Analysis of the combustion process in a lean-burning turbulent jet ignition engine fueled with methane

Distaso, Elia; Amirante, Riccardo; Cassone, Egidio; Palma, P. De; Sementa, Paolo; Tamburrano, Paolo; Vaglieco, Bianca Maria

doi:10.1016/j.enconman.2020.113257

Cited by 52 publications

(19 citation statements)

References 60 publications

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“…Therefore, several researchers have explored alternate ignition systems that provide greater flexibility over conventional ignition systems. These alternate ignition systems include laser ignition (LI) (Vasile and Pavel 2021;Singh et al 2020;Kumar and Agarwal 2020;Wermer et al 2021;, turbulent jet ignition Gholamisheeri et al 2017;Taskiran 2020;Distaso et al 2020;Biswas and Ekoto 2019), corona ignition (Cimarello et al 2017;Cruccolini et al 2020;Vinogradov et al 2008), and microwave ignition (Hwang et al 2017(Hwang et al , 2021Chen et al 2020). These are also referred to as advanced ignition systems.…”

Section: Evolution Of Ignition Systemmentioning

confidence: 99%

“…For the engine application of TJI, a compact prechamber is made in the vicinity of the spark plug in the cylinder head. Distaso et al performed a numerical study to analyze a methane fuelled engine (Distaso et al 2020). 3D CFD study is essential to understand the mixture characteristics and in-cylinder combustion behaviour.…”

Section: Turbulent Jet Ignition Engine Characteristicsmentioning

confidence: 99%

“…Figure 9.17a-f represents the simulated results of TKE and the streamline pattern. For differentiating the stream traces, combustion event was categorised as filling and scavenging (150-134 CAD bTDC), mixing (134-22 CAD bTDC), flame propagation (22-7 CAD bTDC), ejection (14.4-4 CAD bTDC), re-burning (4-16 CAD bTDC), and expulsion and Extraction (16-172 CAD bTDC) (Distaso et al 2020). Figure 9.17a shows the fuel injection in the prechamber, where the scavenging happens to expel some trapped residual gas.…”

Section: Turbulent Jet Ignition Engine Characteristicsmentioning

confidence: 99%

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Fundamentals, Evolution, and Modeling of Ignition Systems for Spark Ignition Engines

Kumar

Ágarwal

2021

Energy, Environment, and Sustainability

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The advancement of technologies has led researchers to explore new ways to comply with stringent emission norms globally and fulfil the energy requirements. The trends in engine development favour computational studies for initial investigations due to lesser time demand and economy. In a spark ignition (SI) engine, ignition of the fuel-air mixture is achieved by the spark discharge across the spark plug electrodes. The discharge is of very high intensity for a very short interval, providing sufficient energy in the form of plasma kernel to initiate chemical reactions necessary to generate a self-sustaining flame. Direct injection SI combustion system is considered an upcoming next-generation technology capable of meeting stringent emission norms with improved engine performance. Conventional spark plug system undergoes various issues such as erosion of spark plug, heat losses at the electrodes, hindrance in working at high in-cylinder pressures, and fixed spark location. Therefore, the researchers explore alternate ignition concepts/ systems that provide greater flexibility than conventional ignition systems. These alternate ignition concepts/ systems include laser ignition, turbulent jet ignition, corona ignition, and microwave ignition. These all are also referred to as advanced ignition systems. Advanced ignition has emerged as an alternative way to ignite leaner fuel-air mixture owing to higher engine performance and lower emissions. These systems offer significant advantages; however, they are still under research, and many challenges need to be overcome before they are commercialized. In this chapter, the evolution of the spark ignition systems has been discussed. Modelling aspects of spark ignition engines using 1D and 3D simulation tools have been summarised. The working of these advanced ignition systems has been discussed in detail, and their challenges are also summarised.

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Section: Evolution Of Ignition Systemmentioning

confidence: 99%

Section: Turbulent Jet Ignition Engine Characteristicsmentioning

confidence: 99%

Section: Turbulent Jet Ignition Engine Characteristicsmentioning

confidence: 99%

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Fundamentals, Evolution, and Modeling of Ignition Systems for Spark Ignition Engines

Kumar

Ágarwal

2021

Energy, Environment, and Sustainability

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“…The increasing need to reduce the consumption of fossil fuels drives the search for alternative energy sources for transport means. Currently alternative fuels can be divided into different types, one of which being gaseous fuels, which due to their properties can be used in new combustion systems (such as Turbulent Jet Ignition (TJI) [6,25], homogeneous charge compression ignition (HCCI) [34] and reactivity controlled compression ignition (RCCI) [36]). Among these fuels, methane, which is a component of natural gas, is currently the most widely used.…”

Section: Introductionmentioning

confidence: 99%

Use of hydrogen fuel in drive systems of rail vehicles

Pielecha¹,

Engelmann²,

Czerwiński³

et al. 2022

Rail Vehicles/Pojazdy Szynowe

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The search for substitutes for modern fossil fuels incentivises the use of new propulsion systems (hybrid or electric) and the use of new fuels (gaseous, mainly hydrogen). The article discusses the basic issues related to hydrogen fuel: from its extraction, through the discussion of its properties to its use and applications. Analyzes of the energy consumption involved in its extraction or production were presented, classifying hydrogen in those terms. Great emphasis was placed on design solutions for the use of hydrogen in internal combustion engines, together with discussing the concept of its combustion. The methods of storing hydrogen in a condensed and compressed form were also presented, indicating at the same time the most modern solutions available, such as mixed systems – storage in cryo-compressed form. It has been shown that the combustion of hydrogen in internal combustion engines increases their efficiency, and at the same time significantly reduces the exhaust emissions of toxic gases – including the emission of nitrogen oxides.

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“…However, as for the high-pressure natural gas jet, it is a turbulent gas flow with a high Reynolds number. The turbulent methane gas jet may experience dilution in a small volume, and the mixture is not uneven but forms a stratification . As the high-pressure natural gas jet continuously penetrates forward along the jet direction, entrainment occurs and enlarges the size of the jet to form a jet cone, but the gas jet velocity and kinetic energy continue to decrease and the mass flow increases.…”

Section: Introductionmentioning

confidence: 99%

Experimental Study on Entrainment Characteristics of High-Pressure Methane Free Jet

et al. 2021

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Entrainment occurs during the high-pressure gas jet process, which is crucial for a natural gas direct injection engine. This study presents an experimental investigation on the high-pressure methane jet from one single-hole injector and proposes a method to obtain the entrainment mass flow rate based on kinetic energy conservation. The entrainment is related to three variables, i.e., spring plate moving distance Δ x , gas jet mass at the nozzle outlet m n , and gas jet velocity u 1 . A spring-set test rig is built to measure the spring plate moving distance Δ x , and the schlieren method is adopted to test the gas jet velocity u 1 based on a constant-volume bomb (CVB) optical test rig; finally, the weight method is used to obtain the methane gas jet mass at the nozzle outlet m n . This combined measuring method is verified to be valid in the near field to the nozzle. The results show that the methane jet mass flow rate gradually increases along the jet direction and has a two-zone entrainment process. Zone I: near field ( Lr < 10), the methane jet mass flow rate linearly increases up to the maximum; in the nozzle exit field ( Lr < 1), it is conserved, and no entrainment occurs. Zone II: far field ( Lr ≥ 10), the jet mass flow rate maintains the maximum, and the entrainment becomes saturated with a saturation value larger than the initial value at the nozzle outlet. The entrainment rate experiences three stages, linearly increasing in stage I and early stage II but not in late stage II and stage III. The methane injection pressure causes great effects on the mass flow rate and entrainment. As the injection pressure increases, the methane jet mass flow rate increases linearly, but the entrainment rate decreases.

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Analysis of the combustion process in a lean-burning turbulent jet ignition engine fueled with methane

Cited by 52 publications

References 60 publications

Fundamentals, Evolution, and Modeling of Ignition Systems for Spark Ignition Engines

Fundamentals, Evolution, and Modeling of Ignition Systems for Spark Ignition Engines

Use of hydrogen fuel in drive systems of rail vehicles

Experimental Study on Entrainment Characteristics of High-Pressure Methane Free Jet

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