Comparisons of hydrogen and gasoline combustion knock in a spark ignition engine

Szwaja, S.; Bhandary, K.R.; Naber, Jeffrey

doi:10.1016/j.ijhydene.2007.07.063

Cited by 101 publications

(32 citation statements)

References 23 publications

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“…For this ignition angle the maximum indicated pressure achieved, is equal to 0.91 MPa and the highest indicated efficiency is equal to 37.7%. Unfortunately, the consequence of using such a large ignition advance in the test engine causes the creation of combustion knock (Figs 7 and 8) [13,14].…”

Section: Results Of Modelingmentioning

confidence: 99%

Application of numerical modeling to optimize the thermal cycle of the internal combustion engine

Jamrozik¹,

Tutak²

2012

Sci. Res. Inst. Math. Comp. Sci.

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Abstract. The paper presents the results of numerical modeling of the complete thermal cycle of the Andoria 1hc102 test engine. Modeling was carried out in the AVL Fire program. Modeling was used in order to determine the optimal ignition angle of the test IC internal combustion (IC) engine. Model tests were carried out for the spark ignition (SI) engine to operate with excess air ratio equal to λ = 1.2. As a criterion for estimating the quality of engine operation cycle, a value of maximum indicated pressure and indicated efficiency were taken. An additional criterion taken was the so-called knock combustion that limits engine performance. Courses of heat release rate and total heat release as a result were obtained. Modeling results show that the test engine powered by a lean mixture of λ = = 1.2, should work with the ignition advance angle equal to 12 deg before top dead centre (BTDC). At this ignition advance angle in the engine knock occurred and the engine reached the indicated pressure and the indicated efficiency and were equal to respectively 0.82 MPa and 34.6%.

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Section: Results Of Modelingmentioning

confidence: 99%

Application of numerical modeling to optimize the thermal cycle of the internal combustion engine

Jamrozik¹,

Tutak²

2012

Sci. Res. Inst. Math. Comp. Sci.

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“…However they also noted that at higher mass fraction burned the knock phenomenon occurred. Similarly, Szwaja et al [22] found that combustion knock phenomenon are due to greater peak of the mass fraction burn. Bonatesta et al [23] had develop an empirical function for the 0 to 90 per cent mass fraction burned to define according to Wiebe function.…”

mentioning

confidence: 87%

Experimental investigation of butanol gasoline blends effect on the mass fraction burned in a spark ignition engine

Yusri¹,

Osman²,

Mamat³

et al. 2016

IJET

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Abstract-The growing energy demand and the limitation of the fossil fuels force the transportation sector to seek for alternative energy sources. Butanol has emerged as one of the potential alternative energy solution especially for spark ignition engines. Experimental study on engine combustion characteristics particularly on mass fraction burned (MFB) of spark ignition engines fueled with secondary butyl alcohol (sec-butanol) gasoline blends was carried out. Engine was operated at engine speeds 3500 RPM with 50% of wide throttle open (WTO) for each blend (5%, 10% and 15% volume of sec-butanol) and neat gasoline. The in-cylinder pressure data were collected and the average cycle was integrate to obtain MFB profiles. Based on the MFB results at using sec-butanol gasoline blends is always taken higher value of degree of crank angle compared to gasoline fuels. However, throughout the analysis, by addition of 15% of volume in gasoline fuels reduced the 10 -90% early flame propagation, 10 -90% combustion duration and early position of degree of crank angle at 50% of MFB for 1.7%, 4.5% and 5.9% respectively with respect ot gasoline fuels.Index Terms-sec-butanol, gasoline fuels (G100), mass fraction burned (MFB) I. INTRODUCTION nergy security is an increasing critical issues due to the potential of fossil fuels dearth in near future [1]. As in consequences, the global energy consumption brings adverse effect toward environment and human health [2]. In 2013, the most consumed energy came from non-renewable energy which accounted for 82.67% among other energy sources in which crude oil, coal and natural gas by 30.92%, 28.95% and 22.81% respectively [3]. The petroleum fuels play a key factor especially in transportation area to meet the basic necessity of human needs. In order to combat the scarcity of petroleum fuels particularly in transportation areas a more efforts need to be done to find clean and sustainable alternative fuel [4].Gasoline engines are mostly the best choices for private and commercial used [5]. The use of oxygenated fuels in gasoline engines has a great potential of reducing the dependency of the petroleum fuels [6]. The main oxygenated alternative fuel used is alcohols mainly from ethanol for operation of gasoline-type vehicles [7]. However, for the past few years, the investigation of ethanol has received considerable critical attention with less attention paid to the butanol as a sustainable alternative fuel.Butanol is consider as an advanced alternative biofuel [8,9]. Butanol is a four carbon atom alcohol with chemical formula of C 4 H 10 O [10]. There are four types of butanol isomers categorized as n-butanol, secbutanol, tert-butanol and iso-butanol [11,12]. Each butanol is recognized based on their hydroxyl attached to one of the carbon atoms [13]. Each of these isomers have different physical and chemical properties [14]. As compared to ethanol, butanol is the most similar fuel properties to the gasoline fuel such as lower heating value, stoichiometric air-fuel ratio, research octane number a...

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“…The resulting extremely rapid heat release and associated very high local pressures and propagation of pressure waves of substantial amplitude across the combustion chamber can destroy the engine. [70,[74][75][76][77][78][79][80] Forthis reason, fuels that are more resistant to knock will enable an increase in the efficiencyof SI engines.…”

Section: Today's Engines:spark Ignition (Si) and Compression Ignitionmentioning

confidence: 99%

Advanced Biofuels and Beyond: Chemistry Solutions for Propulsion and Production

et al. 2017

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Sustainably produced biofuels, especially when they are derived from lignocellulosic biomass, are being discussed intensively for future ground transportation. Traditionally, research activities focus on the synthesis process, while leaving their combustion properties to be evaluated by a different community. This Review adopts an integrative view of engine combustion and fuel synthesis, focusing on chemical aspects as the common denominator. It will be demonstrated that a fundamental understanding of the combustion process can be instrumental to derive design criteria for the molecular structure of fuel candidates, which can then be targets for the analysis of synthetic pathways and the development of catalytic production routes. With such an integrative approach to fuel design, it will be possible to improve systematically the entire system, spanning biomass feedstock, conversion process, fuel, engine, and pollutants with a view to improve the carbon footprint, increase efficiency, and reduce emissions.

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Comparisons of hydrogen and gasoline combustion knock in a spark ignition engine

Cited by 101 publications

References 23 publications

Application of numerical modeling to optimize the thermal cycle of the internal combustion engine

Application of numerical modeling to optimize the thermal cycle of the internal combustion engine

Experimental investigation of butanol gasoline blends effect on the mass fraction burned in a spark ignition engine

Advanced Biofuels and Beyond: Chemistry Solutions for Propulsion and Production

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