Development of a homogeneous charge pre-chamber torch ignition system for an SI engine fuelled with hydrous ethanol

Costa, Roberto Berlini Rodrigues da; Teixeira, Alysson Fernandes; Filho, Fernando Antônio Rodrigues; Pujatti, Fabrício José Pacheco; Coronado, Christian Jeremi R.; Hernández, Juan José Marín; Lora, Electo Eduardo Silva

doi:10.1016/j.applthermaleng.2019.02.090

Cited by 40 publications

(11 citation statements)

References 56 publications

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“…At the 94% engine load, the BSFC variation is small, which may come from a problem in a gas-air mixture or misfiring burning rate cycles. However, at this engine load, it can be observed that the lowest and highest value of BSFC is related to the lean (λ = 1.4) 43 and rich (λ = 0.9) mixtures, respectively.…”

Section: Methodsmentioning

confidence: 79%

Improvement of performance and emission in a lean‐burn gas fueled spark ignition engine by using a new pre‐chamber

Kheyrollahi

Jafarmadar

Khalilarya

et al. 2021

Env Prog and Sustain Energy

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Lean burn combustion of natural gas in spark-ignited engines is a promising approach to improving engine performance and efficiency by reducing pollutant emissions and better fuel consumption. However, inducing excessive lean mixture to the engine makes the combustion unstable, and misfire happens in a significant number of cycles. The pre-chamber ignition technology is a useful solution that can make sparkignition engines more efficient. In this study, the lean mixture's combustion was empirically investigated with a new pre-chamber spark plug in a one-cylinder engine fueled with natural gas. Tests were performed at 11.5, 13.5, and 16 compression ratios and a wide range of air-fuel ratios. With the pre-chamber spark plug usage, the lean operating limit is enlarged by 10%-45% and gives 4% and 3% the average lower in-cylinder pressure and exhaust gas temperature than the conventional spark ignition system. The brake-specific fuel consumption was improved by 4%-11% using the pre-chamber spark ignition. The HC, CO, and NOx formation is about 11%, 16.3%, and 10% lower than the conventional spark ignition usage. Outcomes confirmed that the new design pre-chamber plug gives 1% improved COV IMEP than the standard spark plug. The use of pre-chamber due to the lean-burn combustion causes larger ignition delay and increases brake thermal efficiency by up to 9%. It can be concluded that the pre-chamber increases the ignition ability, and the lean mixture limit is extended.

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Section: Methodsmentioning

confidence: 79%

Improvement of performance and emission in a lean‐burn gas fueled spark ignition engine by using a new pre‐chamber

Kheyrollahi

Jafarmadar

Khalilarya

et al. 2021

Env Prog and Sustain Energy

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“…Lanzanova et al [18] evaluated the operation of a SI engine with direct injection of ethanol mixed with water (5-20% by volume), in which the higher content of water affected the rate of heat released, increasing the duration of combustion, reducing NOx emissions at the cost of higher UHC emissions. Costa et al [19] developed a methodology to design and experimentally characterize a homogenous pre-chamber torch ignition system, fed with hydrated ethanol (6 to 7% water by weight) with excess air for an SI engine. Fuel conversion efficiency increased by 5.4%, with specific consumption decreasing by 22%, achieving a decrease in NOx emissions.…”

Section: Introductionmentioning

confidence: 99%

Life Cycle and Exergoenvironmental Analyses of Ethanol: Performance of a Flex-Fuel Spark-Ignition Engine at Wide-Open Throttle Conditions

2022

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The growth in the number of vehicles circulating has led to a proportional increase in polluting gas emissions. Bioenergy can be used to help meet these increasing energy demands and mitigate environmental impacts. This work verified the effect of the content of ethanol on the exergy and exergoenvironmental analyses of a spark-ignition engine. Different gasoline–ethanol mixtures were tested along with hydrous ethanol (4.6% water by volume). The thermodynamic data refer to wide-open throttle conditions and variable engine speeds. The life cycle assessment methodology quantified the environmental impacts associated with equipment and fuel using the Eco-indicator 99 method. Pollutants emitted during combustion were measured and included in the environmental assessment (nitrogen oxides, carbon monoxide, and dioxide). Hydrous ethanol at 1500 rpm presented the highest energy efficiency. The effects of the environmental impact rate of pollutant formation and exergy efficiency were significantly higher than the environmental impact rate of fuel. The lowest specific environmental impact of the product (brake power) was 24.39 mPt/MJ, obtained with the fuel blend with 50% ethanol at 2500 rpm. The combined evaluation of the exergoenvironmental factor and the relative difference in environmental impact indicated the optimization priorities and where improvements should be directed.

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“…The pressure buildup in the pre-chamber provides the driving force required for the pre-chamber jets to penetrate the main chamber. In 2019, da Costa et al [17] tested various pre-chamber geometries with different nozzle hole configurations. The experiments were conducted with gasoline (RON 92), and the combustion stability limit (CoV of IMEPg 5%) is exceeded at global-λ 2.2.…”

Section: Introductionmentioning

confidence: 99%

Analysis of Fuel Properties on Combustion Characteristics in a Narrow-Throat Pre-Chamber Engine

Hlaing

Marquez

Burgos

et al. 2021

SAE Int. J. Adv. & Curr. Prac. in Mobility

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In this study, the authors investigated the effect of fuel properties on the combustion characteristics by employing methane, methanol, ethanol, and primary reference fuels (PRFs) as the main chamber fuel while using methane for the pre-chamber. Global excess air ratios (λ) from 1.6 to lean limit were tested, while 13% of total fuel energy supplied to the engine was delivered via the pre-chamber. The gaseous methane was injected into the pre-chamber at the gas exchange top-dead-center (TDC). Port fuel injection was tested with both open and closed inlet valves. The pre-chamber assembly was designed to fit into the diesel injector pocket of the base engine, which resulted in a narrow throat diameter of 3.3 mm. The combustion stability limit was set at 5% of the coefficient of variation of gross IMEP, and the knock intensity limit was set at 10 bar. GT-Power software was used to estimate the composition of pre-chamber species and was used in heat release analysis of the two chambers. It was found that the rich limit was controlled by engine knock. Hence a higher reactivity fuel (lower octane) had to be operated leaner. However, with the increasing reactivity, the lean limit was also extended, while the peak efficiency was also obtained with a leaner mixture. With PRF 90, the lean limit was at global-λ = 3.0, while the limit was 2.3 with methane. The alcohol fuels exhibited a different behavior from the methane and the PRFs. Ethanol has the same lean limit as PRF100, but methanol could be operated up to global-λ = 3.2. The pre-chamber combustion did not change much with the different fuels in the main chamber, so the combustion stability trends must be related to the transition from burning jets to ignition of the main chamber charge and its subsequent combustion.

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Development of a homogeneous charge pre-chamber torch ignition system for an SI engine fuelled with hydrous ethanol

Cited by 40 publications

References 56 publications

Improvement of performance and emission in a lean‐burn gas fueled spark ignition engine by using a new pre‐chamber

Improvement of performance and emission in a lean‐burn gas fueled spark ignition engine by using a new pre‐chamber

Life Cycle and Exergoenvironmental Analyses of Ethanol: Performance of a Flex-Fuel Spark-Ignition Engine at Wide-Open Throttle Conditions

Analysis of Fuel Properties on Combustion Characteristics in a Narrow-Throat Pre-Chamber Engine

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