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Journal articles on the topic 'Fuelling spark ignited engines'

Author: Grafiati

Published: 4 June 2021

Last updated: 1 February 2022

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1

Finneran, Joshua, Colin P. Garner, and Francois Nadal. "The fundamental effects of in-cylinder evaporation of liquefied natural gas fuels in engines." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 235, no. 1 (July 28, 2020): 211–30. http://dx.doi.org/10.1177/0954407020941710.

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Liquefied natural gas is emerging as viable and potentially sustainable transportation fuel with intrinsic economic and environmental benefits. Liquefied natural gas possesses thermomechanical exergy amounting to ∼1 MJ kg-1 which is currently wasted on liquefied natural gas vehicles, while it could be used to produce useful work. The present investigation proposes an indirect means of obtaining useful work from liquefied natural gas through charge cooling and also demonstrates additional benefits in terms of NOx emissions and power density. A thermodynamic engine model was used to quantify the performance benefits of such a strategy for a homogeneous-charge, spark-ignited, stoichiometric natural gas engine. Four fuelling strategies were compared in terms of fuel consumption, mean effective pressure and NOx emissions. Compared to the conventional port-injected natural gas engine (where gaseous fuel is injected), it was found that directly injecting the liquid phase fuel into the cylinder near the start of the compression stroke resulted in approximately -8.9% brake specific fuel consumption, +18.5% brake mean effective pressure and -51% brake specific NOx depending on the operating point. Port-injection of the fuel in the liquid phase carried similar benefits, while direct injection of the fuel in the gaseous phase resulted in minor efficiency penalties (∼+1.3% brake specific fuel consumption). This work highlights the future potential of liquefied natural gas vehicles to achieve high specific power, high efficiency and ultra-low emissions (such as NOx) by tailoring the fuel system to fully exploit the cryogenic properties of the fuel.

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2

Nilsson, Ylva, and Erik Frisk. "DETECTING KNOCK IN SPARK IGNITED ENGINES." IFAC Proceedings Volumes 38, no. 1 (2005): 158–63. http://dx.doi.org/10.3182/20050703-6-cz-1902.01914.

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3

Zhao, F., M. C. Lai, and D. L. Harrington. "Automotive spark-ignited direct-injection gasoline engines." Progress in Energy and Combustion Science 25, no. 5 (October 1999): 437–562. http://dx.doi.org/10.1016/s0360-1285(99)00004-0.

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4

Gong, C., and S. Thompson. "An AFR estimator for spark-ignited engines." Transactions of the Institute of Measurement and Control 17, no. 1 (January 1995): 35–43. http://dx.doi.org/10.1177/014233129501700105.

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5

Singh, Akhilendra Pratap, Anuj Pal, Neeraj Kumar Gupta, and Avinash Kumar Agarwal. "Particulate emissions from laser ignited and spark ignited hydrogen fueled engines." International Journal of Hydrogen Energy 42, no. 24 (June 2017): 15956–65. http://dx.doi.org/10.1016/j.ijhydene.2017.04.031.

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6

Zsiga, Norbert, Christoph Voser, Christopher Onder, and Lino Guzzella. "Intake Manifold Boosting of Turbocharged Spark-Ignited Engines." Energies 6, no. 3 (March 13, 2013): 1746–63. http://dx.doi.org/10.3390/en6031746.

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7

Herynek, Roland, Heiko Kaiser, Winfried Langer, and Frank Miller. "Future Engine Control for Spark-Ignited CNG Engines." Auto Tech Review 1, no. 12 (March 1, 2012): 34–38. http://dx.doi.org/10.1365/s40112-012-0191-9.

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8

Herynek, Roland, Kaufmann Heiko Kaiser, Winfried Langer, and Frank Miller. "Future Engine Control for Spark-Ignited Cng Engines." Auto Tech Review 3, no. 8 (August 2014): 30–35. http://dx.doi.org/10.1365/s40112-014-0715-6.

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9

Eriksson, Lars, Simon Frei, Christopher Onder, and Lino Guzzella. "CONTROL AND OPTIMIZATION OF TURBOCHARGED SPARK IGNITED ENGINES." IFAC Proceedings Volumes 35, no. 1 (2002): 283–88. http://dx.doi.org/10.3182/20020721-6-es-1901.01515.

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10

Herynek, Roland, Heiko Kaiser, Winfried Langer, and Frank Miller. "Future Engine Control For Spark-Ignited CNG Engines." MTZ worldwide 73, no. 6 (June 2012): 42–46. http://dx.doi.org/10.1007/s38313-012-0187-5.

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11

Herynek, Roland, Kaufmann Heiko Kaiser, Winfried Langer, and Frank Miller. "Future Engine Control for Spark-Ignited CNG Engines." ATZautotechnology 12, no. 3 (June 2012): 42–47. http://dx.doi.org/10.1365/s35595-012-0120-1.

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12

KRUCZYŃKI, Stanisław, Marcin ŚLĘZAK, Wojciech GIS, Piotr ORLIŃSKI, Andrzej KULCZYCKI, Wojciech DZIĘGIELEWSKI, and Mateusz BEDNARSKI. "Problems in fuelling spark ignition engines with dimethyl ether." Combustion Engines 170, no. 3 (August 1, 2017): 154–58. http://dx.doi.org/10.19206/ce-2017-326.

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This paper discusses briefly the production technology of dimethyl ether, taking into account plant raw materials and the physical and chemical properties of DME as compared to diesel fuel. The benefits and disadvantages of DME as a fuel are presented and changes in the emission of harmful substances characterised as compared to the combustion of diesel fuel. Also, basic usage problems are addressed, e.g. the wear of engine’s elements, cavity and leakages in the fuel system.

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13

Gambino, M., S. Iannaccone, and A. Unich. "Heavy-Duty Spark Ignition Engines Fueled With Methane." Journal of Engineering for Gas Turbines and Power 113, no. 3 (July 1, 1991): 359–64. http://dx.doi.org/10.1115/1.2906238.

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Pollution reduction in urban areas is a major driving force to upgrade mass transportation systems. Options to the urban planner include electric traction and combustion engine upgrade. Electric traction centralizes the emission source, usually removed from urban areas, but requires substantial capital costs and lead time for the transportation infrastructure. Engine emission improvement is possible through both fuel changes and engine upgrade. Natural gas engines are a viable option for clean-operating urban buses. In the near term, conversion of existing diesel bus engines to spark-ignited natural gas is an attractive solution in terms of capital costs and lead time. This paper contains the analysis required to transform diesel engines into spark-ignited natural gas engines. Experimental data are shown for both a turbocharged and a naturally aspirated conversion. Emission data are presented showing the natural gas conversion to meet present EEC emission requirements.

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14

Dahms, R., T. D. Fansler, M. C. Drake, T. W. Kuo, A. M. Lippert, and N. Peters. "Modeling ignition phenomena in spray-guided spark-ignited engines." Proceedings of the Combustion Institute 32, no. 2 (2009): 2743–50. http://dx.doi.org/10.1016/j.proci.2008.05.052.

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15

Terreni, P., and R. Gentili. "Closed-loop electronic fuel injection for spark-ignited engines." IEEE Transactions on Vehicular Technology 35, no. 1 (February 1986): 30–38. http://dx.doi.org/10.1109/t-vt.1986.24066.

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16

Rigatos, Gerasimos G., and P. Siano. "Flatness-Based Adaptive Fuzzy Control Of Spark-Ignited Engines." Journal of Artificial Intelligence and Soft Computing Research 4, no. 4 (October 1, 2014): 231–42. http://dx.doi.org/10.1515/jaiscr-2015-0011.

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Abstract An adaptive fuzzy controller is designed for spark-ignited (SI) engines, under the constraint that the system's model is unknown. The control algorithm aims at satisfying the H∞ tracking performance criterion, which means that the influence of the modeling errors and the external disturbances on the tracking error is attenuated to an arbitrary desirable level. After transforming the SI-engine model into the canonical form, the resulting control inputs are shown to contain nonlinear elements which depend on the system's parameters. The nonlinear terms which appear in the control inputs are approximated with the use of neuro-fuzzy networks. It is shown that a suitable learning law can be defined for the aforementioned neuro-fuzzy approximators so as to preserve the closed-loop system stability. With the use of Lyapunov stability analysis it is proven that the proposed adaptive fuzzy control scheme results in H∞ tracking performance. The efficiency of the proposed adaptive fuzzy control scheme is checked through simulation experiments.

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17

Lagally, C. D., C. C. O. Reynolds, A. P. Grieshop, M. Kandlikar, and S. N. Rogak. "Carbon Nanotube and Fullerene Emissions from Spark-Ignited Engines." Aerosol Science and Technology 46, no. 2 (February 2012): 156–64. http://dx.doi.org/10.1080/02786826.2011.617399.

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18

Mavinahally, N. S., D. N. Assanis, K. R. Govinda Mallan, and K. V. Gopalakrishnan. "Torch Ignition: Ideal for Lean Burn Premixed-Charge Engines." Journal of Engineering for Gas Turbines and Power 116, no. 4 (October 1, 1994): 793–98. http://dx.doi.org/10.1115/1.2906887.

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Sluggish flame initiation and propagation, and even potential misfiring, become major problems with lean-fueled, premixed-charge, spark-ignited engines. This work studies torch ignition as a means for improving combustion, fuel economy, and emissions of a retrofitted, large combustion chamber with nonideal spark plug location. A number of alternative configurations, employing different torch chamber designs, spark-plug locations, and materials, were tested under full-load and part-load conditions. Results indicate a considerable extension of the lean operating limit of the engine, especially under part-load conditions. In addition, torch ignition can lead to substantial thermal efficiency gains for either leaner or richer air-fuel ratios than the optimum for the conventional ignition system. On the richer side, in particular, the torch-ignited engine is capable of operating at maximum brake torque spark timings, rather than compromised, knock-limited spark timings used with conventional ignition. This translates into thermal efficiency improvements as high as 8 percent at an air-fuel ratio of 20:1 and full load.

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19

Tian, Hua, Jingchen Cui, Tianhao Yang, Yao Fu, Jiangping Tian, and Wuqiang Long. "Experimental Research on Controllability and Emissions of Jet-Controlled Compression Ignition Engine." Energies 12, no. 15 (July 31, 2019): 2936. http://dx.doi.org/10.3390/en12152936.

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Low-temperature combustions (LTCs), such as homogeneous charge compression ignition (HCCI), could achieve high thermal efficiency and low engine emissions by combining the advantages of spark-ignited (SI) engines and compression-ignited (CI) engines. Robust control of the ignition timing, however, still remains a hurdle to practical use. A novel technology of jet-controlled compression ignition (JCCI) was proposed to solve the issue. JCCI combustion phasing was controlled by hot jet formed from pre-chamber spark-ignited combustion. Experiments were done on a modified high-speed marine engine for JCCI characteristics research. The JCCI principle was verified by operating the engine individually in the mode of JCCI and in the mode of no pre-chamber jet under low- and medium-load working conditions. Effects of pre-chamber spark timing and intake charge temperature on JCCI process were tested. It was proven that the combustion phasing of the JCCI engine was closely related to the pre-chamber spark timing. A 20 °C temperature change of intake charge only caused a 2° crank angle change of the start of combustion. Extremely low nitrogen oxides (NOx) emission was achieved by JCCI combustion while keeping high thermal efficiency. The JCCI could be a promising technology for dual-fuel marine engines.

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20

Stelmasiak, Z., and D. Pietras. "Utilization of waste glycerin to fuelling of spark ignition engines." IOP Conference Series: Materials Science and Engineering 148 (September 2016): 012087. http://dx.doi.org/10.1088/1757-899x/148/1/012087.

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21

BIELACZYC, Piotr, Andrzej SZCZOTKA, and Joseph WOODBURN. "An overview of particulate matter emissions from modern light duty vehicles." Combustion Engines 153, no. 2 (May 1, 2013): 101–8. http://dx.doi.org/10.19206/ce-117007.

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This paper presents a comparison of particle mass and number emissions from different types of vehicles with spark-ignition (SI) engines, with MPI and DI fuelling systems and compression-ignition (CI) engines with DI fuelling system with/without Diesel particles filters (DPF). The methodology of particulate mass and particle number emissions measurement with a full flow dilution tunnel for LDD engines and particulate sampling system is described. The results of measurements performed according to Euro 5/Euro 6 requirements for PC and LDV vehicles are presented, as performed on the chassis dynamometer in the Exhaust Emission Laboratory of BOSMAL Automotive Research and Development Institute (in Bielsko-Biala), Poland.

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22

Martins, Mario, Thompson Lanzanova, and Rafael Sari. "Low Cost Wet Ethanol for Spark-Ignited Engines: Further Investigations." SAE International Journal of Fuels and Lubricants 8, no. 2 (April 14, 2015): 367–73. http://dx.doi.org/10.4271/2015-01-0954.

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23

Andersson, Per, Erik Frisk, and Lars Eriksson. "SENSOR SELECTION FOR OBSERVER FEEDBACK IN TURBOCHARGED SPARK IGNITED ENGINES." IFAC Proceedings Volumes 38, no. 1 (2005): 307–12. http://dx.doi.org/10.3182/20050703-6-cz-1902.01939.

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24

SUTKOWSKI, Marek. "Improving spark-ignited engines efficiency by heat energy recovery system." Combustion Engines 161, no. 2 (April 1, 2015): 64–67. http://dx.doi.org/10.19206/ce-116892.

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The current trends in regulations changes focus more and more on emissions reduction. Earlier environment protection mechanisms covering emissions limits of particulates, nitrogen oxides, sulphur oxides and carbon monoxide were recently extended also to cover carbon dioxide emissions. One way to reduce carbon dioxide emission is the improvement of the efficiency of a powertrain system or main driver efficiency. This paper explains main limitations for efficiency improvement when conventional methods are used. The effective heat energy recovery system principles and its technical specification are described including its control principles. System was initially tested in the engine laboratory and experience from the laboratory tests is included in the paper. After successful and promising laboratory tests the solution was transferred to commercial operation which covered already period of more than 2 years. Statistics and operational data from commercial operation is shown with relevant examples of various operational modes. At the end of the paper simple feasibility study is shown. Alternative applications with basic evaluation of their feasibility and efficiency improvement potential are included in this paper as well.

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25

Meyer, R. C., D. P. Meyers, S. R. King, and W. E. Liss. "Effects of Spark Plug Number and Location in Natural Gas Engines." Journal of Engineering for Gas Turbines and Power 114, no. 3 (July 1, 1992): 475–79. http://dx.doi.org/10.1115/1.2906613.

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Combustion experiments were conducted on a spark-ignited single-cylinder engine operating on natural gas. A special open chamber cylinder head was designed to accept as many as four spark plugs. Data were obtained to investigate the effects of spark plug quantity and location on NOx, HC, CO emissions, brake and indicated thermal efficiency, MBT timing, combustion duration, ignition delay, peak cylinder pressure, peak cylinder temperature, and heat release over a wide range of equivalence ratios.

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26

BIELACZYC, Piotr, and Andrzej SZCZOTKA. "The potential of current european light duty CNG-fuelled vehicles to meet Euro 6 requirements." Combustion Engines 151, no. 4 (November 1, 2012): 20–33. http://dx.doi.org/10.19206/ce-117018.

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Natural gas is one of the most promising alternative fuels to meet the new stringent Euro 6 emissions regulations in the European Union, as well as the planned CO2 emissions reductions. For spark-ignition (SI) engines, bi-fuel fuelling equipment is widely available and engine conversion technology for European automobiles is well established, thereby facilitating usage of CNG in this engine type. This study investigates the implications of natural gas fuelling of a passenger car featuring a spark-ignition engine regarding the possibility of meeting Euro 6 emissions limits for gaseous pollutants. This paper presents an analysis of CO, THC, NMHC, NOx and CO2 emissions during testing of a vehicle on a chassis dynamometer, fuelled with CNG, in the context of the new Euro 6 emissions requirements. The analyses were performed on a Euro 5 bi-fuel vehicles with an SI engine equipped with an MPI feeding system operating in closed-loop control, a typical three-way-catalyst, and a heated oxygen sensor. The vehicles had been adapted by their manufacturer for fuelling with CNG by using additional special equipment mounted onto the existing petrol fuelling system. The vehicles tested featured a multipoint gas injection system latest generation. The tests subject to the analyses presented here were performed in the Engine Research Department of BOSMAL Automotive Research and Development Institute Ltd in Bielsko-Biala, Poland, within a research programme investigating the influence of alternative fuels on exhaust emissions from automotive vehicles with spark-ignition and compression-ignition engines.

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27

CHŁOPEK, Zdzisław. "The estimation of emissions from internal combustion engines fuelled by bioethanol." Combustion Engines 132, no. 1 (February 1, 2008): 39–43. http://dx.doi.org/10.19206/ce-117284.

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The use of bioethanol fuels is one of the most efficient methods of reduction of toxic emission and reduction of engine noxiousness to the environment at the same time. The ecological effects of the bioethanol fuel application fuelling spark ignition engines and self–ignition engines are presented in the paper. The paper presents original, not yet published, test results of the Scania DC9 E02 270 engine.

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28

Zhang, Yahui, Jinwu Gao, and Tielong Shen. "Probabilistic Guaranteed Gradient Learning-Based Spark Advance Self-Optimizing Control for Spark-Ignited Engines." IEEE Transactions on Neural Networks and Learning Systems 29, no. 10 (October 2018): 4683–93. http://dx.doi.org/10.1109/tnnls.2017.2767293.

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29

Nutu, Nikolaos Cristian, Constantin Pana, Alexandru Dobre, Niculae Negurescu, and Alexandru Cernat. "Theoretical and Experimental Study of the Fuelling a Truck Diesel Engine with Liquefied Petroleum Gas." Applied Mechanics and Materials 822 (January 2016): 198–205. http://dx.doi.org/10.4028/www.scientific.net/amm.822.198.

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The increasing price of the fuels and tightening of the pollution rules requires the use of some efficient fuelling methodes with altenative fuels for diesel engines. Fuelling with LPG of a diesel engine is a viable sollution, considering that it can be used the infrastructure for distribution and storage already used for spark ignition engines. In this work are presented results of theoretical and experimental investigations of a truck diesel engine fuelled with LPG by diesel-LPG methode. The main objective research is the decrease of the nitric oxides emissions with the premise that the engine power is maintained at the same level like in the case of the standard engine, fuelled only with diesel fuel.

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30

Hadef, J. El, G. Colin, Y. Chamaillard, S. Olaru, P. Rodriguez-Ayerbe, and V. Talon. "Explicit-Ready Nonlinear Model Predictive Control for Turbocharged Spark-Ignited Engines." IFAC Proceedings Volumes 46, no. 21 (2013): 189–94. http://dx.doi.org/10.3182/20130904-4-jp-2042.00028.

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31

Szybist, James P., Stephen Busch, Robert L. McCormick, Josh A. Pihl, Derek A. Splitter, Matthew A. Ratcliff, Christopher P. Kolodziej, et al. "What fuel properties enable higher thermal efficiency in spark-ignited engines?" Progress in Energy and Combustion Science 82 (January 2021): 100876. http://dx.doi.org/10.1016/j.pecs.2020.100876.

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32

Rigatos, Gerasimos. "Flatness-based embedded control in successive loops for spark-ignited engines." Journal of Physics: Conference Series 659 (November 19, 2015): 012019. http://dx.doi.org/10.1088/1742-6596/659/1/012019.

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33

Chérel, Jérôme, Jean-Marc Zaccardi, Bernard Bouteiller, and Alain Allimant. "Experimental assessment of new insulation coatings for lean burn spark-ignited engines." Oil & Gas Science and Technology – Revue d’IFP Energies nouvelles 75 (2020): 11. http://dx.doi.org/10.2516/ogst/2020006.

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Clean and highly efficient internal combustion engines will still be necessary in the future to meet the ambitious CO2 emissions reduction targets set for light-duty vehicles. The maximal efficiency of stoichiometric Spark-Ignited (SI) gasoline engines has been steadily increasing in recent years but remains limited by the important relative share of cooling losses. Low heat rejection engines using ceramic barrier coatings have been presented in the past but smart insulation coatings are gaining a renewed interest as a more promising way to further increase the engine maximal thermal efficiency. This article is highlighting some important effects of smart insulation coatings developed for lean-burn spark-ignited gasoline engines. Five different coatings with low heat conductivity and capacity are applied on aluminum engine parts with the atmospheric plasma spray technique and are tested with two different engines. The laser induced phosphorescence technique is firstly used in an optical single cylinder engine to quantify the thermal performance of these coatings in terms of temperature swing during combustion. A maximal increase in the piston surface temperature of around 100 °C is measured at low load, confirming thus the expected impact of the low heat conductivity and capacity, and suggesting thus a positive impact on fuel consumption. Thanks to the tests performed with a similar metal single cylinder engine, it is shown that the unburned hydrocarbon emissions can significantly increase by up to 25% if the open porosity on top of the coating is not properly sealed, while the surface roughness has no impact on these emissions. When applied on both the piston and the cylinder head, the optimized coating displays some distinct effects on the maximal heat release rate and NOx emissions, indicating that the thermal environment inside the combustion chamber is modified during combustion. Thanks to the temperature swing between cold and hot engine phases the volumetric efficiency can also be kept constant. However, no increase in efficiency can be measured with this optimized coating which suggests that the heat balance is not affected only by the reduction in the temperature differential between the walls and the gas.

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34

Yip, Ho Lung, Aleš Srna, Anthony Chun Yin Yuen, Sanghoon Kook, Robert A. Taylor, Guan Heng Yeoh, Paul R. Medwell, and Qing Nian Chan. "A Review of Hydrogen Direct Injection for Internal Combustion Engines: Towards Carbon-Free Combustion." Applied Sciences 9, no. 22 (November 12, 2019): 4842. http://dx.doi.org/10.3390/app9224842.

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A paradigm shift towards the utilization of carbon-neutral and low emission fuels is necessary in the internal combustion engine industry to fulfil the carbon emission goals and future legislation requirements in many countries. Hydrogen as an energy carrier and main fuel is a promising option due to its carbon-free content, wide flammability limits and fast flame speeds. For spark-ignited internal combustion engines, utilizing hydrogen direct injection has been proven to achieve high engine power output and efficiency with low emissions. This review provides an overview of the current development and understanding of hydrogen use in internal combustion engines that are usually spark ignited, under various engine operation modes and strategies. This paper then proceeds to outline the gaps in current knowledge, along with better potential strategies and technologies that could be adopted for hydrogen direct injection in the context of compression-ignition engine applications—topics that have not yet been extensively explored to date with hydrogen but have shown advantages with compressed natural gas.

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35

Blizzard, D. T., F. S. Schaub, and J. G. Smith. "Development of the Cooper-Bessemer CleanBurn™ Gas-Diesel (Dual-Fuel) Engine." Journal of Engineering for Gas Turbines and Power 114, no. 3 (July 1, 1992): 480–87. http://dx.doi.org/10.1115/1.2906614.

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NOx emission legislation requirements for large-bore internal combustion engines have required engine manufacturers to continue to develop and improve techniques for exhaust emission reduction. This paper describes the development of the Cooper-Bessemer Clean Burn™ gas-diesel (dual-fuel) engine that results in NOx reductions of up to 92 percent as compared with an uncontrolled gas-diesel engine. Historically, the gas-diesel and diesel engine combustion systems have not responded to similar techniques of NOx reduction that have been successful on straight spark-ignited natural gas burning engines. NOx levels of a nominal 1.0 g/BHP-h, equal to the spark-ignited natural gas fueled engine, have been achieved for the gas-diesel and are described. In addition, the higher opacity exhaust plume characteristic of gas-diesel combustion is significantly reduced or eliminated. This achievement is considered to be a major breakthrough, and the concept can be applied to both new and retrofit applications.

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36

LARISCH, Jerzy, and Zdzisław STELMASIAK. "Dual fuelling SI engine with alcohol and gasoline." Combustion Engines 145, no. 2 (May 1, 2011): 73–81. http://dx.doi.org/10.19206/ce-117104.

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The Department of Internal Combustion Engines and Vehicles, Technical University of Bielsko-Biala has carried out work on alternative fuels in the area of dual-fueling of SI engines. The paper presents the concept of dual fuel (alcohol and gasoline) MPI injected spark-ignition engine using a fuel mixing device. The solution consists in mixing the fuel (gasoline and alcohol) before or in the fuel rail, which ensures a variable share of alcohol in the mixture in the range from 0÷100%, depending on the engine operating conditions (engine revolutions and load), and its thermal state. The fuels are delivered to the mixing chamber through the solenoid valves that allow a proper selection of the proportion of alcohol and gasoline. The pre-prepared mixture is injected through the original injectors to the intake manifold, around the intake valve. This paper presents the prototype of the mixer that allows mixing of the gasoline and alcohol in any proportion using a PWM.

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37

Szybist, James P., and Derek Splitter. "Effects of Fuel Composition on EGR Dilution Tolerance in Spark Ignited Engines." SAE International Journal of Engines 9, no. 2 (April 5, 2016): 819–31. http://dx.doi.org/10.4271/2016-01-0715.

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38

Zhang, Yahui, and Tielong Shen. "Cylinder pressure based combustion phase optimization and control in spark-ignited engines." Control Theory and Technology 15, no. 2 (May 2017): 83–91. http://dx.doi.org/10.1007/s11768-017-6175-1.

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39

Thompson, S., and C. Gong. "Intake Manifold Modeling for the Fuel Metering Control of Spark Ignited Engines." Journal of Dynamic Systems, Measurement, and Control 119, no. 3 (September 1, 1997): 568–73. http://dx.doi.org/10.1115/1.2801296.

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In order to minimize emissions the Air-Fuel Ratio (AFR) of a spark-ignited internal combustion engine needs to be maintained at stoichiometric. Whenever the air and fuel enter the engine’s cylinder the AFR cannot be changed; therefore the problem of AFR control is a problem of intake manifold control. Although the problem of AFR control (and hence of intake manifold modelling) appears to be solved for a fully warmed-up engine the problem of AFR control during the warm-up period remains. This paper addresses this problem by using a novel AFR control strategy, which can be based on a given intake manifold model, to test the AFR control of a partially warmed-up engine. The results of engine tests demonstrate that during the warm-up period tight AFR control is not possible using any of the intake manifold models developed for a fully warmed-up engine. This can only be the result of unmodeled dynamics in the intake manifold and it is therefore concluded that further work in the area of manifold modelling is required. Possible areas of model improvement are indicated.

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40

Kumar, Pankaj, Matthew Franchek, Karolos Grigoriadis, and Vemuri Balakotaiah. "Fundamentals-based low-dimensional combustion modeling of spark-ignited internal combustion engines." AIChE Journal 57, no. 9 (November 15, 2010): 2472–92. http://dx.doi.org/10.1002/aic.12447.

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41

Tilz, Anton, Georg Meyer, Constantin Kiesling, Gerhard Pirker, Sebastian Salbrechter, and Andreas Wimmer. "Design of a test rig for fundamental investigations of spark characteristics." International Journal of Engine Research 21, no. 8 (February 21, 2019): 1412–25. http://dx.doi.org/10.1177/1468087419828943.

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A common means to increase efficiency in stationary spark ignited engines is to operate the engine with a higher air/fuel ratio of the mixture in conjunction with a higher turbulence level; however, this generally leads to severe conditions that significantly impact the inflammability of the gas–air mixture and combustion stability. Because the electric arc that forms at the spark plug is a main influencing factor in combustion, detailed research work in the field of electric arc behavior generated at spark plugs is required. This article thus presents a specially tailored test rig that is designed to facilitate an investigation of electric arc behavior under cross-flows at a spark plug typically used in gas engines. The test rig consists of a closed flow circuit for inert gases; its centerpiece is a test cell that provides optical access for high-speed imaging of the electric arc behavior at the spark plug. The required flow velocity at the spark plug is set with a blower. Flow velocities up to 30 m/s, pressures up to 60 bar and temperatures up to 80 °C can be achieved inside the flow system at the location of the spark plug. Postprocessing algorithms have been developed to automatically extract information from the high-speed images. The results reveal that the arc stretches more at a higher flow velocity as indicated by its greater arc length. In addition, it is evident that the cycle-to-cycle variation in arc length increases at higher flow velocities. The secondary voltage history and its cycle-to-cycle variation are strongly influenced by the arc length. This is reflected in the cycle-to-cycle variation of the spark energy input to the flowing gas. These results support the conclusion that spark behavior itself can be a substantial source of cycle-to-cycle variation in the combustion process observed in spark ignited gas engines.

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George Done, Bogdan, and Ion Copae. "Performances of a Research CFR Octane Rating Unit Engine and Dacia Single Cylinder SI Engine Ignited by a LASER System." E3S Web of Conferences 112 (2019): 01009. http://dx.doi.org/10.1051/e3sconf/201911201009.

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At this time, the severe legislation regarding the level limits of the waste and exhaust gases released by thermal engines and also the necessity of engines efficiency improvement boost the engine research domain to bring in front the use of new technologies that can be used to control the in-cylinder combustion process. Now, the new technologies is represented by LASER spark plug systems which can be successfully used at petrol engines. LASER spark plug technology can have many advantages for engine operation control, an ignition system that could provide improved combustion is the one using plasma generation and a Q-switched LASER that results in pulses with high MW power. The LASER spark plug device used in the current research was a LASER medium Nd:YAG/Cr4+:YAG ceramic structure made up of a 8.0-mm long, 1.0-at.% Nd:YAG ceramic, optically-bonded to a Cr4+:YAG c. It was developed and constructed similar to classical spark plug and could be assembled on a CFR Octane Rating Unit Engine as well as on a Dacia Single Cylinder SI Engine which led to several results among which: influences on in-cylinder pressure, combustion and pollutant emissions.

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Rapp, Vi H., Anthony DeFilippo, Samveg Saxena, Jyh-Yuan Chen, Robert W. Dibble, Atsushi Nishiyama, Ahsa Moon, and Yuji Ikeda. "Extending Lean Operating Limit and Reducing Emissions of Methane Spark-Ignited Engines Using a Microwave-Assisted Spark Plug." Journal of Combustion 2012 (2012): 1–8. http://dx.doi.org/10.1155/2012/927081.

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A microwave-assisted spark plug was used to extend the lean operating limit (lean limit) and reduce emissions of an engine burning methane-air. In-cylinder pressure data were collected at normalized air-fuel ratios ofλ=1.46,λ=1.51,λ=1.57,λ=1.68, andλ=1.75. For eachλ, microwave energy (power supplied to the magnetron per engine cycle) was varied from 0 mJ (spark discharge alone) to 1600 mJ. At lean conditions, the results showed adding microwave energy to a standard spark plug discharge increased the number of complete combustion cycles, improving engine stability as compared to spark-only operation. Addition of microwave energy also increased the indicated thermal efficiency by 4% atλ=1.68. Atλ=1.75, the spark discharge alone was unable to consistently ignite the air-fuel mixture, resulting in frequent misfires. Although microwave energy produced more consistent ignition than spark discharge alone atλ=1.75, 59% of the cycles only partially burned. Overall, the microwave-assisted spark plug increased engine performance under lean operating conditions(λ=1.68)but did not affect operation at conditions closer to stoichiometric.

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Bresch-Pietri, D., T. Leroy, J. Chauvin, and N. Petit. "Practical delay modeling of externally recirculated burned gas fraction for Spark-Ignited Engines." IFAC Proceedings Volumes 46, no. 3 (2013): 232–37. http://dx.doi.org/10.3182/20130204-3-fr-4031.00202.

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Singh, Eshan, Ponnya Hlaing, and Robert W. Dibble. "Investigating Water Injection in Single-Cylinder Gasoline Spark-Ignited Engines at Fixed Speed." Energy & Fuels 34, no. 12 (November 17, 2020): 16636–53. http://dx.doi.org/10.1021/acs.energyfuels.0c03057.

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Flynn, P. F., G. L. Hunter, L. Farrel, R. P. Durrett, O. Akinyemi, A. O. Zur Loye, C. K. Westbrook, and W. J. Pitz. "The inevitability of engine-out NOx emissions from spark-ignited and diesel engines." Proceedings of the Combustion Institute 28, no. 1 (January 2000): 1211–18. http://dx.doi.org/10.1016/s0082-0784(00)80332-x.

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47

Pla, Benjamin, Joaquin De la Morena, Pau Bares, and Irina Jiménez. "Cycle-to-cycle combustion variability modelling in spark ignited engines for control purposes." International Journal of Engine Research 21, no. 8 (November 1, 2019): 1398–411. http://dx.doi.org/10.1177/1468087419885754.

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A control-oriented model of spark ignition combustion is presented. The model makes use of avaliable signals, such as spark advance, air mass, intake pressure, and lambda, to characterize not only the average combustion evolution but also the cycle-to-cycle variability. The conventional turbulent flame propagation model with two states, namely entrained mass and burnt mass, is improved by look-up tables at some parameters, and the cycle-to-cycle variability is estimated by propagation of an exogenous noise with a normal probabilistic distribution at the turbulent and laminar flame speed, which intends to simulate the unknowns at turbulent flow, temperature distribution, or initial kernel distribution. The model is able to estimate which is the expected variability during the combustion evolution and might be used online for characterizing the time response of closed-loop control actions or it can be used offline to improve the control strategies without large experimental test campaigns. Experimental data from a four-stroke commercial engine was used for calibration and validation purposes, demonstrating the capabilities of the model in steady and transient conditions.

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Gherghina, George, Dragos Laurentiu Popa, and Dragos Tutunea. "Simulation of a Mono Cylindrical Engine with LES Software." Applied Mechanics and Materials 823 (January 2016): 347–52. http://dx.doi.org/10.4028/www.scientific.net/amm.823.347.

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This paper analyzes the numerical research carried out on a single-cylinder research engine. 1D engine simulation tools are widely used to model the combustion and gas flow processes in a four-stroke spark ignited engine. LES software represents a powerful tool for optimization of engine dynamic processes and parameters. The simulation and design of engines can drastically reduce time and costs in automotive industry. 1D advance systems are needed for an effective boosting of the engine. A mono cylindrical spark ignition engine was analyzed to determine the performance and general parameters.

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Snyder, W. E., M. R. Wright, and S. G. Dexter. "A Natural Gas Engine Combustion Rig With High-Speed Photography." Journal of Engineering for Gas Turbines and Power 110, no. 3 (July 1, 1988): 334–42. http://dx.doi.org/10.1115/1.3240126.

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Engines today must satisfy stringent emission requirements but must at the same time have low fuel consumption. One method of approaching both of these goals in spark-ignited natural gas engines is with lean combustion. The use of as much as 80 percent excess air significantly reduces the peak combustion temperature and, as compared to a stoichiometric engine, reduces the NOx emissions by up to 90 percent and the fuel consumption by up to 15 percent. One limitation on lean combustion, however, is the high energy needed for ignition. In larger engines, a small prechamber containing an easily ignitable near-stoichiometric mixture has proved to be both successful and popular as one method of producing the necessary high ignition energy. Although this form of stratified charge combustion has been known for many years, its development has largely been the result of “cut and try” procedures. Lack of access for suitable instrumentation, combined with the difficulty of isolating the individual variables which affect performance, has limited the fundamental understanding of the mechanism of prechamber combustion. This paper summarizes results from a research program where a constant-volume combustion rig is used to simulate engine operation. Emphasis is placed on high-speed photography of the prechamber combustion. A second program on a single-cylinder prechamber spark-ignited gas engine and a third on a multiple-cylinder engine will be reported in subsequent papers.

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Finkelberg, Lev, Alexander Kostuchenkov, Andrei Zelentsov, and Vladimir Minin. "Improvement of Combustion Process of Spark-Ignited Aviation Wankel Engine." Energies 12, no. 12 (June 15, 2019): 2292. http://dx.doi.org/10.3390/en12122292.

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This paper deals with the creation of modern high-performance aircraft power units based on the Wankel rotary piston engine. One of the main problems of Wankel engines is high specific fuel consumption. This paper solves the problem of improving the efficiency of this type of engine. The mathematical model of non-stationary processes of transfer of momentum, energy, mass, and the concentration of reacting substances in the estimated volume provides for the determination of local gas parameters in the entire computational region, which are presented as a sum of averaged and pulsation components. The k-ζ-f model is used as the turbulence model; the combustion is described by the coherent flame model (CFM) based on the concept of laminar flame propagation. As a result of the calculation, we obtained the values of temperature, pressure, and velocity of the working fluid in the working chamber cross-sections of a rotary–piston engine. Various options of the rotor recess shape are considered. Based on the data obtained, the rotor design was improved. The offered shape of the rotor recess has reduced emissions of both nitrogen oxides and carbon dioxide.

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