A Thermodynamic Evaluation of the Use of Alcohol Fuels in a Spark-Ignition Engine

Caton, Jerald A.

doi:10.4271/2009-01-2621

Cited by 14 publications

(9 citation statements)

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“…The reasons for this destruction have been outlined in many references (e.g. 11–35, 41). Briefly, this destruction is due to items such as the chemical reactions, the mixing of product and reactant species, and the heat transfer between the hot products and the cooler reactants.…”

Section: Resultsmentioning

confidence: 99%

“…The cycle simulation used in this study has been described in detail elsewhere 11–35. This simulation is largely based on thermodynamic formulations, and is a complete representation of the four‐stroke cycle including the intake, compression, combustion, expansion, and exhaust processes.…”

Section: Engine Cycle Simulation Descriptionmentioning

confidence: 99%

“…For completeness, these parameters are briefly discussed next. Full details are available elsewhere 11–34. Once the thermodynamic properties are known for a given set of conditions, the determination of exergy is fairly straightforward.…”

Section: Engine Cycle Simulation Descriptionmentioning

confidence: 99%

“…The previous studies 11–35 mentioned above have been based for the most part on the same engine configuration. This engine is an automotive, 5.7‐L, V–8 configuration with a bore and stroke of 101.6 and 88.4 mm, respectively.…”

Section: Engine and Operating Conditionsmentioning

confidence: 99%

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Exergy destruction during the combustion process as functions of operating and design parameters for a spark-ignition engine

Caton

2011

Int. J. Energy Res.

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SUMMARYThe second law of thermodynamics provides different perspectives compared with the first law, and provides the property exergy. Exergy is a measure of the work potential of energy from a given thermodynamic state. Unlike energy, exergy may be destroyed, and for reciprocating engines, the major source of this destruction is during the combustion process. This paper provides an overview of the quantitative levels of exergy destruction during the combustion process as function of engine operating and design parameters, and for eight fuels. The results of this study are based on a spark-ignition, automotive engine. The amount of exergy destroyed during the combustion process has been determined as functions of speed, load, equivalence ratio, start of combustion, combustion duration, combustion rate parameters, exhaust gas recirculation (EGR), inlet oxygen concentration, and compression ratio. In addition, design parameters that were examined included expansion ratio and the use of turbocharging. The fuels examined included isooctane (base), methane, propane, hexane, methanol, ethanol, hydrogen and carbon monoxide. For the part load base case (1400 rpm and a bmep of 325 kPa) using isooctane, the destruction of exergy was 20.8% of the fuel exergy. For many of the engine operating and design parameter changes, this destruction was relatively constant (between about 20 and 23%). The parameters that resulted in the greatest change of the exergy destruction were (1) equivalence ratio, (2) EGR, and (3) inlet oxygen concentration.For the base case conditions, the exergy destruction during the combustion process was different for the different fuels. The lowest destruction (8.1%) was for carbon monoxide and the highest destruction (20.8%) was for isooctane. The differences between the various fuels appear to relate to the complexity of the fuel molecule and the presence (or absence) of an oxygen atom.

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Section: Resultsmentioning

confidence: 99%

Section: Engine Cycle Simulation Descriptionmentioning

confidence: 99%

Section: Engine Cycle Simulation Descriptionmentioning

confidence: 99%

Section: Engine and Operating Conditionsmentioning

confidence: 99%

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Exergy destruction during the combustion process as functions of operating and design parameters for a spark-ignition engine

Caton

2011

Int. J. Energy Res.

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“…J. A. Caton of Texas A&M University has been particularly active in applying this approach to the study of engine efficiency [4][5][6][7]. This series of papers has evaluated various aspects of the operation of a spark-ignited engine operating across a typical light-duty speed/load range.…”

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confidence: 99%

High Efficiency, Low Emissions Homogeneous Charge Compression Ignition (HCCI) Engines

Gravel¹,

Maronde²,

Gehrke³

et al. 2010

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. The objective of this program was to develop and demonstrate a low emission, high thermal efficiency engine system that met 2010 EPA heavy-duty on-highway truck emissions requirements (0.2g/bhp-hr NOx, 0.14g/bhp-hr HC and 0.01g/bhp-hr PM) with a thermal efficiency of 46%. To achieve this goal, development of diesel homogenous charge compression ignition (HCCI) combustion was the chosen approach. This report summarizes the development of diesel HCCI combustion and associated enabling technologies that occurred during the HECC program between August 2005 and July 2010.This program showed that although diesel HCCI with conventional US diesel fuel was not a feasible means to achieve the program objectives, the HCCI load range could be increased with a higher volatility, lower cetane number fuel, such as gasoline, if the combustion rate could be moderated to avoid excessive cylinder pressure rise rates. Given the potential efficiency and emissions benefits, continued research of combustion with low cetane number fuels and the effects of fuel distillation are recommended. The operation of diesel HCCI was only feasible at part-load due to a limited fuel injection window. A 4% fuel consumption benefit versus conventional, low-temperature combustion was realized over the achievable operating range.Several enabling technologies were developed under this program that also benefited non-HCCI combustion. The development of a 300MPa fuel injector enabled the development of extended lifted flame combustion. A design methodology for minimizing the heat transfer to jacket water, known as precision cooling, will benefit conventional combustion engines, as well as HCCI engines. An advanced combustion control system based on cylinder pressure measurements was developed. A Well-to-wheels analysis of the energy flows in a mobile vehicle system and a 2 nd Law thermodynamic analysis of the engine system were also completed under this program. Acknowledgement and DisclaimerThe material in this report is based upon work supported by the U.S. Department of Energy under Award No. DE-FC26-05NT42412. Any opinions, findings, conclusions or recommendations expressed in this material are those of the author and do not necessarily reflect the view of the Department of Energy. IntroductionThe objectives of this program were to develop and demonstrate a low emission, high thermal efficiency engine system that met 2010 EPA heavy-duty on-highway truck emissions requirements (0.2g/bhp-hr NOx, 0.14g/bhp-hr HC and 0.01g/bhp-hr PM) with a thermal efficiency of 46%. To achieve the 46% thermal efficiency goal, Caterpillar and its partners have pursued advanced forms of low-temperature diesel combustion, such as homogenous charge compression ignition (HCCI) and premixed charge compression ignition (PCCI) combustion. Both HCCI and PCCI are forms of premixed combustion. In the context of this paper, HCCI refers generically to premixed combustion and more specifically to cases with a significant time between the end of fuel injection and start of combu...

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Internal Combustion Engines, Alternative Fuels for

Wallner¹,

Miers²

2012

Electric, Hybrid, and Fuel Cell Vehicles

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A Thermodynamic Evaluation of the Use of Alcohol Fuels in a Spark-Ignition Engine

Cited by 14 publications

References 5 publications

Exergy destruction during the combustion process as functions of operating and design parameters for a spark-ignition engine

Exergy destruction during the combustion process as functions of operating and design parameters for a spark-ignition engine

High Efficiency, Low Emissions Homogeneous Charge Compression Ignition (HCCI) Engines

Internal Combustion Engines, Alternative Fuels for

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