Gasoline Fueled Pre-Chamber Ignition System for a Light-Duty Passenger Car Engine with Extended Lean Limit

Stadler, Andreas; Wessoly, Maximilian; Blochum, Sebastian; Härtl, Martin; Wachtmeister, Georg

doi:10.4271/03-12-03-0022

Cited by 31 publications

(13 citation statements)

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“…The design of the PC system was governed by the constraints imposed by the research engine combustion chamber design, cylinder head layout and manufacturing possibilities at disposal. The target was to keep the main parameters of the ignition chamber of the PC system within the limits suggested in the literature [9,23]. The dimensions of the initial orifice cap are listed in Table 2.…”

Section: Pre-chamber Designmentioning

confidence: 99%

“…Hence, engines that use such an ignition concept are usually called turbulent jet ignition (TJI) engines [8]. The geometrical parameters of the pre-chamber, such as the volume and number of pre-chamber nozzles, and its orientation and diameter, affect the lean ignition limit, combustion stability, emissions, and, consequently, engine performance as well [9]. The total number of parameters (operating and geometrical) that affect engine performance is increased compared to conventional SI engines, and the application of numerical simulations can be a useful approach in defining the most favorable parameters that result in the best engine performance.…”

Section: Introductionmentioning

confidence: 99%

“…The literature overview indicates that pre-chamber geometries in TJI engines are usually designed by a trial and error method, where several pre-chamber designs are investigated experimentally, and then TJI engine performance is compared [9,21]. Since the pre-chamber geometry includes several parameters, such as volume, neck diameter, orifice diameter, orifice number and orientation, several pre-chamber variants used within the trial and error method cannot guarantee that the most favorable design is really found.…”

Section: Introductionmentioning

confidence: 99%

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Optimization of Pre-Chamber Geometry and Operating Parameters in a Turbulent Jet Ignition Engine

et al. 2022

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A turbulent jet ignition engine enables operation with lean mixtures, decreasing nitrogen oxide (NOX) emissions up to 92%, while the engine efficiency can be increased compared to conventional spark-ignition engines. The geometry of the pre-chamber and engine operating parameters play the most important role in the performance of turbulent jet ignition engines and, therefore, must be optimized. The initial experimental and 3D CFD results of a single-cylinder engine fueled by gasoline were used for the calibration of a 0D/1D simulation model. The 0D/1D simulation model was upgraded to capture the effects of multiple flame propagations, and the evolution of the turbulence level was described by the new K-k-ε turbulence model, which considers the strong turbulent jets occurring in the main chamber. The optimization of the pre-chamber volume, the orifice diameter, the injected fuel mass in the pre-chamber and the spark timing was made over 9 different operating points covering the variation in engine speed and load with the objective of minimizing the fuel consumption while avoiding knock. Two optimization methods using 0D/1D simulations were presented: an individual optimization method for each operating point and a simultaneous optimization method over 9 operating points. It was found that the optimal pre-chamber volume at each operating point was around 5% of the clearance volume, while the favorable orifice diameters depended on engine load, with optimal values around 2.5 mm and 1.2 mm at stoichiometric mixtures and lean mixtures, respectively. Simultaneous optimization of the pre-chamber geometry for all considered operating points resulted in a pre-chamber volume equal to 5.14% of the clearance volume and an orifice diameter of 1.1 mm.

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Section: Pre-chamber Designmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Optimization of Pre-Chamber Geometry and Operating Parameters in a Turbulent Jet Ignition Engine

et al. 2022

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“…The two volumes are connected through a small diameter duct or through small orifices, whose sizing is crucial [7], as they determine the shape and structure of the jets which act as distributed ignition sources. The use of a pre-chamber is helpful in reducing the ignition delay and increasing the flame front propagation speed [8,9], thanks to the increase in turbulent transport phenomena. Such features allow the ignition of very lean premixed mixtures [10] without the use of in-cylinder stratification or dual-fuel systems as the reactivity of the mixture is increased.…”

Section: Introductionmentioning

confidence: 99%

Numerical Investigation on the Performance of a 4-Stroke Engine with Different Passive Pre-Chamber Geometries Using a Detailed Chemistry Solver

et al. 2022

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Pre-chamber turbulent jet ignition represents one of the most promising techniques to improve spark ignition engines efficiency and reduce pollutant emissions. This technique consists of igniting the air-fuel mixture in the main combustion chamber by means of several hot turbulent flame jets exiting a pre-chamber. In the present study, the combustion process of a 4-stroke, gasoline SI, PFI engine equipped with a passive pre-chamber has been investigated through three-dimensional CFD (Computational Fluid Dynamics) analysis. A detailed chemistry solver with a reduced reaction mechanism was employed to investigate ignition and flame propagation phenomena. Firstly, the combustion model was validated against experimental data for the baseline engine configuration (i.e., without pre-chamber). Eventually, the validated numerical model allowed for predictive simulations of the pre-chamber-equipped engine. By varying the shape of the pre-chamber body and the size of pre-chamber orifices, different pre-chamber configurations were studied. The influence of the geometrical features on the duration of the combustion process and the pressure trends inside both the pre-chamber and main chamber was assessed and discussed. Since the use of a pre-chamber can extend the air-fuel mixture ignition limits, an additional sensitivity on the air-fuel ratio was carried out, in order to investigate engine performance at lean conditions.

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“…1 Moreover, it can be distinguished between torch and jet ignition concepts. [1][2][3] In case of torch ignition, the PC is connected to the main combustion chamber (MC) through orifices of which the diameter is large enough so that the flame does not quench in the orifices. Thus, a flame front enters the MC and its ignition starts directly at the PC.…”

Section: Introductionmentioning

confidence: 99%

Potential of alcohol fuels in active and passive pre-chamber applications in a passenger car spark-ignition engine

Burkardt

Wouters

Pischinger

2021

International Journal of Engine Research

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Both the shift from fossil to alternative fuels and the implementation of a pre-chamber combustion system allow for an increase in the efficiency of an internal combustion engine through optimizing its combustion process, while simultaneously reducing the engine-out emissions. The combination of alcohol-based fuels and pre-chamber combustion concepts has not been investigated on spark-ignition engines with high compression ratios in a passenger car size. This study presents investigations to show the potential in maximum achievable lean limit and net indicated efficiency. In particular, we present investigations of two alternative alcohol fuels on a direct-injection spark-ignition single-cylinder research engine for passenger car applications with a compression ratio of 16.4. The engine was operated with both an active and a passive pre-chamber, and the experimental results were compared to those of conventional spark-ignition operation. Direct injection was used for both the main combustion chamber and the pre-chamber. Methanol and ethanol were used as fuels for the main combustion chamber, whereas exclusively ethanol was used for the pre-chamber fueling. The performance of the alcohol fuels in all combustion configurations was evaluated in both part-load and high-load conditions. In particular, investigations of the combustion behavior over a variation of the excess air ratio at indicated mean effective pressures of 6 and 15 bar were performed. It can be concluded that with the use of methanol as fuel for the main combustion chamber, both higher excess air ratios and higher indicated efficiencies were achieved compared to the use of ethanol as the main combustion chamber fuel. In particular, a maximum net indicated efficiency of 48% at an excess air ratio of 2.0 was achieved with methanol. Moreover, active pre-chamber operation extended the lean limit to an excess air ratio of 2.3 compared to the maximum lean limit of 1.7 in passive pre-chamber operation.

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Gasoline Fueled Pre-Chamber Ignition System for a Light-Duty Passenger Car Engine with Extended Lean Limit

Cited by 31 publications

References 0 publications

Optimization of Pre-Chamber Geometry and Operating Parameters in a Turbulent Jet Ignition Engine

Optimization of Pre-Chamber Geometry and Operating Parameters in a Turbulent Jet Ignition Engine

Numerical Investigation on the Performance of a 4-Stroke Engine with Different Passive Pre-Chamber Geometries Using a Detailed Chemistry Solver

Potential of alcohol fuels in active and passive pre-chamber applications in a passenger car spark-ignition engine

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