scholarly journals Effect of ignition timing on engine characteristics of a single cylinder spark ignition engine with CNG fueled

2017 ◽  
Vol 20 (K6) ◽  
pp. 79-86
Author(s):  
Quoc Dang Tran
Keyword(s):  
Natural Gas ◽  
Thermal Efficiency ◽  
Engine Speed ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Ignition Timing ◽  
Compressed Natural Gas ◽  
Brake Thermal Efficiency ◽  
Timing System ◽  
Cng Engine

This article shows an investigated research on Compressed Natural Gas (CNG) engine with a port injection when varying ignition timing. The obtained results from simulating study have indicated that both of brake thermal efficiency and torque have a similar trend when varying ignition timing. The effect of ignition timing on the value of brake thermal efficiency is stronger in comparison with torque, however, the increase in engine speed or lambda value have to adjust the ignition timing more early. To reach the maximum break torque at each engine speed, the ignition timing should be adjusted IT = 14 - 32 bTDC, and this is also basic value to design the ignition timing system using CNG engine with port injection.

Decreasing hydrocarbon and carbon monoxide emissions of a natural-gas engine operating in the quasi-homogeneous charge compression ignition mode at low loads

2005 ◽  
Vol 219 (9) ◽  
pp. 1125-1131 ◽  
Author(s):  
Su Ling ◽  
Zhou Longbao ◽  
Liu Shenghua ◽  
Zhong Hui
Keyword(s):  
Carbon Monoxide ◽  
Natural Gas ◽  
Thermal Efficiency ◽  
Homogeneous Charge Compression Ignition ◽  
Compression Ignition ◽  
Brake Thermal Efficiency ◽  
Pilot Fuel ◽  
Cng Engine ◽  
Standard Mode ◽  
Homogeneous Charge

Experimental studies have been carried out on decreasing the hydrocarbon (HC) and carbon monoxide (CO) emissions of a compressed natural-gas (CNG) engine operating in quasi-homogeneous charge compression ignition (QHCCI) mode at low loads. The effects of three technical approaches including partial gas cut-off (PGC), intake air throttling, and increasing the pilot fuel quantity on emissions and the brake thermal efficiency of the CNG engine are studied. The results show that HC and CO emissions can be reduced with only a small penalty on the brake thermal efficiency. An increase in the brake thermal efficiency and reductions in HC and CO emissions can be simultaneously realized by increasing the pilot fuel quantity. It is also indicated from experiments that the HC and CO emissions of the engine can be effectively reduced when using intake air throttling and increasing the pilot fuel quantity are both adopted. However, nitrogen oxide (NOx) emissions increase with increase in the throttling and the pilot fuel quantity. Under PGC conditions, NOx emissions are lower than those in the standard mode; however, they increase and exceed the values in the standard mode in increases in the load and natural-gas supply.

scholarly journals Experimental investigation on combustion, performance, and emissions characteristics of butanol as an oxygenate in a spark ignition engine

2017 ◽  
Vol 9 (2) ◽  
pp. 168781401668884 ◽  
Author(s):  
Yu Li ◽  
Jinke Gong ◽  
Wenhua Yuan ◽  
Jun Fu ◽  
Bin Zhang ◽  
...  
Keyword(s):  
Carbon Monoxide ◽  
Nitrogen Oxides ◽  
Thermal Efficiency ◽  
Alternative Fuel ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Brake Thermal Efficiency ◽  
Combustion Performance ◽  
Performance And Emissions ◽  
Unburned Hydrocarbons

Ethanol is known as the most widely used alternative fuel for spark-ignition engines. Compared to it, butanol has proved to be a very promising renewable fuel in recent years for desirable properties. The conjoint analysis on combustion, performance, and emissions characteristics of a port fuel injection spark-ignition engine fueled with butanol–gasoline blends was carried out. In comparison with butanol–gasoline blends with various butanol ratio (0–60 vol% referred as G100~B60) and conventional alcohol alternative fuels (methanol, ethanol, and butanol)–gasoline blends, it shows that B30 performs well in engine performance and emissions, including brake thermal efficiency, brake-specific fuel consumption, carbon monoxide, unburned hydrocarbons, and nitrogen oxides. Then, B30 was compared with G100 under various equivalence ratios ( Φ = 0.83–1.25) and engine loads (3 and 5-bar brake mean effective pressure). In summary, B30 presents an advanced combustion phasing, which leads to a 0.3%–2.8% lower brake thermal efficiency than G100 as the engine was running at the spark timing of gasoline’s maximum brake torque (MBT). Therefore, the sparking timing should be postponed when fueled with butanol–gasoline blends. For emissions, the lower carbon monoxide (2.3%–8.7%), unburned hydrocarbons (12.4%–27.5%), and nitrogen oxides (2.8%–19.6%) were shown for B30 compared with G100. Therefore, butanol could be a good alternative fuel to gasoline for its potential to improve combustion efficiency and reduce pollutant emissions.

scholarly journals The Operating Features of a Stoichiometric, Ammonia and Gasoline Dual Fueled Spark Ignition Engine

2006 ◽  
Author(s):  
Shawn M. Grannell ◽  
Dennis N. Assanis ◽  
Stanislav V. Bohac ◽  
Donald E. Gillespie
Keyword(s):  
Compression Ratio ◽  
Thermal Efficiency ◽  
Maximum Load ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Gaseous Ammonia ◽  
Spark Ignition Engines ◽  
Stoichiometric Mixture ◽  
Brake Thermal Efficiency ◽  
Practical Operation

An overall stoichiometric mixture of air, gaseous ammonia and gasoline was metered into a single cylinder, variable compression ratio, supercharged CFR engine at varying ratios of gasoline to ammonia. The engine was operated such that the combustion was knock-free with minimal roughness for all loads ranging from idle up to a maximum load in the supercharge regime. For a given load, speed, and compression ratio there was a range of ratios of gasoline to ammonia for which knock-free, smooth firing was obtained. This range was investigated at its roughness limit and also at its knock limit. If too much ammonia was used, then the engine fired with an excessive roughness. If too much gasoline was used, then knock-free combustion could not be obtained while the maximum brake torque spark advance was maintained. Stoichiometric operation on gasoline alone was also investigated, for comparison. It was found that a significant fraction of the gasoline used in spark ignition engines could be replaced with ammonia. Operation on mostly gasoline was required near idle. However, mostly ammonia could be used at high load. Operation on ammonia alone was possible at some of the supercharged load points. Generally, the use of ammonia or ammonia with gasoline allowed knock-free operation at higher compression ratios and higher loads than could be obtained with the use of gasoline alone. The use of ammonia/gasoline allowed practical operation at a compression ratio of 12:1 whereas the limit for gasoline alone was 9:1. When running on ammonia/gasoline the engine could be operated at brake mean effective pressures that were more than 50% higher than those achieved with the use of gasoline alone. The maximum brake thermal efficiency achieved with the use of ammonia/gasoline was 32.0% at 10:1 compression ratio and BMEP = 1025 kPa. The maximum brake thermal efficiency possible for gasoline was 24.6% at 9:1 and BMEP = 570 kPa.

Development of a natural gas spark ignition engine for optimum performance

1997 ◽  
Vol 211 (5) ◽  
pp. 361-378 ◽  
Author(s):  
A Das ◽  
H C Watson
Keyword(s):  
Natural Gas ◽  
Spark Ignition ◽  
Limited Range ◽  
Operating Conditions ◽  
Spark Ignition Engine ◽  
Petrol Engine ◽  
Shape Modification ◽  
Will Emit ◽  
Brake Thermal Efficiency ◽  
Wide Range

A 4 litre displacement, six cylinder, fuel injected petrol engine was modified to natural gas (NG) fuelling. Experimental investigation was carried out with various mixture controls and compression ratios over a wide range of operating conditions. As a strategy for combustion chamber shape modification, the compression ratio was raised with simultaneous enhancement of in-cylinder turbulence through squish motion. A fast burning chamber for the combustion of lean mixtures of natural gas and air was developed. Brake thermal efficiency in excess of 40 per cent and brake torque in excess of the peak base torque with petrol were achieved. The research provides the foundation for the implementation of NG cars that will emit only about 65 per cent of the carbon dioxide (CO2) of their petrol engine counterparts, with the prospect of extending the limited range of NG cars by up to one-third and producing low hydrocarbon (HC) and nitrogen oxide (NOx) emissions.

scholarly journals Analysis of the Influence of CO2 Concentration on a Spark Ignition Engine Fueled with Biogas

2021 ◽  
Vol 11 (14) ◽  
pp. 6379
Author(s):  
Donatas Kriaučiūnas ◽  
Saugirdas Pukalskas ◽  
Alfredas Rimkus ◽  
Dalibor Barta
Keyword(s):  
Thermal Efficiency ◽  
Fossil Fuels ◽  
Biogas Production ◽  
Co2 Concentration ◽  
Spark Ignition ◽  
Spark Ignition Engine ◽  
Raw Material ◽  
Brake Thermal Efficiency ◽  
Spark Timing ◽  
Combustion Duration

Biogas is one of the alternative solutions that could reduce the usage of fossil fuels and production of greenhouse gas emissions, as biogas is considered as an alternative fuel with a short carbon cycle. During biogas production, organic matter is decomposed during an anaerobic digestion process. Biogas mainly consists of methane and carbon dioxide, of which the ratio varies depending on the raw material and parameters of the production process. Therefore, engine parameters should be adjusted in relationship with biogas composition. In this research, a spark ignition engine was tested for mixtures of biogas with 0 vol%, 20 vol%, 40 vol% and 50 vol% of CO2. In all experiments, two cases of spark timing (ST) were used; the first one is a constant spark timing (26 crank angle degrees (CAD) before top dead center (BTDC)) and the second one is an advanced spark timing (optimal for biogas mixture). Results show that increasing the CO2 concentration and using constant spark timing increases the mass burned fraction combustion duration by 90%, reduces the in-cylinder pressure and leads to a reduction in the brake thermal efficiency and nitrogen oxides emissions at all measurement points. However, the choice of optimal spark timing increases the brake thermal efficiency as well as hydrocarbon and CO2 emission.

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