Thermodynamic model for prediction of performance and emission characteristics of SI engine fuelled by gasoline and natural gas with experimental verification

Dashti, Mehrnoosh; Asghar, Hamidi Ali; Asghar, Mozafari Ali

doi:10.1007/s12206-012-0303-0

Cited by 44 publications

(7 citation statements)

References 32 publications

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“…This model devides the mixture charge into burnt and unburnt zones; the burned zone corresponds to injected fuel and unburned zone corresponds to surrounding air. After injection, the ignition-delay period was calculated with respect to consuming 0.001 of the total volume of vaporized and mixed with air as spray nuclei [21]. The assumed spherical spray (burning) nuclei propagation in the auto flame region inside the cylinder are simulated with respect to crank angle and corresponding area of burned and unburned [22] till the end of combustion where the volume of fresh charge (Vm) is just negative.…”

Section: Mathematical and Computational Modellingmentioning

confidence: 99%

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Performance investigation of compression ignition engine using empirical correlation for burning duration

Kumar¹,

Tirkey²,

Shukla³

2018

THERM SCI

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Fuel burning rate plays a major role in optimizing the performance of internal combustion engine with reduced emission. In an attempt to optimize the performance of internal combustion engine, a novel empirical correlation is developed for fuel burning duration in tune with the methodology proposed by an earlier investigator for spark-ignition engine. The correlation was integrated with the quasi-dimensional mathematical model to analyse the combustion, performance and emission characteristics of engine. Engine speed and fuel injection timing were varied to assess the performance and corresponding exhaust emission of engine. Predictions relating to variation of burning duration with compression ratio at different equivalence ratios are in reasonable agreement with the published data on burning duration. The simulated results show that the optimum injection timing lies in the range of 23 °bTDC to 13 °bTDC for brake power and indicated power both, and the lowest brake specific fuel consumption and indicated specific fuel consumption were found close to 13 °bTDC. A sharp decrease in peak cylinder pressure was also observed with retarding injection timing, whereas both the retarding injection timing and increased engine speed accrue to reduced nitric oxide exhaust at exhaust valve open.

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Section: Mathematical and Computational Modellingmentioning

confidence: 99%

“…for first equation and similar relation was adopted for R 2 , R 3 , R 4 , R 5 , R 6 , and R 7 .The detail is in[21]. The total rate equation for NO is:…”

mentioning

confidence: 99%

Performance investigation of compression ignition engine using empirical correlation for burning duration

Kumar¹,

Tirkey²,

Shukla³

2018

THERM SCI

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“…According to R. S. Benson et al referred in Dashti Mehrnoosh et al [12] modeled the relationship between the turbulent and laminar flame speed as:…”

Section: Turbulent Flame Speed Modelmentioning

confidence: 99%

“…According to Hiroyasu and Kadota referred in Dashti Mehrnoosh et al [12] the flame factor correlates with the engine speed as:…”

Section: Turbulent Flame Speed Modelmentioning

confidence: 99%

Estimation of in-cylinder laminar flame speed from experimental data using two-zone combustion simulation of a spark ignition engine

Karthikeyan

Ramajayam

Selvam

2015

Int J Interact Des Manuf

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An important intrinsic property of a combustible fuel, air, and burned gas mixture is its laminar burning velocity. The effect of laminar burning velocity on combustion is difficult to assess experimentally due to the difficulty in the measurement. In this study, an approach which uses the incylinder pressure traces, temperature and other in-cylinder variables for estimating the laminar burning velocity of a spark ignition engine is developed. In this model the flame velocity is calculated by quasi dimensional two zone thermodynamic combustion simulation. Laminar flame speed over a range of engine loads and at rated speed on a Royal Enfield single cylinder 350cc port fuel injected spark ignition engine are estimated and evaluated using available data given in the literature. For simulation, a code has been developed in MATLAB for computational speed and acceptable accuracy.

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“…Dashti et al [11] have carried out a thermodynamic cycle simulation of a conventional four-stroke SI engine using gasoline and CNG fuels to predict the engine performance and emissions. The first law of thermodynamics was applied to determine in-cylinder temperature and pressure as a function of crank angle.…”

Section: Introductionmentioning

confidence: 99%

Experimental investigation of CNG and gasoline fuels combination on a 1.7 L bi-fuel turbocharged engine

Tabar

Hamidi

Ghadamian

2016

Int J Energy Environ Eng

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In this paper, the potential of combined injection of CNG and gasoline is studied on a 1.7 L turbocharged, port-injected SI engine and the best engine performance point for the best conversion efficiency of the catalytic converters has been investigated. Compressed natural gas (CNG) as an alternative fuel is used in spark ignition engines to improve fuel consumption and exhaust emissions. The improvements gave more advantage in emission but it lowered the performance of the engine. As a substitute, CNG has a higher octane number and knocking resistance than gasoline and hence CNG-dedicated engines can have higher compression ratios and therefore higher indicated efficiencies. Turbocharged bi-fuel, combined CNG and gasoline, injection engine of is a new concept which offers direct benefits with regards to gas or gasoline powered vehicles running separately on each fuels. It also opens very interesting perspectives for meeting future emission regulations using only a three-way catalyst, since the stoichiometry condition of combustion is maintained over the whole engine operating range. Results show that the combined injection of gasoline and CNG is much better than gasoline mode in terms of fuel consumption and raw HC and CO emissions. However, as expected the NO x emission will increase. According to the obtained results at 16.2 bar BMEP, 3000 rpm full load condition with 30% CNG mass fraction, the BSFC, CO and HC emissions are improved by 16, 66 and 50%, respectively, compared to gasoline single mode. It was found that a fuel mixture of 30% CNG mass fraction was the best trade-off point between engine performance and emission production. Also, significant reductions of fuel consumption were observed. Full-load tests carried out with a turbocharged engine enhanced the synergy effect between the two fuels at fullload condition.

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Thermodynamic model for prediction of performance and emission characteristics of SI engine fuelled by gasoline and natural gas with experimental verification

Cited by 44 publications

References 32 publications

Performance investigation of compression ignition engine using empirical correlation for burning duration

Performance investigation of compression ignition engine using empirical correlation for burning duration

Estimation of in-cylinder laminar flame speed from experimental data using two-zone combustion simulation of a spark ignition engine

Experimental investigation of CNG and gasoline fuels combination on a 1.7 L bi-fuel turbocharged engine

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