Fuel and Additive Influence on the Ion Current

Reinmann, Raymond; Saitzkoff, André; Lassesson, Bengt; Strandh, Petter

doi:10.4271/980161

Cited by 25 publications

(9 citation statements)

References 8 publications

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“…In SI engines spark plugs have been used for knock and misfire detection for a long time [9,10,11]. The basic principle of ion current sensing is that a voltage is applied over an electrode gap inserted in the combustion chamber.…”

Section: Introductionmentioning

confidence: 99%

Fuel Effects on Ion Current in an HCCI Engine

Vressner¹,

Hultqvist²,

Tunestål³

et al. 2005

SAE Technical Paper Series

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An interest in measuring ion current in Homogeneous Charge Compression Ignition (HCCI) engines arises when one wants to use a cheaper probe for feedback of the combustion timing than expensive piezo electric pressure transducers. However the location of the ion current probe, in this case a spark plug, is of importance for both signal strength and the crank angle position where the signal is obtained. Different fuels will probably affect the ion current in both signal strength and timing and this is the main interest of this investigation. The measurements were performed on a Scania D12 engine in single cylinder operation and ion current was measured at 7 locations simultaneously. By arranging this setup there was a possibility to investigate if the ion current signals from the different spark plug locations would correlate with the fact that, for this particular engine, the combustion starts at the walls and propagates towards the centre of the combustion chamber. The fuels investigated were isooctane, nheptane, PRF80, gasoline, diesel, ethanol and methanol. A special interest was how the ion current timing was affected by low temperature reactions, which were present with the n-heptane and diesel fuels as well as mixtures of isooctane and n-heptane, i.e.PRF80. The most interesting results were that ion current is both affected by the ion current probe location in the combustion chamber and the fuel used. Fuels with higher octane number seem to provoke ion current more easily, thus with LTR fuels as n-heptane and diesel ion current was only achieved at richer mixtures. The cycle to cycle variations of ion current increased with leaner mixtures. Ion current was also affected by combustion phasing and engine speed.

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Section: Introductionmentioning

confidence: 99%

Fuel Effects on Ion Current in an HCCI Engine

Vressner¹,

Hultqvist²,

Tunestål³

et al. 2005

SAE Technical Paper Series

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“…Outro parâmetro que influencia o sinal da corrente iônica é a mistura ar/combustível. Reinmann et al (1998) 0,85 (REINMANN et al, 1998).…”

Section: Mistura Ar/combustívelunclassified

“…Fonte: (Reinmann et al, 1998). Gao et al (2012) Fonte: (Reinmann et al, 1998) Gao et al 2015 A roda fônica está conectada ao eixo de manivelas e é constituída de uma roda dentada com total de 58 dentes e uma falha (Figura 23d) correspondente ao espaço de 2 dentes.…”

Section: Mistura Ar/combustívelunclassified

“…(2) Rotação -RPM. (ANDERSSON, 2002;REINMANN et al, 1998). Esta incerteza não tem impedido o uso da corrente iônica como ferramenta de pesquisas empíricas.…”

Section: Introductionunclassified

“…O segundo pico, fase pós chama, também conhecido como pico térmico, recebeu esse nome devido a uma abordagem que sugere que a ionização térmica do óxido nítrico seja a fonte de carga livre na câmara de combustão, devido à alta correlação entre a posição deste segundo pico com a pressão dentro do cilindro do motor (ANDERSSON, 2002;GAO et al, 2015). Fonte: (Reinmann et al, 1998).…”

Section: Introductionunclassified

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Identificação dos fenômenos de combustão e detonação em um motor ciclo Otto através da corrente iônica.

Lima¹

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The laws that restrict pollutant emission levels and the competition among manufacturers fostered the development of more efficient internal combustion engine management systems. However, the lack of sensors to identify the properties of combustion, and which are economically viable, hinders the development of new systems. In order to address such limitations, this investigation proposes using the ionic current sensor with two purposes: identification of combustion and knock phenomena. The combustion identification is currently identified by the camshaft position sensor installed in the motor, which becomes more expensive for the management system. An alternative is using the spark plug, already installed inside the engine cylinder, such as ionization sensor of air/fuel mixture during combustion. Comparing the area under the curve of the ion current signal during combustion to the area under the curve during admission, it was found that it is feasible the use of ionic current signal to replace one feature of the camshaft position sensor. Concerning the identification of the knock phenomenon, it was shown that the use of the ionic current sensor allows the removal of the knock sensor. For this, the correlation between the energy signal in a frequency range of the ionic current harmonic with the energy of the signal from the knock sensor was performed Therefore, the use of spark plugs as sensors is very promising, in replacement to two existing sensors. Moreover, the positive results provide opportunities for new applications and researches.

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