The Feasibility of a Kerosene Fueled Spark Ignited Two-Stroke Engine

Suhy, Patrick J.; Evers, Lawrence W.; Morgan, Edward J.; Wank, Julie E.

doi:10.4271/911846

Cited by 23 publications

(5 citation statements)

References 5 publications

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“…Minimum breakdown voltage is the minimum under a certain value of , formula (1) gives the average conditions to achieve self-sustained discharge.…”

Section: Effect Of Spark Plug On the Engine Firementioning

confidence: 99%

“…Because kerosene has low flash point, high viscosity, not easily volatile compared with gasoline, the cold start of kerosene engine is very difficult. The usual method is preheating air, fuel or engine cylinder, atomizing fuel, and increasing the ignition energy [1] . Improve the engine cold start performance is very important not only because the bad cold starting of the engine will cause the bad emissions of the engine, but also because of the increasingly stringent emission regulations [2] .…”

Section: Introductionmentioning

confidence: 99%

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Study on the Ignition Factor of Piston Kerosene Engine

Yan

2013

AMR

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After the fuel changed fromgasoline to kerosene of internal combustion engine, the engine cold startperformance is poor due to the poor spray evaporation of kerosene fuel. In thepaper, the ignition factors are to be analyzed based on the gas dischargetheory. Improving the spark plug discharge and increasing the ignition energyare used to improve the cold start performance of engine. The experimentalresults show that the method can improve the cold start performance of engine,which provides the basis for the engine burning kerosene fuel

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“…Minimum breakdown voltage is the minimum under a certain value of , formula (1) gives the average conditions to achieve self-sustained discharge.…”

Section: Effect Of Spark Plug On the Engine Firementioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Study on the Ignition Factor of Piston Kerosene Engine

Yan

2013

AMR

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“…At the low throttle position, the engine showed no adverse effects, and the knock combustion was evident at the medium and wide-open throttle (WOT). To avoid excessive knock, the excess air ratio must be rich, and the ignition timing should be retarded (Suhy et al, 1991). Meanwhile, the feasibility of burning JP-5 kerosene fuel was discussed on a direct-injected two-stroke SI engine with stratified combustion.…”

Section: Introductionmentioning

confidence: 99%

Knock combustion investigation on a two-stroke spark ignition UAV engine burning RP-3 kerosene fuel

Sheng

et al. 2019

AEAT

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Purpose The purpose of this paper is to investigate the knock combustion characteristics, including the combustion pressure, heat release rate (HRR) and knock intensity of aviation kerosene fuel, that is, Rocket Propellant 3 (RP-3), on a port-injected two-stoke spark ignition (SI) engine. Design/methodology/approach Experimental investigation using a bench test and the statistical analysis of data to reflect the knock combustion characteristics of the two-stroke SI unmanned aerial vehicle (UAV) engine on RP-3 kerosene fuel. Findings Under the full load condition of 4,000 rpm, at the ignition timing of 25 degree of crank angle (°CA) before top dead centre (BTDC), the knock combustion is sensitive to the thinner mixture; therefore, the knock begins to occur when the excess air ratio is larger than 1.0. When the excess air ratio is set as 1.2, the knock obviously appears with the highest knock intensity. At the excess air ratio of 1.2, better engine performance is obtained at the ignition timing range of 20-30 °CA BTDC. However, the ignition timing at 30° CA BTDC significantly increases the peak combustion pressure and knock intensity with the advancing heat release process. 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 single RP-3 kerosene fuel for all vehicles and equipment to minimise the number of different devices using various fuels and improve the military application safety. Originality/value Most two-stroke SI UAV engines for military applications burn gasoline. A kerosene-based fuel for stable engine operation can be achieved because the knock combustion can be effectively suppressed through the combined adjustment of the fuel amount and spark timing.

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“…The converted engines produce the same power output as a stock engine operating on gasoline (Duddy et al, 2011). Suhy et al (1991) studied the feasibility of burning kerosenebased fuel for a two-stroke SI engine. Their research indicated that the engine performance when burning kerosene fuel under all working conditions is equivalent to that of gasoline using a conventional injector.…”

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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The Feasibility of a Kerosene Fueled Spark Ignited Two-Stroke Engine

Cited by 23 publications

References 5 publications

Study on the Ignition Factor of Piston Kerosene Engine

Study on the Ignition Factor of Piston Kerosene Engine

Knock combustion investigation on a two-stroke spark ignition UAV engine burning RP-3 kerosene fuel

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

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