scholarly journals The Effect of Hydrogen Enrichment on The Exhaust Emission Characteristic in A Spark Ignition Engine Fueled by Gasoline-Bioethanol Blends

Author(s):  
Abdul Rahman ◽  
Asnawi Asnawi ◽  
Reza Putra ◽  
Hagi Radian ◽  
Tri Waluyo

Bioethanol characteristics can be used as an alternative fuel to spark-ignition (SI) engines to reduce emissions. This experiment evaluates the production of emissions for SI engines using hydrogen enrichment in the gasoline-bioethanol fuel blends. The fraction of bioethanol fuel blend was added to the gasoline fuel of 10% by volume and hydrogen fuel produced by the electrolysis process with a dry cell electrolyzer. The NaOH was used as an electrolyte which is dissolved in water of 5% by a mass fraction. The test is conducted using a single-cylinder 155cc gasoline engine with sensors and an interface connected to a computer to control loading and record all sensor variables in real-time. Hydrogen produced from the electrolysis reactor is injected through the intake manifold using two injectors, hydrogen injected simultaneously at a specific time with a gasoline-bioethanol fuel. The test was conducted with variations of engine speeds. The emission product of ethanol--H2 (BE10+H2) was an excellent candidate as a new alternative of fuel solution in the future. The engasolinerichment of hydrogen increased the flame speed and generated a stable combustion reaction. The hydrogen enrichment produced CO2 emission due to the unavailability of carbon content in hydrogen fuel. As a result, the C/H ratio is lower than for mixed fuels.

2021 ◽  
Vol 13 (16) ◽  
pp. 9229
Author(s):  
Ming-Hsien Hsueh ◽  
Chao-Jung Lai ◽  
Meng-Chang Hsieh ◽  
Shi-Hao Wang ◽  
Chia-Hsin Hsieh ◽  
...  

The exhaust emissions from Internal Combustion Engines (ICE) are currently one of the main sources of air pollution. This research presented a method for improving the exhaust gases and the performance of a Spark-Ignition (SI) engine using a water vapor injection system and a Non-Thermal Plasma (NTP) system. These two systems were installed on the intake manifold to investigate their effects on the engine’s performance and the characteristics of exhaust emission using different air/fuel (A/F) ratios and engine speeds. The temperatures of the injected water were adjusted to 5 and 25 °C, using a thermoelectric cooler (TEC) temperature control device. The total hydrocarbons (HC), nitrogen oxide (NOx), and engine torque were measured at different A/F ratios and engine speeds. The results indicated that the adaptation of the water vapor injection system and NTP system increased the content of the combustibles and combustion-supporting substances while achieving better emissions and torque. According to the test results, while the engine torque under 25 °C water+NTP was raised to 7.29%, the HC under 25 °C water+NTP and the NOx under 25 °C water were reduced to 16.31% and 11.88%, respectively. In conclusion, the water vapor injection and the NTP systems installed on the intake manifold could significantly reduce air pollution and improve engine performance for a more sustainable environment.


2017 ◽  
Vol 140 (4) ◽  
Author(s):  
E. P. Nadeer ◽  
Amit Patra ◽  
Siddhartha Mukhopadhyay

In this work, a nonlinear hybrid state space model of a complete spark ignition (SI) gasoline engine system from throttle to muffler is developed using the mass and energy balance equations. It provides within-cycle dynamics of all the engine variables such as temperature, pressure, and mass of individual gas species in the intake manifold (IM), cylinder, and exhaust manifold (EM). The inputs to the model are the same as that commonly exercised by the engine control unit (ECU), and its outputs correspond to available engine sensors. It uses generally known engine parameters, does not require extensive engine maps found in mean value models (MVMs), and requires minimal experimentation for tuning. It is demonstrated that the model is able to capture a variety of engine faults by suitable parameterization. The state space modeling is parsimonious in having the minimum number of integrators in the model by appropriate choice of state. It leads to great computational efficiency due to the possibility of deriving the Jacobian expressions analytically in applications such as on-board state estimation. The model was validated both with data from an industry standard engine simulation and those from an actual engine after relevant modifications. For the test engine, the engine speed and crank angle were extracted from the crank position sensor signal. The model was seen to match the true values of engine variables both in simulation and experiments.


Author(s):  
A. Alahmer

Acetone-gasoline fuel is considered as one of the promising alternative fuels in recent years and it is promoted as being able to overcome the difficulty of simultaneously reducing the exhaust emissions and improving of gasoline engine performance. This manuscript experimentally investigates the engine performance and on the main pollutant emissions for a single cylinder, four-stroke, spark-ignition engine powered by gasoline fuels of two different acetone-gasoline blends namely AC5 (5 vol. % acetone + 95 vol. % gasoline) and AC10. The experiments were conducted in the speed range from 1000 to 3600 rpm. The SI engine was connected to eddy current dynamometer with electronic control unit (ECU) and an exhaust gas analyzer. It was found that, in general, as the percentage of acetone added to gasoline increases in the blends, the engine performance improved. Numerically, it was found that the AC10 had a higher engine brake power, thermal efficiency, volumetric efficiency and BSFC with 4.39%, 6.9%, 7.2% and 5.2 percent respectively than those of pure gasoline. Furthermore, the use of acetone with gasoline fuel reduces exhaust emission concentrations by 26.3%, 30.3%, 6.6% and 4.4% for CO, UHC, NOx and CO2 respectively


2017 ◽  
Vol 2 (3) ◽  
pp. 30 ◽  
Author(s):  
A. Adebayo ◽  
Omojola Awogbemi

This research investigated the effects of addition of ethanol to gasoline with the aim of improving the performance and emission characteristics of Spark Ignition (SI) engine. Four samples of gasoline-ethanol blend were prepared, namely 100% ethanol, 100% gasoline, 95% gasoline + 5% ethanol and 90% gasoline+10% ethanol, and were labeled sample A, B, C and D respectively. Physicochemical analysis was carried out on the four samples while sample B, C, and D were used to run a single cylinder, two stroke, air cooled SI engine to determine the performance characteristics of the engine at four engine speeds of 800rpm, 1000rpm, 1200rpm, and 1400rpm. An exhaust gas analyzer was used to analyze the exhaust emission to determine its constituents at no load. The research concluded that blending gasoline with ethanol not only improved the performance of the engine, it also yielded a friendlier emission. It also solves the problem of sole dependence on petroleum products to run SI engines with its attendant cost and environmental implications.


MTZ worldwide ◽  
2004 ◽  
Vol 65 (10) ◽  
pp. 12-13
Author(s):  
Dirk Anwender ◽  
Kay Brodesser ◽  
Ivano Morgillo

Author(s):  
Michael McGhee ◽  
Ziman Wang ◽  
Alexander Bech ◽  
Paul J Shayler ◽  
Dennis Witt

The changes in thermal state, emissions and fuel economy of a 1.0-L, three-cylinder direct injection spark ignition engine when a cylinder is deactivated have been explored experimentally. Cylinder deactivation improved engine fuel economy by up to 15% at light engine loads by reducing pumping work, raising indicated thermal efficiency and raising combustion efficiency. Penalties included an increase in NOx emissions and small increases in rubbing friction and gas work losses of the deactivated cylinder. The cyclic pressure variation in the deactivated cylinder falls rapidly after deactivation through blow-by and heat transfer losses. After around seven cycles, the motoring loss is ~2 J/cycle. Engine structural temperatures settle within an 8- to 13-s interval after a switch between two- and three-cylinder operation. Engine heat rejection to coolant is reduced by ~13% by deactivating a cylinder, extending coolant warm-up time to thermostat-opening by 102 s.


Author(s):  
Xin Wang ◽  
Amir Khameneian ◽  
Paul Dice ◽  
Bo Chen ◽  
Mahdi Shahbakhti ◽  
...  

Abstract Combustion phasing, which can be defined as the crank angle of fifty percent mass fraction burned (CA50), is one of the most important parameters affecting engine efficiency, torque output, and emissions. In homogeneous spark-ignition (SI) engines, ignition timing control algorithms are typically map-based with several multipliers, which requires significant calibration efforts. This work presents a framework of model-based ignition timing prediction using a computationally efficient control-oriented combustion model for the purpose of real-time combustion phasing control. Burn duration from ignition timing to CA50 (ΔθIGN-CA50) on an individual cylinder cycle-by-cycle basis is predicted by the combustion model developed in this work. The model is based on the physics of turbulent flame propagation in SI engines and contains the most important control parameters, including ignition timing, variable valve timing, air-fuel ratio, and engine load mostly affected by combination of the throttle opening position and the previous three parameters. With 64 test points used for model calibration, the developed combustion model is shown to cover wide engine operating conditions, thereby significantly reducing the calibration effort. A Root Mean Square Error (RMSE) of 1.7 Crank Angle Degrees (CAD) and correlation coefficient (R2) of 0.95 illustrates the accuracy of the calibrated model. On-road vehicle testing data is used to evaluate the performance of the developed model-based burn duration and ignition timing algorithm. When comparing the model predicted burn duration and ignition timing with experimental data, 83% of the prediction error falls within ±3 CAD.


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