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The purpose of this study is to investigate lifecycle-based environmental pollution cost analyses of a spark ignition engine fueled with a methanol-gasoline blend. In this respect, the experiments ...

This work demonstrated the first-ever cold-start operation of an ammonia (NH3)-fueled four-cylinder spark ignition engine with an on-board fuel reformer, applying autothermal reforming. In this system, an electrically heated NH3-air mixture was provided to a reforming catalyst and approximately 3 s was found to elapse between the start of engine rotation and the onset of combustion. Stable fast idle operation in conjunction with a cold start was realized with a H2-to-NH3 molar ratio of 2:1. Nearly zero NH3 emissions were achieved during cold start and fast idle until the engine warmed up, by adsorbing unburned NH3 passing through a three-way catalyst before the catalyst was sufficiently warmed up. The NH3 adsorption capacity of this system could be regenerated during the engine warm-up when the engine was running under lean conditions.

Mixture formation in port fuel spark ignition engines is one of the most im-portant parameters, which affect combustion and emissions. In this study, the ef-fects of different injection start timings and some other port fuel injection (PFI) parameters on the performance and emissions of a water cooled and single cylin-der spark ignition engine were examined experimentally. The experiments were performed at different engine speeds (1200 and 1500 rpm for effect of injection pressure and 1500 rpm for changing injection timings) and different engine loads (3 bar and 5 bar for injection pressure and 1 bar and 5 bar for start of injection). The start of injection was chosen according to intake pressure measurements. The experiment results showed that brake specific fuel consumption (BSFC) and total hydrocarbon (THC) emissions are increased by the increase of the injection pressure. Because with the increase of injection pressure, the fuel can reach the intake manifold wall or intake valve. Therefore, the fuel enters the cylinder as a droplet. Different start of injection experiments showed that injection times have an effect on emissions and performance. The minimum brake specific fuel con-sumption and THC values were obtained at -243 °CA value of injection start. The twice injection in one cycle increased brake specific fuel consumption and THC emissions.

In this contribution, the investigation conducted on alternative fuels includes methanol 20% blended with gasoline 80% and emulsion-based fuel with the composition of gasoline 80%, ethanol 15%, and H2O 5% are compared with 100% conventional gasoline fuel. These fueled single-cylinders spark ignition engine is studied for checking their performance and emission characteristics as per future emission norms. This work is performed on One-dimensional AVL Boost Simulation Software. The simulations predicted the performance and emission characteristics were far lesser than conventional 100% gasoline. These fuels meet the strict emission regulations of Euro VII. The main purpose of this investigation is to use alternative fuels to improve the performance and emission characteristics of the single- cylinder spark ignition engine and reduce the consumption of fossil fuel reserves. This investigation led to the conclusion that by using methanol 20% in 80% gasoline and micro-emulsion, fuel improves the power, BSFC (brake specific fuel consumption), thermal efficiency and combustion properties of the single-cylinder spark-ignition engine. The CO, HC and NOx emissions were also reduced for alternative fuel than 100% gasoline fuel. The novel water-based emulsion fuel showed the lowest value of NOx emissions as compared to blended 20% methanol with 80% gasoline and 100% gasoline fuel.

From the beginning of IC engine era, it is trying to improve the performance and efficiency of internal combustion engine. In this study, numerically analysis on combustion of Propane, Propanol and Octane in SI engine have been done thoroughly and presented to assess the potentiality and highlighted the comparison. For this analysis thermodynamic engine cycle model is developed for numerical analysis. Mathematical models considering fundamental equation and empirical relation are implemented in a single cylinder 4 stroke spark ignition engine (system) with the help of FORTRAN 95 to find out heat losses, friction losses, output parameter etc. Single cylinder four-stroke spark-ignition (SI) engine is considered as system. In this study, different working parameters like 8 and 12 compression ratios with three different rpm 2000, 4000 & 6000 are considered for simulation. This study shows the different comparisons of energy-exergy content (%), as example of exhaust gas 35.08 & 17.82, 37.02 & 19.22, 37.79 & 19.79 for Octane (at compression ratio 8 and 2000, 4000, 6000 rpm) etc., which explains the potentiality content and the potentiality losses in different process like combustion, mixing of gases etc. It also shows for the fuel propane and propanol in similar way with changing different operating conditions. Maximum inside cylinder temperature, 1st law and 2nd law efficiencies were determined for the fuels with respect to different compression ratio and engine speed.

The object of this work was to learn more about the effect of fuel-air mixture upon the performance of spark ignition engines, and to determine how variations in mixture velocity after leaving engine carburetor alter the combustion process. To provide effective means for producing and measuring the mixture velocity, all tests were made in a multi-cylinder spark ignition engine using a blade swiler. The effect of mixture motion on the volumetric efficiency, rate of pressure rise , brake thermal efficiency, and mixturedistribution were determined for wide range of engine speeds and loads. The results reveal that a mixture motion improve the mixture quality and quantity of the engine cylinders, this effect gives evenly gas pressure cycles. The engine Diane thermal efficiency depend upon tue type of swirler motion.

In this research, the impacts of the use of a new fuel additive called octamix, which is obtained by mixing trioctyl borate as a boron source, ammonia borane as a hydrogen enhancer and ethyl alcohol, on the performance and emission values in a gasoline engine have been investigated experimentally. The experiments were carried out using four different fuel mixtures obtained by mixing octamix with gasoline at 0.5%, 1%, 2% and 3% by volume and pure gasoline at different engine load values in a single cylinder spark ignition engine. While brake thermal efficiency and brake specific fuel consumption were evaluated as performance parameters, carbon monoxide, hydrocarbon, carbon dioxide and nitrogen oxide were taken into consideration as emission responses. Experimental results revealed that using octamix higher than 0.5% was not efficient in terms of performance and emission. With the use of a fuel blend containing 0.5% octamix, overall emission and performance values improved but deteriorated with other octamix-containing fuels. According to the results, it can be said that octamix fuel is more suitable for use as a fuel additive rather than as a stand-alone fuel for gasoline engines and the use of only 0.5% octamix-containing fuel mixture is efficient.

This research investigated the effects of ethanol blending with methanol-gasoline as fuels in spark ignition engine and how it affects engine performance and emissions. Four ethanol-methanol-gasoline (GEM) blends were prepared with variable ethanol concentrations (0%, 5%, 10%, 15%) and constant methanol concentration (10%) and denoted as M10, E5M10, E10M10, and E15M10 in reference to each respective alcohol constituents. Physicochemical properties testing revealed that density and kinematic viscosity of GEM fuel blends increases with ethanol concentration. E15M10 has shown the most increase in density and kinematic viscosity with 10.7% and 18.7% increase respectively. In contrast, calorific value decreased as ethanol concentration decreases. E15M10 displayed the lowest calorific value at 16.9% lower than gasoline. Meanwhile, engine performance and emissions test showed that GEM fuels generally possess increased average Brake Thermal Efficiency (BTE) than pure gasoline. However, average Brake Specific Fuel Consumption (BSFC) for pure gasoline is lower. E15M10 displayed highest increment of BSFC at 17.2% average increase. Meanwhile, E10M10 displayed the highest improvement in BTE with an average of 9.4% increase. Exhaust emissions indicate that all GEM blends produced increased carbon dioxide (CO2) and oxides of nitrogen (NOx) emissions while carbon monoxide (CO) emissions decreases. E15M10 showed the most reduction in CO emissions with 90.6% decrease while E10M10 has shown the most increased CO2 and NOx emissions with 110% and 6.7 times increase respectively. In conclusion, up to 15% volume of ethanol blending with 10% volume methanol-gasoline was able to improve engine performance and emissions in terms of BTE and CO emissions.

Lean combustion has the potential to achieve higher thermal efficiency for internal combustion (IC) engines. However, natural gas engines often suffer from slow burning rate and large cyclic variations when adopting lean combustion. In this study, using a dual-fuel optical engine with a high compression ratio, the effects of direct-injected hydrogen on lean combustion characteristics of natural gas engines was investigated, emphasizing the role of hydrogen injection timing. Synchronization measurement of in-cylinder pressure and high-speed photography was performed for combustion analysis. The results show that the direct-injected hydrogen exhibits great improvement in lean combustion instability and power capability of natural gas engines. Visual images and combustion phasing analysis indicate that the underlying reasons are ascribed to the fast flame propagation with hydrogen addition. Regarding the direct injection timings, it is found that late injection of direct-injected hydrogen can achieve higher thermal efficiency, manifesting advanced combustion phasing, and increased heat release rate. Specifically, the flame propagation speed is elevated by approximately 50% at −100 CAD than that of −250 CAD. Further analysis indicates that the improvement of engine performance is ascribed to the increased volumetric efficiency and in-cylinder turbulence intensity, manifesting distinct flame centroid pathways at different injection timings. The current study provides insights into the combustion optimization of natural gas engines under lean burning conditions.

In order to achieve carbon neutrality by decreasing Carbon Dioxide (CO2) emissions, Oxy-Fuel Combustion (OFC) technology with Carbon Capture and Storage (CCS) is becoming a hot topic in the field of Internal Combustion Engine (ICE). However, almost no research has been reported about the implementation of OFC in dual-injection Spark Ignition (SI) engine. This article presents a numerical study about the effects of Water Injection (WI) strategies on OFC in a dual-injection Spark Ignition (SI) engine, with Gasoline Direct Injection (GDI), Port Fuel Injection (PFI) and P50-G50 (50% PFI and 50% GDI) three injection strategies. The results show that compared to Conventional Air Combustion (CAC), there is a significant increase in BSFC under OFC. θ_F is significantly prolonged, and the spark timing is obviously advanced. The θ_C of PFI is a bit shorter than that of GDI and P50-G50. There is a small benefit to BSFC under low R_wf. However, with the further increase of R_wf from 0.2 to 0.9, there is an increment of 4.29%, 3.6% and 3.77% in BSFC for GDI, P50-G50 and PFI, respectively. As t_WI postpones to around -30 °CA under the conditions of R_wf ≥ 0.8, BSFC has a sharp decrease of more than 6 g/kWh, and this decline is more evident under GDI injection strategy. The variation of Pmax and φ_CA50 is less affected by T_WI compared to the effects of R_wf or t_WI. BSFC just has a small decline with the increase of T_WI from 298K to 368K regardless of the injection strategy. Consequently, it is feasible to implement appropriate WI strategies to control OFC characteristics in a dual-injection SI engine, but the benefit in fuel economy is limited.

Experimental and theoretical investigations were made a torch chamber spark ignition engine to determine the effect of some design and operational parameters on engine emissions. The experimental study was performed using a modified Deutz-Diesel engine developed to be a torch chamber spark ignition engine. During this investigation, two main design parameters were investigated namely, the connecting passage shape and the flame initiation point. In this work three ignition point location and two different connecting passage shapes were investigated over a wide range of mixture strength, engine speed and throttle opening. A mathematical model of compression, combustion and expansion processes of the torch chamber spark ignition engine has also been developed. This model aims at estimating the effect of mixture strength on the NO and CO rates of formation in this engine. In developing the model, experimental data obtained on the same engine are used. The experimental results reveal that, the configuration of the connecting passage has a great effect on emissions from the torch chamber S.I.E. It also reveals that, as the spark plug is extended inside the combustion chamber, engine emissions decrease. The optimum case is reached when using a convergent divergent passage coupled with the extended spark plug. The trends obtained from the mathematical simulation are in a good agreement with the experimental one.

Thermal processing (torrefaction, pyrolysis, and gasification), as a technology can provide environmentally friendly use of plastic waste. However, it faces a problem with respect to its by-products. Pyrolysis oil obtained using this technology is seen as a substance that is extremely harmful for living creatures and that needs to be neutralized. Due to its relatively high calorific value, it can be considered as a potential fuel for internal combustion spark-ignition engines. In order make the combustion process effective, pyrolysis oil is blended with ethanol, which is commonly used as a fuel for flexible fuel cars. This article presents results from combustion tests conducted on a single-cylinder research engine at full load working at 600 rpm at a compression ratio of 9.5:1, and an equivalence ratio of 1. The analysis showed improvements in combustion and engine performance. It was found that, due to the higher calorific value of the blend, the engine possessed a higher indicated mean effective pressure. It was also found that optimal spark timing for this ethanol-pyrolysis oil blend was improved at a crank angle of 2–3° at 600 rpm. In summary, ethanol-pyrolysis oil blends at a volumetric ratio of 3:1 (25% pyrolysis oil) can successfully substitute ethanol in spark-ignition engines, particularly for vehicles with flexible fuel type.

The cyclic variability in a spark-ignition (SI) engine is examined fueled with methane/hydrogen blends with the use of an in-house computational fluid dynamics (CFD) code. A recent methodology is followed, which has been developed with the main aim at providing accurate predictions of the coefficient of variation (COV) of the indicated mean effective pressure (IMEP) in a fraction of time. Instead of simulating several tens of engine cycles, the methodology is based on the numerical results obtained from just 5 cycles, which are then processed for developing suitable fitted correlations of the main parameters as a function of a normalized distance. The latter expresses the distance of the spheres of the initial flame within the computational cell at the spark-plug region with the local turbulent eddy, and provides a smooth transition from the laminar burning regime to the fully turbulent one. This sub-model is included in the ignition numerical approach and is applied here in a SI engine with 3 different hydrogen contents, 10%, 30% and 50%, and three equivalence ratios, 1, 0.8 and 0.7, showing that the COV of IMEP is well predicted compared to the available measured data. Other parameters of engine cycle variations are also examined, such as the distribution of the IMEP. The variability of NO (nitric oxide) emissions is also examined, showing that for the stoichiometric cases it follows a distribution similar to a normal (Gaussian) one, while for lower ratios it is positively skewed. Overall, the methodology seems to provide reliable results for the whole range of the operating conditions examined, while the next steps of this activity will focus on similar cases for engine with variable speed and load, with the final goal to include additional mechanisms that contribute to the engine cycle variations.

As operating factors play an important role in engine emissions and performance, it is important to explore the simultaneous impact of various operating factors on engine performance and emission responses. Taguchi method was used in order to determine the suitability of using n-pentanol in spark ignition engine and to determine the optimum operating conditions with fewer experiments instead of many experiments. Engine load, n-pentanol percentage and ignition advance were selected as engine operating variables. Three different levels were determined for each of the selected engine variables and an experimental design was created using the Taguchi method. Taguchi method proposed L27 (3 ^ 3) orthogonal array experimental design for three different variables with three different levels. According to the graphs of signal-to-noise ratio obtained with Taguchi design, simultaneous optimum results of all responses were generally determined as high n-pentanol percentage, average ignition advance and average load. According to results, Taguchi design method is an effective method with the aim of defining the impact rates of engine operating parameters and to optimize engine operating variables for best engine performance and emissions.

The article presented is concerned with studying the effect of ethanol, and iso-butanol concentrations in a spark ignited, single-cylinder four-stroke engine on the engine parameters such as performance, combustion, and emission. The engine performance characteristics such as specific fuel consumption, brake thermal efficiency, and in-cylinder pressure were examined for different engine's operational loads. Similarly, the emission parameters such as CO, HC, and NOx were analyzed. Results showed that the influence of iso-butanol and ethanol improved the thermal by 6% than that of petrol. As a result of adding iso-butanol and ethanol with petrol, fuel consumption reduction can be observed. The CO, NOx, and HC emission were noted as 1.25% by vol, 146 ppm, and 175 ppm, respectively, whereas the CO2 is noted as 7.7% for 5% ethanol and 15% Iso-butanol. The optimum concentration of iso-butanol and ethanol was found as 15 and 5%, respectively, which improved the engine operating parameters and decreased the emission produced. The emission such as CO, Nox, and HC shows a significant reduction; on the other hand, the CO2 showed a drastic rise for the optimized blend proving the progression of complete combustion

To better understand the formation and evolution processes of soot, the two-color laser induced incandescence diagnostic method was applied on a single cylinder optical direct injection spark ignition engine. Soot volume fraction was measured, and soot distribution was imaged as cyclic fuel quantity changes. The results show that 45.5 mg/cycle generates the most soot at the same measure plane. Pool fire dominates the formation of soot in the tested engine and generates more soot on the top surface of the piston near the injector. In-cylinder soot increases until 42°CA ATDC and then reduces due to oxidation. Pool fire continues through the expansion stroke till 52°CA ATDC, and then soot cloud gathers near the 10 mm plane. After 82°CA ATDC, in-cylinder soot basically in equilibrium, and residual soot moves follow the in-cylinder flow randomly and evenly distributes within the whole combustion chamber. With increasing cyclic fuel quantity, particles number concentration gradually increases and their distribution present dual-peak shape. In detail, 45.5 mg/cycle emits the most accumulation mode particles while 52 mg/cycle emits the most nucleation mode particles.

Backfire is one of the major technical issues in a port injection type hydrogen fuelled spark ignition engine. It is an abnormal combustion phenomenon (pre-ignition) that takes place in combustion chamber and intake manifold during suction stroke. The flame propagates toward the upstream of the intake manifold from combustion chamber during backfire and thus can damage the intake and fuel supply systems of the engine, and stall the engine operation. The main cause of backfire could be the presence of any hot spot, lubricating oil particle's traces (HC and CO due to evaporation of the oil) and hot residual exhaust gas present in the combustion chamber during suction stroke which could act as an ignition source for fresh incoming charge. Monitoring the temperatures of the lubricating oil and exhaust gas during engine operation can reduce the probability of backfire. This was achieved by developing an electronic device which delays the injection timing of hydrogen fuel with the inputs of engine oil temperature (Tlube oil) and exhaust gas temperature (Texh). It was observed from the experimental results that the threshold values of Tlube oil and Texh were 85 °C and 540 °C respectively beyond which backfire occurred at equivalence ratio (φ) of 0.82. The developed device works based on the algorithm that retards the hydrogen injection to 40 0aTDC whenever the temperatures (Tlube oil and Texh) reached to the above mentioned values and thus the backfire was controlled. Delaying injection of hydrogen increased the time period at which only air is inducted during the early part of the suction stroke, this allows cooling of the available hot spots in the combustion chamber, hence the probability of backfire would be reduced.

In recent years, acausal modeling languages such as Modelica and VHDL-AMS have been used for model-based development. In this research, a cycle simulation model using an acausal modeling language for predicting the emissions of an internal combustion engine was developed for application to a vehicle simulation model for energy and emissions analysis. In order to develop simulation models with higher versatility and extensibility using an acausal modeling language, it is necessary to design the structure and hierarchy by understanding its rules and constraints. Hence, the modeling method of the engine cycle simulation using the acausal modeling language Modelica for emissions prediction was discussed. Furthermore, nitrogen oxide emissions were calculated using the developed model, and their accuracy was validated by comparison with experimental data on a spark ignition engine.

The only product of hydrogen combustion is water, so it is very clean. In this paper, the effects of low hydrogen content and FKR on the performance of the GDI engine are mainly studied. The simulation results show that adding less than 3% hydrogen in the GDI engine can improve the BP and BT of the engine under typical urban conditions such as 1500 rpm and 2000 rpm. As the hydrogen volume fraction and the FKR increase, the LFS of the mixture increases, resulting in a shorter ignition delay, combustion delay, and 10–90 % MFB. However, an increase in FKR results in a decrease in the BP and BT. In terms of fuel economy, the BSFC decreases as the hydrogen content increases, but as FKR increases, the BSFC increases. In terms of emissions, the proportion of hydrogen increases, HC and NOx emissions increase, and CO and CO2 emissions decrease. Therefore, adding hydrogen to the GDI engine while adjusting the FKR can improve the dynamic performance of the engine and reduce CO and CO2 exhaust emissions.

To develop an effective control and monitoring scheme for automotive engines, a precise knowledge of the parameters and unmeasurable states of the nonlinear model capturing the overall dynamics of ...

Misfires and fuel shutdown have similar features and affect similarly on overheating the three-way catalyst (TWC). In practice, this similarity is an obstacle to determining whether the misfires or fuel shutdown cause failure of the TWC. Meanwhile, it is of great importance to distinguish fuel shutdown as an original reason from others because its consequences may be tremendous for both the environment and safety. The destruction mechanism of the TWC resulting from the shutdown of fuel supply is described in detail. The mechanism is confirmed by the experimental data obtained on a four-cylinder in-line engine tested on motor bench. The burning process is transferred from the cylinders into the TWC during the fuel shutdown event. The entire process is divided into several stages. Initially, the air-fuel mixture in the cylinders changes so that the air/fuel ratio increases, reaching the lean misfire limit and going beyond this limit, which makes the air-fuel mixture non-combustible. The remains of fuel and oxygen unreacted in the cylinders enter the TWC where combustion occurs in a combination of the catalytic mode, flame combustion in the porous medium and free flame. The destruction mechanism of the TWC due to the fuel shutdown is a sequence of rapid changes in combustion modes in the engine and in the TWC. It may seem strange, since the expected consequence should be a decrease in temperature, as the amount of fuel supplied is reduced. Contrary to the expectations, the fuel shutdown leads to an abrupt heating of the TWC and its complete destruction in an extreme case.

Two-stroke spark-ignition engines mainly suffer from the poor fuel economy and high exhaust emission. However, the methodology presented here has adequate potential that can salvage these engines f...

Renewable fuels are continuously being refined/ upgraded for automotive applications to reduce dependence on conventional fossil fuels. However, optimized use of these renewable fuels in existing and new engines/ vehicles requires comprehensive characterization and understanding of spray atomization and fuel-air mixture formation processes. Spray atomization and mixture formation depends on fuel injection pressure (FIP), fuel injection quantity and ambient conditions. This study is aimed at exploring microscopic spray characteristics of ethanol and methanol blended gasoline for automotive applications, particularly in direct injection Spark Ignition (DISI) engines. Phase Doppler interferometer (PDI) technique was used for comparative microscopic spray characterization in a constant volume spray chamber (CVSC) at ambient pressure condition, to evaluated spray droplet size-velocity distributions and joint probability density function (JPDF) of different test fuels. In this study, two gasohol mixtures [15% v/v ethanol and methanol blended with 85% v/v gasoline] and baseline gasoline were experimentally evaluated for comparing spray droplet size-velocity distributions at two different FIPs of 80 and 160 bars, at two different fuel injection quantities of 12 and 28 mg/injection, which are typical representative conditions for a DISI engines. The results from this experimental investigation are valuable for automotive and fuel industries, and spray community, which are continuously upgrading renewable and oxygenated fuels and engine technologies for efficiency improvement and emission reduction.

Renewable energy called normal -butanol is a possible alternative fuel for automobile vehicles like some other possible fuel such as compressed natural gas ( CNG ) , liquid petroleum gas ( LPG ) , ethanol, and methanol. Bio-butanol or normal -butanol is also a meritable energy source to substitute for regular fossil fuels. The normal -butanol has recently started to use as a possible substitute fuel to regular fuels for internal combustion engines to attain eco-friendly and capital benefits. As compared to regular energy sources in internal combustion engines, normal -butanol has some benefits, so it shows the potential to decrease tailpipe emission and an increase in positive network delivery. The current work carried out to investigate the performance and emission characteristics of dual spark plug ignition engine fuelled with normal -butanol as additive fuel by adopting 10:1 and 10.5:1 compression ratio s . The experimental results reveal that when compared between 10:1 and 10.5:1 compression ratio s , brake power ( BP ) is increased by 3.5 % and 3.2 % for normal- B utanol 35 (nB35) blend and energy efficiency increased by 2.72 % and 2.14 % for nB35 blend at a part and full load for 10.5:1 compression ratio . The n-butanol create a greater impact on tailpipe emissions that the carbon monoxide ( CO ) decreased by 32 %, 29 %, and hydrocarbon ( HC ) reduced by 2.38 % and 2.22 % for nB35 blend at a part and full load condition respectively. The experimental results on dual spark ignition engine using n-butanol as additive fuel by varying compression ratio reveals that n-butanol can be a suitable replacement energy source for the automobile sector in the nearest future.

The available of conventional fuels are fluctuating depend on distribution from the source production to consumer. The availability of biogas as renewable energy is increasing due to establishments of many organic wastes processing worldwide. The need of electricity to support daily life activity is a must, but the availability of electric source in remote area is limited especially for a farm that far away from commercial line distribution of electricity. This work is dedicated to solve this problem. The single cylinder 4 stroke spark ignition engine (83 cc) was designed to be able to be fuelled flexibly by using biogas or liquefied petroleum gas (LPG), or gasoline if sometime the biogas not available during initiation of the process or during maintenance of anaerobic digester. The engine is still can be run to provide electricity by using conventional fuel such as LPG or gasoline. The full consumption as well as emission of this flexible fuel engine was investigated. It is found that the fuel consumption is 9.97 L/mint for Biogas, 0.004 L/mint for gasoline and 2.24 L/mint for LPG. Surprisingly by using biogas the emission of carbon monoxide (CO) was down to almost zero (0.02 ppm), comparing gasoline 0.32 ppm, and LPG 0.4 ppm.

Hydrogen energy has received much attention in recent years due to its reliability and non-carbon products. However, it has been found that the backfire phenomenon plays a major part in limiting power and torque in the hydrogen internal combustion engine (H2ICE). Much research in recent years has considered turbocharger as a useful method to improve the power of H2ICE. Although the result of boosting a system with turbocharger became enhanced when compared to the natural aspiration system. Unfortunately, there were unsolved problems in exhaust backpressure and pumping losses that hindering the practical utilisation of H2ICE. This paper investigated the experiment of 2.4 L supercharged port fuel injection engine at 2000 rpm. Air excess ratio (lambda) was varied from stoichiometric to 2.8 by adjusting the boosting amount in supercharger, and throttling of the air. The hydrogen injection amount were maintained the same with turbocharger condition; spark advance timing was set at maximum brake torque. It was observed that by boosting engine with supercharger, the lower pumping loss and higher indicated mean pressure had been obtained when compared to turbocharger boosted engine under low-load condition. However, some additional power required for supercharging that lowers output of the engine.

Biogas quality in many installation of anaerobic digester for processing organic waste are found not optimum, especially in developing country where understanding of anaerobic processing is not well known. The methane content in the biogas are usually low that make it not possible to be utilized as a fuel of the engine. Biogas Purification usually will be introduced as a solution. But this idea is about complicated for simple or small anaerobic digester. Other solution is suggested by using enrichment of biogas by using other fuel such as hydrogen or blended with city gas such as LPG gas. But for preparing hydrogen gas or commercial will also costly. This research introduces simple technique for biogas enrichment by using denatured alcohol. The biogas contents were found around 30% vol. methane (CH4) and around 2% Carbon dioxide (CO2). The price of denatured alcohol is relative cheap because the selling tax is not as much as drinking alcohol. Engine with bigger combustion (420 cc) chamber was prepared for this purpose to make possible to be fueled with biogas. The compression was set to reach 10 bar. The clearance of the both intake and exhaust valve was set in order to be possible to be running by using biogas. The biogas-air mixer was design for this purpose. The carburetor was set for use of denatured alcohol. It is found that the engine is running well by using biogas fuel that is enriched by using denatured alcohol. The emission was found better comparing using gasoline for the same engine. The fuel consumption is reported for future economic analyses.

Spark ignition engine performance and exhaust emissions are strongly affected by the fuel/air ratio used. A considerable amount of investigations have been carried out by engine manufacturers to control engine performance and meet exhaust emission standards of governmental agencies by developing control systems for some operating variables such as ignition timing(IT), Fuel Air Ratio(FAR), and Exhaust Gas Recirculation (EGR) This paper presents a fuzzy control system that measures exhaust temperature and operates a needle valve on the engine earburetor jet that enables the fuel to air ratio lo oscillate about a desired value. A group of experiments have been carried out to obtain the relationship between fuel to air ratio or (ɸ), Exhaust temperature and exhaust emissions. A group of fuzzy logic rules which relate exhaust temperature, to the desired speed with the position of a needle valve actuated by a stepping motor are prop osed. A beneficial of fuzzy control method was that the rules determined the characteristics of control system are interpreted by the operator. Experimental and simulated results show that the prop osed fuzzy system improves the fuel/air mixture quality.

In order to overcome the drawback (tuning reaction rate coefficients) of using a single mechanism in the chemical-kinetics-based turbulent premixed combustion modelling approach, a mechanism-dynami...

In gasoline engines, the spark timing is often advanced to increase fuel economy under certain heavy load engine operating conditions. As a compromise between the risk of knock and the power output, spark timing is regulated at the boundary where a low knock probability is tolerated. Due to the stochasticity of binary knock events, it is necessary to have a large number of engine cycles for probability estimations, which can slow down the response speed of a controller to operating condition changes. To speed up the spark timing regulation and to reduce the spark timing variance, in this article, a knock probability feedforward map learning method and a spark timing control method are proposed under a unified framework. A learning method that applies the beta distribution is the key contribution of this work. The beta distribution in the map learning part is used to describe knock probabilities with uncertainties and to determine the next engine operating condition for sampling and map learning. In the spark timing method, the beta distribution is applied in the conventional control method to adjust the control gains. The proposed methods are experimentally validated on a test bench equipped with a production Toyota 1.8 L, 4-cylinder SI engine.

It is generally accepted that knock in spark-ignition engines is caused by end-gas autoignition. However, limited studies regarding to the effect of the inhomogeneity of temperature and composition...

In this contribution two Alternative fuels in fixed proportions were compared with conventional 100% gasoline fuel on a constant Speed single cylinder based generator. This work defines the complete state of the art work done on computational Simulation Software on AVL Boost. In this work, we have compared the performance and emission characteristics of single cylinder spark Ignition engine constant speed of 3000 rpm fuelled conventional Gasoline 100% with blended Alternative fuel Ethanol15% with 85% Gasoline, and water-Ethanol based micro-emulsion fuel Gasoline 85% Ethanol 10% and H2O 5% on licence based Simulation Software AVL Boost. The performance parameters were checked for all the three types of fuels and emission characteristics were compared with all the three types of fuels. The results were very promising for water-Ethanol based micro-emulsion fuel as far as the emission characteristics are concerned. Ethanol 15% blends with 85% Gasoline also showed very less emissions as compared to conventional 100% Gasoline. The power & Torque has shown slightly more increase for conventional 100% Gasoline fuel as compared to other two Alternative Fuels. However, emissions were far lesser for water-Ethanol based micro-emulsion and Ethanol blended fuel. The main aim of this investigation is to reduce the emissions and trying to meet the future emission standards Euro 7.

For a long time normal Spark ignition and Combustion ignition engines emit toxic into the atmosphere which causes many environmental problems, like global warming, ozone layer depletion. In order to minimize this introducing an alternative way is the feasible path. Alternative sources such as compressed air, solar, wind energy can be used to minimize the effect on environment. We have converted a Spark ignition engine into compressed air engine by incorporating additional setup. Some pneumatic components are used in this conversion of engine. The pollution can be reduced, because the major power source used here is compressed air. Compressed air is produced at a very low cost when compared with fossil fuel which is used extensively. This tricycle is fixed with an engine setup. This tricycle is commercialized in way that can be used for very short distance drives.

High-speed Mie scatter imaging and in-cylinder pressure measurements are performed in an optically accessible four-stroke spark-ignition engine to investigate cycle-to-cycle variations (CCVs). Droplet Mie scattering is used to measure the cross-sectional flame contour. Machine learning (ML) methods are applied to predict combustion cycles of high maximum in-cylinder pressure based on flame cross-sections at -15 °CA (crank angle degrees before top dead center). All tested ML methods (decision tree-based, multi-layer perceptron, and logistic regression) are able to predict high energy engine cycles given only partial flame topology information at a temporal snapshot of the flame propagation. Feature importance analyses, employed using decision tree methods, reveal that a combination of flame position and shape features of the flames' cross-section is necessary in achieving a high prediction accuracy. These sensitivity analyses can be used to gain insight into the combustion processes and to strategically reduce the number of features. This enables the addition of new physical quantities in future investigations.

Residual gas fraction and combustion phase are two important variables in spark ignition engines since affect thermal efficiency, emissions and combustion stability. In-cylinder pressure sensors are the most extended signal used as feedback for closed-loop spark advance and residual gas fraction control. However, pressure sensors are still affected by challenges such as durability and cost. This work presents a model-based residual gas fraction control with spark advance optimization. The controller is validated in a light-duty spark ignition engine, being able to control the residuals both in steady and transient conditions, showing the potential to replace in-cylinder pressure sensors.

The effort of engineers is to achieve the highest possible power from the engine of a given size, in other words, to improve the weight - power ratio. This must be achieved while maintaining other parameters such as service life, emissions, fuel consumption, and others. Engine power is (simply put) given by the amount of air supplied to the combustion process. From this point of view, there are two ways to increase engine power: engine overcharging or improving the hydraulic conditions of the intake and exhaust system. This paper describes the second way - modifications of the four-stroke spark-ignition engine, which lead to engine power increase. Outputs using laboratory measurements have been verified. In addition, an engine model in Lotus Engine Simulation software has been created. The paper deals with the effect of some engine adjustments on the power: modification of valve shapes, modification of intake and exhaust ports, and camshaft modification. The described engine is mainly used in firesport, which is one of the most popular sport disciplines in the Czech Republic and in Slovakia. All adjustments are designed so that the modified engine meets the rules for firesport. Due to the fact that the assessed engine for sports industry has been used, neither fuel consumption nor emissions have been monitored.

The Experiment was conducted on single cylinder two – stroke spark-ignition engine. Make it lesser time in chemical delay in combustion process the catalyst material such as brass was coated on piston crown with 300 µm thickness. The coated piston was tested with pure gasoline and gasoline-methanol blends and compared performance and emission characteristics between conventional piston and brass coated piston in trail- I. With pure gasoline coated piston given better results than a conventional piston engine. The improvement of results the test was conducted with methanol blends in the % volume 10%, 20%, and 30% named as M10, M20, and M30 in the trail-II. Out of three different blends with M20 (20% of methanol and 80% of gasoline) given a better reduction in exhaust emissions like hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO2) and NOx. Pure gasoline with brass coated piston enhanced performance results such as brake thermal efficiency, specific fuel consumption, and mechanical efficiencies upon conventional two stroke spark-ignition engine. Observing trail -II results with blends on coated piston 20% volume (M20) given optimum values more than that it is noticed poor performance and emissions characteristics on brass coated piston.

The objective of this study was to investigate performance characteristics of a spark ignition engine, particularly, the correlation between performance, exhaust gas temperature and speed, using Kiva4. Test data to validate kiva4 simulation results were conducted on a 3-cylinder, four-stroke Volkswagen (VW) Polo 6 TSI 1.2 gasoline engine. Three different tests were, therefore, carried out. In one set, variations in exhaust gas temperature were studied by varying the engine load, while keeping the engine speed constant. In another test, exhaust gas temperature variations were studied by keeping the engine at idling whilst varying the speeds. A third test involved studying variations in exhaust gas temperature under a constant load with variable engine speeds. To study variations in exhaust gas temperatures under test conditions, a basic grid/mesh generator, K3PREP, was employed to write an itape17 file comprising of a 45° asymmetrical mesh. This was based on the symmetry of the combustion chamber of the engine used in carrying out experimental tests. Simulations were therefore performed based on the input parameters established in the conducted tests. Simulations with the kiva4 code showed a significant predictability of the performance characteristics of the engine. This was evident in the appreciable agreement obtained in the simulation results when compared with the test data, under the considered test conditions. A percentage error, between experimental results and results from simulations with the kiva4 code of only between 2% to 3% was observed.

This paper has illustrated a "near wall" combustion model for a spark ignition engine that was included in a two-zone thermodynamic model. The model has calculated cylinder pressure and temperature, composition, as well as heat transfer of fresh and combustion gas. The CO submodel used a simplified chemical equation to calculate the dynamics of CO during the expansion phase. Subsequently, the HC submodel is introduced, and the post-flame oxidation of un-burned hydrocarbon was affected by the reaction/diffusion phenomenon. After burning 90% of the fuel, the hydrocarbon reaction dominates at a very late stage of combustion. This modeling method can more directly describe the ?near wall? flame reaction and its contribution to the total heat release rate.

Multiple-cycle large-eddy simulations (LES) have been performed for an optically accessible, single-cylinder, four-stroke-cycle, spray-guided direct-injection spark-ignition (SG-DISI) engine operating in a stratified globally fuel-lean mode. The simulations combine a standard Smagorinsky turbulence model, a stochastic Lagrangian parcel method for liquid fuel injection and fuel spray modeling, a simple energy-deposition spark-ignition model, and a modified thickened flame model for turbulent flame propagation through highly stratified reactant mixtures. Comparisons between simulations and experiments include individual-cycle and ensemble-average pressure and apparent-heat-release-rate traces, individual-cycle and ensemble-average indicated mean effective pressures (IMEP), and instantaneous two-dimensional vapor-equivalence-ratio contours. Although the number of LES cycles is small (35), the results show that the simulations are able to capture the global combustion behavior that is observed in the experiments, including cycle-to-cycle variations. The simulation results are then analyzed further to provide insight into the conditions that lead to misfire versus robust combustion. As has been reported in earlier experimental and LES studies for homogeneous-charge SI engines, local conditions in the vicinity of the spark gap at the time of ignition largely determine the subsequent flame development. However, in contrast to homogeneous-charge engines, no single local or global quantity correlates as strongly with the eventual peak pressure or IMEP for each cycle. Rather, it is the interplay among the early flame kernel, the velocity field that it experiences, and the fuel distribution that it encounters that ultimately determines the fate of each combustion event. Deeper analysis and quantitative statistical comparisons between experiments and simulations will require the simulation of larger numbers of engine cycles.

Carburetor plays an important part in working of spark ignition engine which provides exact amount of fuel and air at the right time. Design of carburetor is one of the factors that influence fuel consumption. The throat of carburetor delivers essential pressure dip inside the venture tube of carburetor. Therefore carburetor design is important. To develop a maximum efficiency and better economy, redesigning or modeling of carburetor is required.

The purpose of this study is to develop model predictive control (MPC), which addresses MIMO system optimization control problem under constrains while providing efficient engine calibration process, and to be applied to an intake system control in a turbocharged spark ignition engine. Extended Kalman filter, which was based on an air flow sensor and a pressure sensor, was employed to achieve robustness against actual variations and MPC plant model reduction. The control methodology was demonstrated in MILS through its application to torque and EGR cooperative control using throttle and EGR valves. The results show the control outputs are in good agreement with reference trajectories under various transient operations without large amount of calibration efforts associated with the target valve position.

In-cylinder expansion of internal combustion engines based on Diesel or Otto cycles cannot be completely brought down to ambient pressure, causing a 20% theoretical energy loss. Several systems have been implemented to recover and use this energy such as turbocharging, turbomechanical and turbo-electrical compounding, or the implementation of Miller cycles. In all these cases however, the amount of energy recovered is limited allowing the engine to reach an overall efficiency incremental improvement between 4% and 9%. Implementing an adequately designed expander–generator unit could efficiently recover the unexpanded exhaust gas energy and improve efficiency. In this work, the application of the expander–generator unit to a hybrid propulsion vehicle is considered, where the onboard energy storage receives power produced by an expander–generator, which could hence be employed for vehicle propulsion through an electric drivetrain. Starting from these considerations, a simple but effective modeling approach is used to evaluate the energetic potential of a spark-ignition (SI) engine electrically supercharged and equipped with an exhaust gas expander connected to an electric generator. The overall efficiency was compared to a reference turbocharged engine within a hybrid vehicle architecture. It was found that, if adequately recovered, the unexpanded gas energy could reduce engine fuel consumption and related pollutant emissions by 4–12%, depending on overall power output.