Experimental experience of cold starting a spark ignition UAV engine using low volatility fuel

Hooper, P. R.

doi:10.1108/aeat-09-2014-0137

Cited by 23 publications

(6 citation statements)

References 18 publications

(21 reference statements)

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“…If the fuel film compensation is too rich, the mass ratio of fuel to air will be quite high, which will result in poor fuel economy and increased emissions (Kousoulidou et al , 2013; Cárdenas et al , 2015). Meanwhile, it is an effective method to preheat the engine cylinders with glow plugs (Hooper, 2017a, 2017b).…”

Section: Introductionmentioning

confidence: 99%

Study of low load performance on a two-stroke direct injection spark ignition aero-piston engine fuelled with diesel

Liu

Wei

2020

AEAT

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Purpose The purpose of this paper is to investigate power performance, economy and hydrocarbons (HC)/carbon monoxide (CO) emissions of diesel fuel on a two-stoke direct injection (DI) spark ignition (SI) engine. Design/methodology/approach Experimental study was carried out on a two-stroke SI diesel-fuelled engine with air-assisted direct injection, whose power performance and HC/CO emissions characteristics under low-load conditions were analysed according to the effects of ignition energy, ignition advance angle (IAA), injection timing angle and excess-air-ratio. Findings The results indicate that, for the throttle position of 10%, a large IAA with adequate ignition energy effectively increases the power and decrease the HC emission. The optimal injection timing angle for power and fuel consumption is 60° crank angle (CA) before top dead centre (BTDC). Lean mixture improves the power performance with the HC/CO emissions greatly reduced. At the throttle position of 20%, the optimal IAA is 30°CA BTDC. The adequate ignition energy slightly improves the power output and greatly decreases HC/CO emissions. Advancing the injection timing improves the power and fuel consumption but should not exceed the exhaust port closing timing in case of scavenging losses. Burning stoichiometric mixture achieves maximum power, whereas burning lean mixture obviously reduces the fuel consumption and the HC/CO emissions. Practical implications Gasoline has a low flash point, a high-saturated vapour pressure and relatively high volatility, and it is a potential hazard near a naked flame at room temperature, which can create significant security risks for its storage, transport and use. The authors adopt a low volatility diesel fuel for all vehicles and equipment to minimise the number of different devices using various fuels and improve the potential military application safety. Originality/value Under low-load conditions, the two stroke port-injected SI engine performance of burning heavy fuels including diesel or kerosene was shown to be worse than those of gasoline. The authors have tried to use the DI method to improve the performance of the diesel-fuelled engine in starting and low-load conditions.

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Section: Introductionmentioning

confidence: 99%

Study of low load performance on a two-stroke direct injection spark ignition aero-piston engine fuelled with diesel

Liu

Wei

2020

AEAT

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“…Additionally, the manufacturing cost of kerosene is comparatively low considering its widespread application in the current aviation industry [13]. Aviation kerosene and light diesel can also temporarily serve as the fuel supply for land vehicles, showing its good universality [15,16]. Based on the above reasons, the transition from regular gasoline to heavy fuel can be observed in the research field of power fuel for small and medium-sized UAVs [17].…”

Section: Introductionmentioning

confidence: 99%

Investigation on the Performance Characteristics of 2-Stroke Heavy Fuel Light Aeroengine (2SHFLA) with Different Fuel Injection Systems: Modeling and Comparative Simulation

Qiao

Zhong

et al. 2020

Energies

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Extensive application of small and medium-sized unmanned aerial vehicles (UAVs) have already made the development of corresponding power system a research hotspot nowadays. Two-stroke heavy fuel light aeroengine (2SHFLA) is selected as the research focus in this paper. The working principle of 2SHFLA with different fuel injection systems is elaborated systematically. By dividing the initial prototype engine into several subsystems, the simulation platform is set up with its key model parameters accurately calibrated against the test data. Simulation platforms of the other two types of engines are subsequently constructed based on the pre-calibrated simulation platform of the initial prototype engine. Afterwards, comparative simulation is performed and the corresponding simulation results include: (1) comparison of performance characteristics of the initial prototype engine fueled with regular gasoline/heavy fuel; (2) comprehensive comparison of the performance characteristics of all the three types of engine.

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“…This has been an area of active research, and several companies have introduced products onto the market. Practical application has confirmed that a gasoline piston engine can work well while applying kerosene-based fuel as a raw material (Li and Wei, 2012;Hooper and Al, 2012;Hooper, 2017).…”

Section: Introductionmentioning

confidence: 99%

“…Based on stratified charge technology, such engines can burn a variety of fuels including gasoline, kerosene and diesel, and start up smoothly without auxiliary measures required at low temperature. The stepped piston engine designed and developed by Bernard Hooper Engineering, Ltd was shown to have the ability to work well with kerosene-based fuel (Hooper, 2001(Hooper, , 2017. Two-stroke aircraft engines operated at 20 to 50 hp were converted to run on JP8 fuel using the Sonex Combustion System developed by Sonex Research, Inc.…”

Section: Introductionmentioning

confidence: 99%

Combustion characteristics of a two-stroke spark ignition UAV engine fuelled with gasoline and kerosene (RP-3)

Miao

et al. 2018

AEAT

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Purpose The purpose of this paper is to compare the combustion characteristics, including the combustion pressure, heat release rate (HRR), coefficient of variation (COV) of indicated mean effective pressure (IMEP), flame development period and combustion duration, of aviation kerosene fuel, namely, rocket propellant 3 (RP-3), and gasoline on a two-stoke spark ignition engine. Design/methodology/approach This paper is an experimental investigation using a bench test to reflect the combustion performance of two-stroke spark ignition unmanned aerial vehicle (UAV) engine on gasoline and RP-3 fuel. Findings Under low load conditions, the combustion performance and HRR of burning RP-3 fuel were shown to be worse than those of gasoline. Under high load conditions, the average IMEP and the COV of IMEP of burning RP-3 fuel were close to those of gasoline. The difference in the flame development period between gasoline and RP-3 fuel was similar. Practical implications Gasoline fuel has a low flash point, high-saturated vapour pressure and relatively high volatility and is a potential hazard near a naked flame at room temperature, which can create significant security risks for its storage, transport and use. Adopting a low volatility single RP-3 fuel of covering all vehicles and equipment to minimize the number of different devices with the use of a various fuels and improve the application safeties. Originality/value Most two-stroke spark ignition UAV engines continue to combust gasoline. A kerosene-based fuel operation can be applied to achieve a single-fuel policy.

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Experimental experience of cold starting a spark ignition UAV engine using low volatility fuel

Cited by 23 publications

References 18 publications

Study of low load performance on a two-stroke direct injection spark ignition aero-piston engine fuelled with diesel

Study of low load performance on a two-stroke direct injection spark ignition aero-piston engine fuelled with diesel

Investigation on the Performance Characteristics of 2-Stroke Heavy Fuel Light Aeroengine (2SHFLA) with Different Fuel Injection Systems: Modeling and Comparative Simulation

Combustion characteristics of a two-stroke spark ignition UAV engine fuelled with gasoline and kerosene (RP-3)

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