Improving the Fuel Economy of Stoichiometrically Fuelled S.I. Engines by Means of EGR and Enhanced Ignition - A Comparison of Gasoline, Methanol and Natural Gas

Neame, Ghabi R.; Gardiner, David; Mallory, Robert W.; Rao, V.V. Bapeswara; Bardon, M. F.; Battista, V.

doi:10.4271/952376

Cited by 33 publications

(11 citation statements)

References 21 publications

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“…Apart from the benefits induced by knock resistance, the elevated burning velocity and wider flammability limits of light alcohols open up some alternative options for load control, especially for methanol [148,167]. Pannone et al [168] have published results from an experimental turbocharged lean-burn methanol engine.…”

Section: Dedicated Methanol Enginesmentioning

confidence: 99%

Methanol as a fuel for internal combustion engines

Verhelst

Turner

Sileghem

et al. 2019

Progress in Energy and Combustion Science

694

208

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Transportation of people and goods largely relies on the use of fossil hydrocarbons, contributing to global warming and problems with local air quality. There are a number of alternatives to fossil fuels that can avoid a net carbon emission and can also decrease pollutant emissions. However, many have significant difficulty in competing with fossil fuels due to either limited availability, limited energy density, high cost, or a combination of these. Methanol (CH 3 OH) is one of these alternatives, which was demonstrated in large fleet trials during the 1980s and 1990s, and is currently again being introduced in various places and applications. It can be produced from fossil fuels, but also from biomass and from renewable energy sources in carbon capture and utilization schemes. It can be used in pure form or as a blend component, in internal combustion engines (ICEs) or in direct methanol fuel cells (DMFCs). These features added to the fact it is a liquid fuel, making it an efficient way of storing and distributing energy, make it stand out as one of the most attractive scalable alternatives. This review focuses on the use of methanol as a pure fuel or blend component for ICEs. First, we introduce methanol historically, briefly introduce the various methods for its production, and summarize health and safety of using methanol as a fuel. Then, we focus on its use as a fuel for ICEs. The current data on the physical and chemical properties relevant for ICEs are reviewed, highlighting the differences with fuels such as ethanol and gasoline. These are then related to the research reported on the behaviour of methanol and methanol blends in spark ignition and compression ignition engines. Many of the properties of methanol that are significantly different from those of for example gasoline (such as its high heat of vaporization) lead to advantages as well as challenges. Both are extensively discussed. Methanol's performance, in terms of power output, peak and part load efficiency, and emissions formation is summarized, for so-called flex-fuel engines

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Section: Dedicated Methanol Enginesmentioning

confidence: 99%

Methanol as a fuel for internal combustion engines

Verhelst

Turner

Sileghem

et al. 2019

Progress in Energy and Combustion Science

694

208

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“…Within the EGR system, pumping is enhanced by increased intake manifold pressure, and the system heat loss can be minimized by recycling the hot exhaust gases. The performance of the current EGR technique can be improved by feeding uniformly mixed and equally distributed EGR gases into the multi-cylinder engine; for non-uniformity limits the degree to which NO x emission can be lowered and, generally, has a negative influence on the engine cycle and fuel consumption rate [1][2][3][4][5]. For a single system, EGR gases are fed into the intake manifold of the air stream from the side; see Fig.…”

Section: Introductionmentioning

confidence: 99%

Numerical studies on the mixing characteristics of exhaust gas recirculation gases with air, and their dependence on system geometries in four-cylinder engine applications

Kim

Yoon

et al. 2009

Proceedings of the Institution of Mechanical Engineers, Part D:

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To achieve low nitrogen oxide (NO x ) emissions and combustion reliability, the variation in the geometry of the exhaust gas recirculation (EGR) system should be optimized. However, the layout process essentially fixes the position of a conventional EGR system, and modifying the intake manifold geometry tends to be economically unjustifiable for a commercial engine. In the present study, two types of EGR system, namely 'linked single' and 'individual' EGR systems, are proposed and their performances are evaluated numerically. Parametric studies were performed using a three-dimensional numerical model to assess the mixing uniformity of the intake air and EGR gases. The distribution of the mixed gases into the four runners, which force the mixed gases into the four combustion cylinders, is predicted. Three different geometries of the EGR system are considered: single, side-feed individual, and top-feed individual configurations. These geometries reflect the means by which the EGR gases are supplied into the four cylinders. These three configurations are called cases A, B, and C respectively, and their corresponding detailed geometries are identified as A1 to A9, B1 to B17, and C1 to C10, which give a total of 36 computational runs. It was found that case A5 with a hole angle of 60u yielded the most optimal operating mixing and distribution condition. In general, the single systems were found to be superior to the individual systems, among which the top-feed system tended to be slightly more advantageous for mixing than the side-feed individual system owing to the symmetric supply of the top-feed system. The flow of the throttle-valve system, which controls the mass flowrate of the intake air, was used as the validation case; Hyundai-Kia Motor Co. provided the experimental data, which were compared with the computational results.

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“…showed that for the same given engine and ignition system, NG exhibited a comparatively poor dilution tolerance relative to gasoline and methanol [18]. While it is accepted that dilution tolerance is generally poor with NG PFI, DI offers unique opportunities.…”

Section: Discussionmentioning

confidence: 99%

“…Neame et al used an automotive PFI V6 engine to investigate the effects of improving fuel economy using EGR and advanced ignition systems, while running gasoline, methanol and natural gas [18]. The fuels used in this study represented a broad spectrum of laminar burning velocity found in automotive fuels; natural gas having a low laminar burning velocity while methanol having a high laminar burning velocity.…”

Section: Part-load Dilution Tolerancementioning

confidence: 99%

Impact of Natural Gas Direct Injection on Thermal Efficinecy in a Spark Ignition Engine

Sevik¹

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Improving the Fuel Economy of Stoichiometrically Fuelled S.I. Engines by Means of EGR and Enhanced Ignition - A Comparison of Gasoline, Methanol and Natural Gas

Cited by 33 publications

References 21 publications

Methanol as a fuel for internal combustion engines

Methanol as a fuel for internal combustion engines

Numerical studies on the mixing characteristics of exhaust gas recirculation gases with air, and their dependence on system geometries in four-cylinder engine applications

Impact of Natural Gas Direct Injection on Thermal Efficinecy in a Spark Ignition Engine

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