Thermophysical Properties of Working Substance and Heat Transfer in a Hydrogen Combustion Engine

2003 ◽  
Author(s):  
T. Shudo ◽  
H. Oka
Keyword(s):  
Heat Transfer ◽  
Combustion Chamber ◽  
Heat Loss ◽  
Thermophysical Properties ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Spark Ignition ◽  
Hydrogen Combustion ◽  
Spark Ignition Engine ◽  
Combustion Engines

Hydrogen is a clean alternative to fossil fuels for internal combustion engines and can be easily used in spark-ignition engines. However, the characteristics of the engines fueled with hydrogen are largely different from those with conventional hydrocarbon fuels. A higher burning velocity and a shorter quenching distance for hydrogen as compared with hydrocarbons bring a higher degree of constant volume and a larger heat transfer from the burning gas to the combustion chamber wall of the engines. Because of the large heat loss, the thermal efficiency of an engine fueled with hydrogen is sometimes lower than that with hydrocarbons. Therefore, the analysis and the reduction of the heat loss are crucial for the efficient utilization of hydrogen in internal combustion engines. The empirical correlations to describe the total heat transferred from the burning gas to the combustion chamber walls are often used to calculate the heat loss in internal combustion engines. However, the previous research by one of the authors has shown that the widely used heat transfer correlations cannot be properly applied to the hydrogen combustion even with adjusting the constants in them. For this background, this research analyzes the relationship between characteristics of thermophysical properties of working substance and heat transfer to the wall in a spark-ignition engine fueled with hydrogen.

Evaluation of Heat Transfer Models With Measurements in a Hydrogen-Fuelled Spark Ignition Engine

2010 ◽  
Author(s):  
Joachim Demuynck ◽  
Sebastian Verhelst ◽  
Michel De Paepe ◽  
Henk Huisseune ◽  
Roger Sierens
Keyword(s):  
Heat Transfer ◽  
Heat Flux ◽  
Thermodynamic Model ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Hydrogen Combustion ◽  
Spark Ignition Engine ◽  
Combustion Engines ◽  
Combustion Properties ◽  
Transfer Models

Hydrogen-fuelled internal combustion engines are still investigated as an alternative for current drive trains because they have a high efficiency, near-zero noxious and zero tailpipe greenhouse gas emissions. A thermodynamic model of the engine cycle enables a cheap and fast optimization of engine settings for operation on hydrogen. The accuracy of the heat transfer sub model within the thermodynamic model is important to simulate accurately the emissions of oxides of nitrogen which are influenced by the maximum gas temperature. These emissions can occur in hydrogen internal combustion engines at high loads and they are an important constraint for power and efficiency optimization. The most common models in engine research are those from Annand and Woschni, but they are developed for fossil fuels and the heat transfer of hydrogen differs a lot from the classic fuels. We have measured the heat flux and the wall temperature in an engine that can run on hydrogen and methane and we have investigated the accuracy of simulations of the heat transfer models. This paper describes an evaluation of the models of Annand and Woschni with our heat flux measurements. Both models can be calibrated to account for the influence of the specific engine geometry on the heat transfer. But if they are calibrated for methane, they fail to calculate the heat transfer for hydrogen combustion. This demonstrates the models lack some gas or combustion properties which influence the heat transfer process in the case of hydrogen combustion.

Calculation of Exhaust Gas Heat Produce for Ron 95, Ron97 and Vpower Racing Base Fuels use in Internal Combustion Engines

2017 ◽  
Vol 9 (3) ◽  
Author(s):  
I.B. Lias ◽  
H.B. Sharudin ◽  
M.H.B. Ismail ◽  
A.M.I.B. Mamat
Keyword(s):  
Heat Transfer ◽  
Heat Loss ◽  
Internal Combustion Engines ◽  
Combustion Engine ◽  
Exhaust System ◽  
Internal Combustion ◽  
Exhaust Gas ◽  
Combustion Engines ◽  
Exhaust Temperature ◽  
Different Types

The purpose of this study is to identify and analyse the calculation of exhaust gas heat produce (EGHP) in internal combustion engine (ICE) based on three types of fuel used specifically Petrol Ron 95, Petrol Ron 97 and Vpower racing base. The experimental test rig has used 1.6 CamPro Proton engine with 1561cc capacity and dynamometer. The calculation has used the basic formula of heat transfer equation and heat loss through the exhaust that included the mass flow rate of exhaust gas, specific heat of exhaust gas and temperature gradient. The exhaust temperature of ICE is generally in range from 400C to 600C and exhaust gas heat transfer affects the emissions burn-up in the exhaust system. This contributes significantly to the engine requirement. The experimental data was statistically analysed to identify the unknown parameter. High correlation of data variables can be determined based on the heat loss produced or EGHP. This also has significance by using different types of fuel in ICE.

Analysis of Thermal Efficiency in a Hydrogen Premixed Spark Ignition Engine

1999 ◽  
Author(s):  
Toshio Shudo ◽  
Yasuo Nakajima ◽  
Takayuki Futakuchi
Keyword(s):  
Combustion Chamber ◽  
Thermal Efficiency ◽  
Internal Combustion Engines ◽  
Combustion Process ◽  
Methane Combustion ◽  
Spark Ignition ◽  
Hydrogen Combustion ◽  
Spark Ignition Engine ◽  
Chamber Wall ◽  
Flame Velocity

Abstract Hydrogen has higher flame velocity and smaller quenching distance than hydrocarbon fuels, and is supposed to have special characteristics in combustion process of internal combustion engines. In this research, contributors to thermal efficiency in a hydrogen premixed spark ignition engine were analyzed and compared with methane combustion. Results showed hydrogen combustion had higher cooling loss to combustion chamber wall, and thermal efficiency of hydrogen combustion was mainly dominated by both cooling loss to combustion chamber wall and degree of constant volume combustion.

Performance evaluation of gasoline alternatives using a thermodynamic spark-ignition engine model

2017 ◽  
Vol 1 (9) ◽  
pp. 1991-2005 ◽  
Author(s):  
Dominik Gschwend ◽  
Patrik Soltic ◽  
Philip Edinger ◽  
Alexander Wokaun ◽  
Frédéric Vogel
Keyword(s):  
Climate Change ◽  
Performance Evaluation ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Combustion Engines ◽  
Engine Model ◽  
Surface Transportation

In light of climate change and the fact that surface transportation heavily relies on internal combustion engines, many different alternatives to gasoline have been proposed.

Improvement in Lean Homogenous Spark-Ignition Combustion With Pulsed Energy Spark Plug

2012 ◽  
Author(s):  
Timothy J. Jacobs ◽  
Louis J. Camilli ◽  
Joseph E. Gonnella
Keyword(s):  
Internal Combustion Engines ◽  
Combustion Engine ◽  
Internal Combustion ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Transfer Efficiency ◽  
Combustion Engines ◽  
Spark Plug ◽  
Lean Mixtures ◽  
Burn Rate

This article describes a study involving new spark plug technology, referred to as pulsed energy spark plug, for use in igniting fuel-air mixtures in a spark ignition internal combustion engine. The study involves precisely controlled constant volume combustion bomb tests. The major defining difference between the pulsed energy spark plug and a conventional spark plug is a peaking capacitor that improves the electrical-to-plasma energy transfer efficiency from a conventional plug’s 1% to the pulsed energy plug’s 50%. Such an increase in transfer efficiency is believed to improve spark energy and subsequently the ignition time and burn rate of a homogeneous, or potentially stratified, fuel-air mixture. The study observes the pulsed energy plug to shorten the ignition delay of both stoichiometric and lean mixtures (with equivalence ratio of 0.8), relative to a conventional spark plug, without increasing the burn rate. Additionally, the pulsed energy plug demonstrates a decreased lean flammability limit that is about 14% lower (0.76 for conventional plug and 0.65 for pulsed energy plug) than that of the conventional spark plug. These features — advanced ignition of stoichiometric and lean mixtures and decreased lean flammability limits — might qualify the pulsed energy plugs as an enabling technology to effect the mainstream deployment of advanced, ultra-clean and ultra-efficient, spark ignition internal combustion engines. For example, the pulsed energy plug may improve ignition of stratified-GDI engines. Further, the pulsed energy plug technology may improve the attainability of lean-burn homogeneous charge compression ignition combustion by improving the capabilities of spark-assist. Finally, the pulsed energy plug could improve natural gas spark ignition engine development by improving the ignition system. Future work could center efforts on evaluating this spark plug technology in the context of advanced internal combustion engines, to transition the state of the art to the next level.

scholarly journals Assessment of the Environmental Impact of Using Methane Fuels to Supply Internal Combustion Engines

Energies ◽  
2021 ◽  
Vol 14 (11) ◽  
pp. 3356
Author(s):  
Krzysztof Biernat ◽  
Izabela Samson-Bręk ◽  
Zdzisław Chłopek ◽  
Marlena Owczuk ◽  
Anna Matuszewska
Keyword(s):  
Environmental Impact ◽  
Nitrogen Oxide ◽  
Internal Combustion Engines ◽  
Carbon Oxide ◽  
Internal Combustion ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Pollutant Emission ◽  
Combustion Engines

This research paper studied the environmental impact of using methane fuels for supplying internal combustion engines. Methane fuel types and the methods of their use in internal combustion engines were systematized. The knowledge regarding the environmental impact of using methane fuels for supplying internal combustion engines was analyzed. The authors studied the properties of various internal combustion engines used for different applications (specialized engines of power generators—Liebherr G9512 and MAN E3262 LE212, powered by biogas, engine for road and off-road vehicles—Cummins 6C8.3, in self-ignition, original version powered by diesel fuel, and its modified version—a spark-ignition engine powered by methane fuel) under various operating conditions in approval tests. The sensitivity of the engine properties, especially pollutant emissions, to its operating states were studied. In the case of a Cummins 6C8.3 modified engine, a significant reduction in the pollutant emission owing to the use of methane fuel, relative to the original self-ignition engine, was found. The emission of carbon oxide decreased by approximately 30%, hydrocarbons by approximately 70% and nitrogen oxide by approximately 50%, as well as a particulate matter emission was also eliminated. Specific brake emission of carbon oxide is the most sensitive to the operating states of the engine: 0.324 for a self-ignition engine and 0.264 for a spark-ignition engine, with the least sensitive being specific brake emission of nitrogen oxide: 0.121 for a self-ignition engine and 0.097 for a spark-ignition engine. The specific brake emission of carbon monoxide and hydrocarbons for stationary engines was higher in comparison with both versions of Cummins 6C8.3 engine. However, the emission of nitrogen oxide for stationary engines was lower than for Cummins engines.

Maximum efficiencies for internal combustion engines: Thermodynamic limitations

2017 ◽  
Vol 19 (10) ◽  
pp. 1005-1023 ◽  
Author(s):  
Jerald A Caton
Keyword(s):  
Heat Transfer ◽  
Internal Combustion Engines ◽  
High Efficiency ◽  
Pressure Rise ◽  
Internal Combustion ◽  
Thermodynamic Evaluation ◽  
Combustion Engines ◽  
Automotive Engine ◽  
Specific Heats ◽  
Cycle Simulation

The thermodynamic limitation for the maximum efficiencies of internal combustion engines is an important consideration for the design and development of future engines. Knowing these limits helps direct resources to those areas with the most potential for improvements. Using an engine cycle simulation which includes the first and second laws of thermodynamics, this study has determined the fundamental thermodynamics that are responsible for these limits. This work has considered an automotive engine and has quantified the maximum efficiencies starting with the most ideal conditions. These ideal conditions included no heat losses, no mechanical friction, lean operation, and short burn durations. Then, each of these idealizations is removed in a step-by-step fashion until a configuration that represents current engines is obtained. During this process, a systematic thermodynamic evaluation was completed to determine the fundamental reasons for the limitations of the maximum efficiencies. For the most ideal assumptions, for compression ratios of 20 and 30, the thermal efficiencies were 62.5% and 66.9%, respectively. These limits are largely a result of the combustion irreversibilities. As each of the idealizations is relaxed, the thermal efficiencies continue to decrease. High compression ratios are identified as an important aspect for high-efficiency engines. Cylinder heat transfer was found to be one of the largest impediments to high efficiency. Reducing cylinder heat transfer, however, is difficult and may not result in much direct increases of piston work due to decreases of the ratio of specific heats. Throughout this work, the importance of high values of the ratio of specific heats was identified as important for achieving high thermal efficiencies. Depending on the selection of constraints, different values may be given for the maximum thermal efficiency. These constraints include the allowed values for compression ratio, heat transfer, friction, stoichiometry, cylinder pressure, and pressure rise rate.

Sign in / Sign up

Export Citation Format

Share Document