Effects of Combustion and Emissions of Turbulent Jet Ignition with a Small-Volume Prechamber for a Gasoline Engine

Li, Yuhuai; Luo, Hengbo; Gao, Wenzhi; Chen, Hong; Zhan, Wenfeng; Du, Jiakun

doi:10.1061/(asce)ey.1943-7897.0000834

Cited by 8 publications

(8 citation statements)

References 23 publications

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“…The optimal operating lambda of a conventional spark ignition engine is approximately 1.4, but the active pre-chamber can increase it to 2.1. This represents a substantial improvement over the pre-chamber expansion lean limit reported in the previous literature . The maximum GITE of turbulent jet ignition in the pre-chamber is 48.37% (lambda = 2.13), and the corresponding ISFC is 176.20 g/kWh.…”

Section: Resultsmentioning

confidence: 60%

“…This represents a substantial improvement over the pre-chamber expansion lean limit reported in the previous literature. 17 The maximum GITE of turbulent jet ignition in the pre-chamber is 48.37% (lambda = 2.13), and the corresponding ISFC is 176.20 g/kWh. The maximum GITE of spark ignition is 44.67% (lambda = 1.4), and the ISFC is 190.81 g/kWh.…”

Section: Resultsmentioning

confidence: 96%

“…The optimal pre-chamber injection timing for the current pre-chamber configuration is 90° bTDC. Previous work has evaluated the amount of fuel injected prior to the chamber . In this study, the pre-chamber fuel injection pressure is 10 MPa, the injection pulse width is 0.25 milliseconds, and the fuel injection amount is about 0.353 mg. During the test, the corresponding main combustion chamber and pre-chamber fuel ratio is 6 ± 0.5%, which is slightly higher than the ratio of the volume of the pre-chamber to the main chamber (4.93%, CR = 14.5).…”

Section: Experimental Setup and Methodsmentioning

confidence: 99%

“…14 When the engine requires ignition, the injector in the pre- chamber enriches the lean mixture in the pre-chamber, followed by the ignition of the spark plug in the prechamber. 15 After establishing the pressure difference between the pre-chamber and the main combustion chamber, 16,17 the high-temperature combustion products are injected into the main chamber as hot jets through the pre-combustion chamber nozzle, igniting the lean mixture in the cylinder with extremely high ignition energy. 18,19 The lean burn performance of turbulent jet ignition natural gas engines was investigated by Zhao et al Active turbulent jet ignition can extend the lean burn limit to 2.1 and achieve a maximum indicated thermal efficiency of 45 %, according to the study.…”

Section: Introductionmentioning

confidence: 99%

“… 14 When the engine requires ignition, the injector in the pre-chamber enriches the lean mixture in the pre-chamber, followed by the ignition of the spark plug in the pre-chamber. 15 After establishing the pressure difference between the pre-chamber and the main combustion chamber, 16 , 17 the high-temperature combustion products are injected into the main chamber as hot jets through the pre-combustion chamber nozzle, igniting the lean mixture in the cylinder with extremely high ignition energy. 18 , 19 …”

Section: Introductionmentioning

confidence: 99%

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High Compression Ratio Active Pre-chamber Single-Cylinder Gasoline Engine with 50% Gross Indicated Thermal Efficiency

Zhan

Chen

et al. 2023

ACS Omega

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Active pre-chamber turbulent jet ignition with a high compression ratio has been demonstrated to be an effective method for significantly enhancing engine thermal efficiency. A dual modification of the combustion chamber and the pre-chamber was performed on an AVL 5400 single-cylinder Miller engine to achieve stable ultra-lean burn at a high compression ratio, and a breakthrough of 51.10% gross indicated thermal efficiency was achieved at the compression ratio of 16.4 and λ = 2.236. Spark ignition and pre-chamber turbulent jet ignition exhibit significant performance diversities under lean burn conditions. Pre-chamber turbulent jet ignition is able to significantly expand the lean burn limit of spark ignition to λ = 2.7 (CoV IMEP < 5%) at only the expense of an increased HC emission, while apparently reducing fuel consumption and nitrogen oxide emissions. With an increase in the compression ratio from 13.6 to16.4, spark ignition and pre-chamber turbulent jet ignition exhibit contradictory performance laws. The engine performance of a spark ignition engine decreases significantly as the compression ratio increases, whereas a pre-chamber jet ignition engine can still operate reliably at a high compression ratio with ultra-lean combustion. Within the scope of the test, the performance of the pre-chamber jet ignition engine is enhanced by a greater compression ratio. This improvement is primarily attributable to the reduction of heat transfer loss and exhaust energy loss under ultra-lean combustion, as determined by an analysis of the structure of power losses.

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Section: Resultsmentioning

confidence: 60%

Section: Resultsmentioning

confidence: 96%

Section: Experimental Setup and Methodsmentioning

confidence: 99%