline (G100) at the same load. Moreover, combustion could be considered more efficient when small quantities of ethanol and organic bio-oil are simultaneously added. A reduction, not only in the PAH concentrations but also in the carcinogenic equivalent concentrations, was also obtained, decreasing the environmental impact of the exhaust gases. Thus, results show that it is technically feasible to use low blends of aroma-rich bio-oil, ethanol and gasoline in conventional spark ignition engines.

Performance and Emissions of Acetone-Butanol-Ethanol (ABE) and Gasoline Blends in a Port Fuel Injected Spark Ignition Engine

2014 ◽  
Author(s):  
Karthik Nithyanandan ◽  
Chia-fon F. Lee ◽  
Han Wu ◽  
Jiaxiang Zhang
Keyword(s):  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Exhaust Gas ◽  
Engine Fuel ◽  
Cylinder Pressure ◽  
Gas Temperature ◽  
Promising Alternative ◽  
Unburned Hydrocarbons ◽  
Exhaust Gas Temperature ◽  
Acetone Butanol Ethanol

Acetone-Butanol-Ethanol (ABE), an intermediate product in the ABE fermentation process for producing bio-butanol, is considered a promising alternative fuel because it not only preserves the advantages of oxygenated fuels which typically emit fewer pollutants, but also lowers the cost of fuel recovery for each individual component during fermentation. An experiment was conducted using a Ford single-cylinder spark-ignition (SI) research engine to investigate the potential of ABE as an SI engine fuel. Blends of pure gasoline and ABE, ranging from 0% to 80% vol. ABE, were created and the performance and emission characteristics were compared with pure gasoline as the baseline. Measurements of brake torque and exhaust gas temperature along with in-cylinder pressure traces were used to study the performance of the engine and measurements of emissions of unburned hydrocarbons, carbon monoxide, and nitrogen oxides were used to compare the fuels in terms of combustion byproducts. Experiments were performed at a constant engine speed and a comparison was made on the basis of similar power output (Brake Mean Effective Pressure (BMEP)). In-cylinder pressure data showed that the peak pressure of all the blends was slightly lower than that of gasoline, except for ABE80 which showed a slightly higher and advanced peak relative to gasoline. ABE showed an increase in brake specific fuel consumption (BSFC); while exhaust gas temperature and nitrogen oxide measurements show that ABE combusts at a lower peak temperature. The emissions of unburned hydrocarbons were higher compared to those of gasoline but the CO emissions were lower. Of particular interest is the combined effect of the higher laminar flame speed (LFS) and higher latent heat of vaporization of ABE fuels on the combustion process.

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