Comparison of the Cyclic Variability of an Exhaust Gas Temperature Sensor and In-Cylinder Pressure Measurements

2007 ◽  
Author(s):  
F. Morey ◽  
P. Seers ◽  
D. Gardiner
Keyword(s):  
Temperature Sensor ◽  
Spark Ignition Engine ◽  
Cylinder Pressure ◽  
Gas Temperature ◽  
Cyclic Variability ◽  
Exhaust Temperature ◽  
Spark Timing ◽  
Low Levels ◽  
Exhaust Gas Temperature ◽  
The Relationship

This paper presents a concept of an exhaust temperature sensor as a method to monitor cyclic variability of combustion. The goal is to determine if the cycle-to-cycle fluctuations of the sensor can be related to the cyclic variability of combustion as measured by a pressure transducer. Experiments were conducted with a port fuel spark ignition engine at different engine speeds and loads. For each operating point, different spark timing and different excess ratios were used to evaluate the sensitivity of the temperature-based sensor to quantify the cyclic variability of combustion as measured by the Coefficient of Variation (COV). The results demonstrated the sensitivity of the concept to relatively low levels of cyclic variability (circa 1–3% COV of IMEP). At a given speed and load, changes in cyclic variability indicated by in-cylinder pressure measurement were, in general, reproduced by the sensor. The relationship between the cyclic variability indications provided by the two sensors varied as the speed and load were changed.

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.

The Effect of Engine Exhaust Temperature Modulations on the Performance of Automotive Catalytic Converters

2006 ◽  
Author(s):  
Tariq Shamim
Keyword(s):  
Single Channel ◽  
Catalytic Converter ◽  
Space Velocity ◽  
Operating Conditions ◽  
Gas Temperature ◽  
Engine Exhaust ◽  
Exhaust Temperature ◽  
Automotive Catalytic Converters ◽  
Exhaust Gas Temperature ◽  
Harmful Effects

This paper presents a computational investigation of the effect of exhaust temperature modulations on an automotive catalytic converter. The objective is to develop a better fundamental understanding of the converter’s performance under transient driving conditions. Such an understanding will be beneficial in devising improved emission control methodologies. The study employs a single-channel based, one-dimensional, non-adiabatic model. The transient conditions are imposed by varying the exhaust gas temperature sinusoidally. The results show that temperature modulations cause a significant departure in the catalyst behavior from its steady behavior, and modulations have both favorable and harmful effects on pollutant conversion. The operating conditions and the modulating gas composition and flow rates (space velocity) have substantial influence on catalyst behavior.

Investigating the Effects of Engine Operating Conditions on the Cyclic Variability of a Commercial Flex-Fuel Engine

2019 ◽  
Author(s):  
Fazal Um Min Allah ◽  
Caio Henrique Rufino ◽  
Waldyr Luiz Ribeiro Gallo ◽  
Clayton Barcelos Zabeu
Keyword(s):  
Spark Ignition ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Cylinder Pressure ◽  
Cyclic Variability ◽  
Indicated Mean Effective Pressure ◽  
Mass Fractions ◽  
Cyclic Variations ◽  
Flex Fuel ◽  
Hydrous Ethanol

Abstract The flex-fuel engines are quite capable of running on gasohol and hydrous ethanol. However, the in-cylinder cyclic variations, which are inherently present in spark-ignition (SI) engines, affect the performance of these engines. Therefore, a comprehensive analysis is required to evaluate the effects of in-cylinder cyclic variations of a flex-fuel engine. The experiments were carried out by using Brazilian commercial Gasohol E27 (mixture of 27% anhydrous ethanol in gasoline) and hydrous ethanol E95h (5% water by volume in ethanol) as fuels for a commercial flex-fuel spark ignition engine. A comparison between the cyclic variations of gasohol and hydrous ethanol is presented in this paper. Moreover, the effects of engine operating parameters (i.e., engine speed, engine load and relative air fuel ratio) on cyclic variations are also investigated. The acquired data of in-cylinder pressure and combustion durations are evaluated by carrying out a statistical analysis. The coefficient of variation for indicated mean effective pressure (IMEP) did not exceed the limit of 5% for all tested conditions. Higher cyclic variability of maximum in-cylinder pressure is observed for gasohol fuel and higher engine speeds. The variability of in-cylinder combustion is also evaluated with the help of different combustion stages, which are characterized by corresponding crank positions of 10%, 50% and 90% mass fractions burned.

Cylinder Pressure Information-Based Postinjection Timing Control for Aftertreatment System Regeneration in a Diesel Engine—Part II: Active Diesel Particulate Filter Regeneration

2016 ◽  
Vol 138 (8) ◽  
Author(s):  
Hyunjun Lee ◽  
Jaesik Shin ◽  
Manbae Han ◽  
Myoungho Sunwoo
Keyword(s):  
Diesel Particulate Filter ◽  
Fuel Injection ◽  
Control Method ◽  
Particulate Filter ◽  
Exhaust Gas ◽  
Cylinder Pressure ◽  
Gas Temperature ◽  
Diesel Particulate ◽  
Dpf Regeneration ◽  
Exhaust Gas Temperature

The successful utilization of a diesel particulate filter (DPF) to reduce particulate matter (PM) in a passenger car diesel engine necessitates a periodic regeneration of the DPF catalyst without deterioration of the drivability and emission control performance. For successful active DPF regeneration, the exhaust gas temperature should be over 500 °C to oxidize the soot loaded in the DPF. Previous research increased the exhaust gas temperature by applying early and late post fuel injection with a look-up table (LUT) based feedforward control implemented into the engine management system (EMS). However, this method requires enormous calibration work to find the optimal timing and quantity of the main, early, and late post fuel injection with less certainty of accurate torque control. To address this issue, we propose a cylinder pressure based multiple fuel injection (MFI) control method for active DPF regeneration. The feedback control of the indicated mean effective pressure (IMEP), lambda, and DPF upstream temperature was applied to precisely control the injection quantity of the main, early, and late post fuel injection. To determine their fuel injection timings, a mass fraction burned 60% after location of the rate of heat release maximum (MFB60aLoROHRmax) was proposed based on the cylinder pressure information. The proposed control method was implemented in an in-house EMS and validated at several engine operating conditions. During the regeneration period, the exhaust gas temperature tracked the desired temperature, and the engine torque fluctuation was minimized with minimal PM and NOx emissions.

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

Effect of key parameters on knock suppression in a two-stroke spark ignition engine with aviation kerosene fuel

2019 ◽  
Vol 233 (8) ◽  
pp. 1047-1055
Author(s):  
Cheng Chang ◽  
Minxiang Wei
Keyword(s):  
Research Work ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Ignition Energy ◽  
Obvious Effect ◽  
Aviation Kerosene ◽  
Rich Mixture ◽  
Exhaust Temperature ◽  
Spark Timing ◽  
The Impact

This research work studies the impact of the mixture concentration, spark timing, and ignition energy on the knock suppression of a two-stroke spark ignition aviation kerosene-fueled engine. Bench tests on different working conditions were conducted and some related data including in-cylinder pressure, cylinder head temperature, exhaust temperature, engine power, and torque were collected to analyze the influence of different control parameters on the knock characteristics of the engine. The results show that the knock can be suppressed at leaner and richer (than the stoichiometric) mixtures, and the richer mixture has a more obvious effect on suppressing knock. Retarding the ignition advanced angle will reduce the knock intensity but will make the exhausted temperature exceed and the output power decrease. The use of a rich mixture with early spark timing has a better effect on the knock suppression as compared to the use of a lean mixture with late spark timing. Reducing the ignition energy can suppress the knock slightly, but experimental results show that it is not an effective way.

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