Decreasing the emissions of a partially premixed gasoline fueled compression ignition engine by means of injection characteristics and EGR

Nemati, Arash; Barzegar, Ramin; Khalil, A S; Khatamnezhad, Hassan

doi:10.2298/tsci110227099n

Cited by 13 publications

(5 citation statements)

References 26 publications

(29 reference statements)

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“…This would also fulfill the author's main goal here, to give a modest contribution to researchers' current efforts to improve the energetic and ecological efficiency of internal combustion engines [10][11][12][13]. Additionally, an attempt was made for these, and similar engines to find the optimal pre-ignition angles suitable for the majority of the exploitation conditions with the fuels of higher octane values so that the best use of the potentials of the new, higher quality petrol is achieved in order to improve the general performance of the engine.…”

Section: Introductionmentioning

confidence: 81%

Research of combustion in older generation spark-ignition engines in the condition of use leaded and unleaded petrol

et al. 2014

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This paper analyzes the potential problems in the exploitation of the older generation of spark-ignition engines with higher octane number of petrol (unleaded petrol BMB 95) than required (leaded petrol MB 86). Within the experimental tests on two different engines by applying piezoelectric pressure sensors integrated with the engine spark plugs, acceleration sensors and special electronic block connected with distributor, show that the cumulative first and second theoretical phase of combustion when petrol of higher octane number (BMB 95) is used lasts slightly longer than when the low-octane petrol MB 86 is used. For new petrol (BMB 95) higher optimal angles of pre-ignition have been determined by which better performances of the engine are achieved without a danger of the combustion with detonation (also called knocking).when unleaded petrol is used. Simultaneously, 1/3 to 2/3 of the total amount accumulates at the head of the piston [1]. Deposits in the combustion chamber are not only formed from petrol, but also from the used engine oil.Lead oxides in the deposits, as a kind of ceramics and heat insulators, reduce the effect of the convective heat transfer from the mixture to the chamber walls, reducing the level of the thermal load of the engine [1]. In this way, the working process also approaches the adiabatic process, which theoretically implies the better petrol economy of the engine. The part of the deposits accumulated on the valve seat and on the valve head has the role of a shock absorber, too, which is particularly important when the exhaust valves and their seats exposed to the high temperature of exhaust gases are concerned.Deposits formed by the use of unleaded petrol types do not have any of the above mentioned positive features of deposits originating from petrol with the addition of lead alkylates. Due to their chemical composition, deposits provide high-values of convective heat exchange between the mixture and the elements which form the combustion chamber, and their deep black color considerably increases the heat transfer by means of radiation [1]. This means that, in comparison with the deposits in the use of leaded petrol, we have higher temperatures of the elements which surround the engine combustion chamber and the higher temperatures of the cooling medium. These deposits do not have significant lubricating properties, nor the effect of the shock absorber when the valve hits its seat. The damage of the valve seat of engines has shown not to appear in the normal everyday use of the vehicle. The case of the damage of the valve seat which lead to the engine failure was noticed only on the laboratory acceleration tests, when the engine worked under the constantly high operation load [2]. In such conditions, it has been shown that the valve was not considerably damaged. Also, the previous accumulation of lead deposits and an increased amount of burnt oil deposits on the valves and the valve seats in older engines, prevent the occurrence of micro-welds in the contact metal to metal.On t...

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Section: Introductionmentioning

confidence: 81%

Research of combustion in older generation spark-ignition engines in the condition of use leaded and unleaded petrol

et al. 2014

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“…All the experiments were performed with the ignition system switched off. (2) NO x : 1-4000 ppm 0.36% 0.1-0.49% (3) 0.31%…”

Section: Experimental Test Standmentioning

confidence: 99%

“…(1) Depending on temperature; (2) Given measurement span relates to concentration of a single identified hydrocarbon;…”

Section: Experimental Test Standmentioning

confidence: 99%

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Late direct fuel injection for reduced combustion rates in a gasoline controlled auto-ignition engine

Hunicz¹,

Mikulski²,

Gęca³

et al. 2018

THERM SCI

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Homogeneous charge compression ignition concepts despite high efficiency and ultra-low nitrous oxides emissions, suffer from week controllability and load range limited by excessive pressure rise rates. In the present work, controlled auto-ignition is achieved via direct injection of gasoline into the exhaust gasses recompressed during negative valve overlap phase. Single cylinder engine experiments are designed to explore the potential of additional late post injection strategies for pressure rise rate and peak pressure suppressing. For two mixture strengths, fuel distribution is varied between 3 gasoline injection events. In-depth combustion analysis is supported by emission measurement results. Increasing the amount of gasoline, post-injected during the main compression event, was proven to be an effective measure for reducing pressure rise rates, with over 50% reduction potential. The regulation capability however, is limited by typical tread-offs between stratified and homogenous fuelling concepts. Using post injection strategy results in decreased hydrocarbon emissions, but causes rapid increase in carbon monoxide and particulate matter emissions. Nitrous oxide increase rate is dependent on mixture strength with significantly higher sensitivities during lean operation.

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“…These include homogeneous charge compression ignition (HCCI) [8]- [10], premixed charge compression ignition (PCCI) [5], [11], [12], partially premixed charge compression ignition (PPCI) engines [13] and EGR [14], [15]. HCCI and PCCI engines demonstrate pronounced capabilities in terms of simultaneous ultra-low NOx and PM emissions.…”

Section: Introductionmentioning

confidence: 99%

A Review of the Utilisation of Natural Gas with High Carbon Dioxide Content as Automotive Fuel in an Indirect Injection Diesel Engine

Opatola

Aziz

Heikal

et al. 2014

MATEC Web of Conferences

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Abstract. The persistent consumption of fossil fuels by modern transportation tends toward feared depletion in crude oil and infliction of health risks on human beings and the environment due to the noxious emissions from the combustion of fossil fuels. This work examines the prospects of fuel modification in improving engine performance by utilising compressed natural gas (CNG) mixed with varying proportions of carbon dioxide (CO2) as fuel in Diesel engines. The extent to which the addition of CO2 to CNG could help simulate the effects of exhaust gas recirculation (EGR) as employed in modern engine technology will be established.

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Decreasing the emissions of a partially premixed gasoline fueled compression ignition engine by means of injection characteristics and EGR

Cited by 13 publications

References 26 publications

Research of combustion in older generation spark-ignition engines in the condition of use leaded and unleaded petrol

Research of combustion in older generation spark-ignition engines in the condition of use leaded and unleaded petrol

Late direct fuel injection for reduced combustion rates in a gasoline controlled auto-ignition engine

A Review of the Utilisation of Natural Gas with High Carbon Dioxide Content as Automotive Fuel in an Indirect Injection Diesel Engine

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