Effect of compression ratio and hydrogen addition on part throttle performance of a LPG fuelled lean burn spark ignition engine

Ravi, K.; Bhasker, J.; Porpatham, E.

doi:10.1016/j.fuel.2017.05.062

Cited by 48 publications

(10 citation statements)

References 28 publications

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“…The main purpose of an internal combustion engine is to convert the chemical exergy of the fuel into shaft work, which is favored by higher compression ratios (Lior and Rudy 1988). This parameter, however, is limited in spark ignition engines due to detonation and knock, and altering it requires physical modifications to the engine (Ravi et al 2017). Similarly, turbocharging and supercharging are widely recognized alternatives to recover some of the exergy contained in the exhaust gases and convert it into E x W (Heywood 2018).…”

Section: Exergy Analysis Of the Auto-calibrated Modelmentioning

confidence: 99%

Methods in S.I. Engine Modelling: Auto-calibration of Combustion and Heat Transfer Models, and Exergy Analysis

Ayad

Belchior

Sodré

2021

Energy, Environment, and Sustainability

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This chapter reports on a workflow aimed at obtaining deeper insights into spark ignition engines using thermodynamic modelling. This workflow is divided into two steps: (i) Auto-calibration of combustion and heat transfer models using AVL Boost ® and AVL Design Explorer; and (ii) in-cylinder exergy analysis using Wolfram Mathematica ® . Model calibration is usually based on experimental pressure curve and combustion data. However, there is a gap in methods that generate accurate simulation results, while calibrating the combustion and heat transfer models without prior experimental results. Thus, the authors proposed an approach in their earlier work to address this gap. In this chapter, this proposed approach has been complemented with exergy analysis to form a complete workflow for engine research using simulation. This workflow was applied to a 4-cylinder gasoline engine template model as a case study. First, the combustion and heat transfer models are parametrized and used as design variables of an optimization problem. The objective functions in this problem are the combustion phasing, here defined as the crank angle in which the peak cylinder pressure occurs CA pp , and the mechanical load, here defined as the indicated mean effective pressure IMEP. The appropriate temperature constraints were included to guarantee that the engine model was representative of the physical problem. The optimization problem is then solved for a target IMEP and CA pp and the results are analyzed. Afterwards, we begin the exergy analysis of the engine to obtain deeper insights. The resulting curves for the thermodynamic state properties and species' molar fraction are exported from the simulation software to a program in Wolfram Mathematica that does the exergy analysis of the engine, providing deeper insights into the useful work available in the engine, losses due to heat transfer, losses in the exhaust gases, and combustion irreversibilities. This analysis can be very useful in determining the best fuel mixture, operating conditions, and areas for improvement.

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Section: Exergy Analysis Of the Auto-calibrated Modelmentioning

confidence: 99%

Methods in S.I. Engine Modelling: Auto-calibration of Combustion and Heat Transfer Models, and Exergy Analysis

Ayad

Belchior

Sodré

2021

Energy, Environment, and Sustainability

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“…Sebagai bahan aroma atau bau sehingga dapat mendeteksi kebocoran ditambahkan ethyl mercaptan (Y & R, 2013). Umumnya disimpan dalam silinder sebagai cairan pada tekanan dalam kisaran 10-15 bar yang menghilangkan kebutuhan pompa umpan bahan bakar (Ravi et al, 2017).…”

Section: Pendahuluanunclassified

“…Performa daya dan torsi kendaraan berbahan bakar LPG yang mengalami penurunan dikarenakan LPG mempunyai nilai oktan yang lebih tinggi ( nilai oktan LPG 112) dari BBM sehingga diperlukan mesin dengan rasio kompresi yang tinggi karena suhu penyalaan otomatis yang lebih tinggi (Ravi et al, 2017). Dengan demikian penelitian ini bertujuan untuk melihat nilai daya dan torsi engine single piston dengan meningkatkan rasio kompresinya.…”

Section: Pendahuluanunclassified

“…9, 9,5, 10 bar dan BBG tek 9 bar) 3000 3500 4000 4500 5000 5500 6000 6500 7000 7500 8000 8500 Untuk mendapatkan torsi setara dengan bensin, perlu penambahan kompresi rasio yang lebih tinggi. Kompresi rasio yang akan memberikan peningkatan disbanding dengan BBM jika dilakukan diatas 10,5 : 1 (Ravi et al, 2017). Selain itu, penurunan torsi juga disebabkan oleh penurunan efisiensi volumetrik karena penutupan tanduk udara karburator, dan tekanan LPG dari tangki ke alat penguap yang terlalu kecil (kurang dari 2 bar).…”

Section: Hasil Dan Pembahasan Penelitianunclassified

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Pengaruh Tekanan Kompresi Terhadap Daya Dan Torsi Pada Engine Single Piston

Purnomo¹,

Munahar

2019

JQT

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LPG is an alternative fuel as fuel oil (BBM) which has a higher octane and energy value compared to BBM, and produces lower exhaust emissions. However, engine performance has decreased. This research presents an analysis of the performance of a single piston 4-stroke LPG engine with changes in compression pressure. Tests were carried out to determine the power and torque with variable pressure compression of 9 bar, 9.5 bar and 10 bar. The test results show that a single piston 4-stroke LPG engine with 9 Bar compression pressure produces a maximum torque of 9.77 Nm at 3380 rpm and a maximum power of 6.7 HP at 5870 rpm. Whereas the 10 Bar compression pressure produces a maximum torque value of 10.79 Nm at 3689 rpm and a maximum power of 6.9 hp at 5936 rpm. The conclusion of this research is that the higher the engine compression pressure, the higher the thermal efficiency in the combustion chamber so that engine performance increases

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“…The compression ratio effect was observed towards the increase in LPG engine power. Ravi [7] carried out experimental research using the compression ratios of 9: 1, 10: 1, 10.5: 1, and 11: 1 with various variations on the LPG engine. The results showed the effect of the compression ratio on heat efficiency, decreased hydrocarbons, and carbon monoxide.…”

Section: Introductionmentioning

confidence: 99%

Fuel Control Systems for Planetary Transmission Vehicles: A Contribution to the LPG-fueled Vehicles Community

Munahar

Purnomo

Köten

2021

Mech. Eng. for Soc. and Ind.

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The bi-fuel system vehicle (gasoline/LPG) has been developed for a long time because it has the ability to switch fuels, both built as an original equipment manufacturer (OEM) or as a modified vehicle. However, on vehicles with planetary automatic transmissions, additional control systems are needed to produce optimal performance, both on gasoline and LPG operations, especially on uphill roads. Old vehicles with planetary automatic transmissions are not equipped with road slope angle sensors, so on uphill roads and the driver has not mastered road conditions, the engine tends to stop suddenly. Therefore, this study aims to develop a fuel control system (LPG operation) on a planetary automatic transmission to control gear shifts based on the level of the road slope. A simulation with MATLAB Simulink we used to create a control system, with objective function and constraint defined. As a result, the control system can recognize the level of the road slope to control the speed gear shift. This control system is promising and reliable to be implemented in real conditions.

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Effect of compression ratio and hydrogen addition on part throttle performance of a LPG fuelled lean burn spark ignition engine

Cited by 48 publications

References 28 publications

Methods in S.I. Engine Modelling: Auto-calibration of Combustion and Heat Transfer Models, and Exergy Analysis

Methods in S.I. Engine Modelling: Auto-calibration of Combustion and Heat Transfer Models, and Exergy Analysis

Pengaruh Tekanan Kompresi Terhadap Daya Dan Torsi Pada Engine Single Piston

Fuel Control Systems for Planetary Transmission Vehicles: A Contribution to the LPG-fueled Vehicles Community

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