Exhaust gas temperature for knock detection and control in spark ignition engine

1996 ◽  
Vol 37 (9) ◽  
pp. 1383-1392 ◽  
Author(s):  
Mohamad Abu-Qudais
Keyword(s):  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Knock Detection ◽  
Exhaust Gas Temperature ◽  
And Control

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

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.

Takeoff Performance Analysis Based on Aeroengine EGT Trend Monitoring and Control

2014 ◽  
Vol 680 ◽  
pp. 307-310
Author(s):  
Fu Qiang ◽  
Fan Ding
Keyword(s):  
Performance Analysis ◽  
Performance Prediction ◽  
Statistical Data ◽  
Exhaust Gas ◽  
Monitoring And Control ◽  
Gas Temperature ◽  
Trend Monitoring ◽  
Exhaust Gas Temperature ◽  
And Control

Exhaust gas temperature (EGT) is an important parameter for aeroengine. By monitoring the change in trend, can effectively predict the engine take-off performance. The characteristics of takeoff EGT were introdeced firstly. Two methods of estimating takeoff performance were analyzed subsequently. According to the statistical data, EGT can be used for takeoff performance prediction.

scholarly journals Analysis of the effect of exhaust aftertreatment systems con-figurations on the temperature measured in the exhaust sys-tem of a spark-ignition engine

2019 ◽  
Vol 24 (6) ◽  
pp. 263-267
Author(s):  
Maciej Siedlecki ◽  
Paweł Fuć ◽  
Barbara Sokolnicka ◽  
Natlia Szymlet
Keyword(s):  
Exhaust System ◽  
Spark Ignition Engine ◽  
Particulate Filter ◽  
Operating Efficiency ◽  
Exhaust Aftertreatment ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Driving Conditions ◽  
Exhaust Gas Temperature ◽  
Aftertreatment Systems

The article discusses the effect of exhaust aftertreatment systems configuration on the resulting exhaust gas temperature at selected points of the exhaust system. Catalytic reactors and particle filters must reach a specific temperature in order to effectively perform their functions. The temperature they obtain decreases with the increasing distance from the exhaust manifold, as the gases cool along the way. The performed research consisted of measuring the exhaust gas temperature in various places of the exhaust system in simulated driving conditions mapped on the dynamic engine brake station in the aspect of using a particulate filter and its resulting operating efficiency due to the temperature. Measuring the temperature using thermo-couples allowed to assess the probability of achieving full operation of the filters during urban and extra-urban exploitation in a simulation of real driving conditions.

scholarly journals f COMPUTATIONAL ASSESSMENT OF FOUR CYLINDERS SI ENGINEWORKING ON PETROL OR DUAL FUEL MODE(LPG-PETROL)

2019 ◽  
Vol 19 (4) ◽  
pp. 381-404
Author(s):  
Ahmed Mohsin Gatea ◽  
Karima Esmaeel Amori ◽  
Hammid Unis Salih
Keyword(s):  
Compression Ratio ◽  
Good Alternative ◽  
Volumetric Efficiency ◽  
Spark Ignition Engine ◽  
Exhaust Gas ◽  
Liquefied Petroleum Gas ◽  
Gas Temperature ◽  
Fuel Ratio ◽  
Brake Power ◽  
Exhaust Gas Temperature

Liquefied petroleum gas LPG is a good alternative to gasoline fuel. It has emerged as a solution to the deteriorating urban air quality problem especially in an oil country like Iraq. Computational model  is used for parametric study of spark ignition engine works on Iraqi fuel (gasoline or LPG). Transient one dimensional continuity, momentum and energy equations are solved by two – step Lax wender off (Ritchmyer) approach to evaluate brake specific fuel consumption BSFC, brake power, brake thermal efficiency, volumetric efficiency, air fuel ratio, in cylinder pressure and exhaust gas temperature. Results revealed that LPG fuel improves BSFC by 3.11% as a maximum compare to gasoline for 10 kW brake power and 9.9:1 compression ratio. The maximum cylinder pressures predicted for LPG are lower than that for gasoline fuel. The volumetric efficiency was 76.8 % for engine works with, LPG at compression ratio 9.9:1. While that for gasoline was 85.9%. The equivalence ratio is higher for gasoline than that for LPG, since the first required higher air-fuel ratio for combustion. The reported maximum exhaust gas temperature for LPG is 706oC, while that for gasoline is 741.4oC.

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