Development of a Direct Injected Neat Methanol Engine For Passenger Car Applications

Hilger, U.; Jain, Garima; Scheid, E.; Pischinger, Franz; Bruetsch, R.I.; Bernhardt, W; Heinrich, Hartmut; Weidmann, Kurt; Rogers, G.J.

doi:10.4271/901521

Cited by 17 publications

(2 citation statements)

References 2 publications

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“…But another way to overcome the issue of cold starting is to design and optimize engines to operate on 100% methanol (M100). EPA has been pursuing M100 for several years with good success (34). Cold starting is not a problem for direct injected engines where high pressure is used to atomize the fuel and results indicate that a light-duty, direct injection engine can attain very low emissions having good fuel economy and driveability.…”

Section: Dedicated Vehiclesmentioning

confidence: 99%

Alcohol Fuels

Jackson¹,

Moyer²

2000

Kirk-Othmer Encyclopedia of Chemical Technology

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A wide variety of countries have, at various times, explored the use of either methanol or ethanol alcohol fuels as alternatives to diesel and gasoline fuels. Recently the United States has demonstrated light and heavy‐duty vehicles using alcohols but has not yet passed beyond the use of limited amounts of alcohols as gasoline components. The potential benefits of alcohol fuels include increased energy diversification accompanied by some energy security and balance of payments benefits, and air quality improvements. The Clean Air Act of 1990, emission standards set out by the State of California, and the 1992 Comprehensive National Energy Policy Act may serve to encourage the substantial use of alcohol fuels, unless gasoline and diesel technologies offer comparable advantages. Both methanol and ethanol have high octane values and allow high compression ratios providing increased efficiency and improved power output per cylinder. The properties of methanol and ethanol result in different vehicle fuel storage considerations. Unlike gasoline or diesel fuel, the vapor of methanol or ethanol above the liquid fuel in a fuel tank is usually combustible at ambient temperatures. This poses the risk of an explosion should a spark or flame find its way to the tank such as during refueling. The 85% methanol–15% gasoline fuel in use in California and elsewhere is commonly called M85. If methanol is to compete with conventional gasoline and diesel fuel it must be readily available and inexpensively produced. Thus methanol production from a low‐cost feedstock such as natural gas or coal is essential. Ethanol is primarily produced from a variety of crops and crop by‐products, generically called renewable biomass. In general, the low cost estimates for alcohol fuels indicate that methanol produced on a large scale from low cost natural gas could compete with gasoline when oil prices are around 14¢/L ($27/bbl). The future market response to new forms of emissions regulation is unknown. It is possible that the new emissions standards will simply result in improved gasoline technologies, and that the market result of the new standards will simply be cleaner gasolines. However, in 1990 the U.S. Alternative Fuels Council agreed on a goal of a 25% share of nonpetroleum transportation fuels by 2005. Alcohol fuels could capture a large part of this 25% share of nonpetroleum fuels.

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Section: Dedicated Vehiclesmentioning

confidence: 99%

Alcohol Fuels

Jackson¹,

Moyer²

2000

Kirk-Othmer Encyclopedia of Chemical Technology

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“…GPs have also been applied to natural gas cogeneration engines 20,21 and partially premixed CI engines fueled by a blend of diesel and gasoline 22 and have shown the benefits of improving the engine efficiency and reducing emissions. 20–22 In CI engines, GP ignition has been investigated experimentally by a number of researchers to assist ignition of difficult-to-ignite alternative fuels, including methanol, 23–27 propane, 28 natural gas, 29–32 and heavy liquid fuels. 33 A common finding is the requirement for a minimum surface temperature.…”

Section: Introductionmentioning

confidence: 99%

Numerical studies of the ignition characteristics of a high-pressure gas jet in compression ignition engines with glow plug ignition assist: Part 2-Effects of multi-opening glow plug shields

Pan

Wallace

2017

International Journal of Engine Research

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The results of a previous study, part 1, showed that use of a shield can improve the thermal performance of a glow plug, and thereby reduce ignition time. However, the part 1 study also found that use of a simple shield with only one circular opening can delay flame propagation out of the shield. The conclusions of that study suggested that there is scope for further improvements of the shield design, especially the shield opening geometry. Accordingly, this article presents the results of computational studies investigating the influence of multi-opening shield designs on natural gas ignition characteristics in glow plug–assisted compression–ignition engines. Two types of multi-opening glow plug shield, consisting of four small circular openings distributed in either diamond-pattern or square-pattern arrangements, were employed. The simulated results demonstrated that both multi-opening shields can not only increase glow plug surface temperature, but also increase the residence time of fuel mixture adjacent to the glow plug surface in the early injection stage, resulting in a faster ignition than the single-opening shield. Furthermore, the diamond-pattern multi-opening glow plug shield provides a faster or comparable flame propagation path back to combustion chamber, compared to single-opening glow plug shield, while the square-pattern multi-opening glow plug shield delays the flame propagation under several specific engine conditions. Compared to the single-opening glow plug shield, the overall natural gas ignition delays are further reduced by 6%–44% when using the diamond-pattern multi-opening glow plug shield, while the square-pattern multi-opening glow plug shield is only able to reduce the natural gas ignition delay under a few specific conditions.

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