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Journal articles on the topic 'Gasoline engine'
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1
Shi, Wei Bo, and Xiu Min Yu. "Efficiency and Emissions of Spark Ignition Engine Using Hydrogen and Gasoline Mixtures." Advanced Materials Research 1070-1072 (December 2014): 1835–39. http://dx.doi.org/10.4028/www.scientific.net/amr.1070-1072.1835.
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This paper reviews and summarizes recent developments in hydrogen and gasoline mixtures powered engine research. According to the hydrogen and gasoline injection location, engine can be divided into three categories: hydrogen intake port injection, gasoline direct injection; Hydrogen direct injection, gasoline intake port injection; hydrogen and gasoline intake port injection. Different gasoline and hydrogen injection location determines the engines have different advantages. Follow an overview of spark ignition engine using hydrogen and gasoline mixtures, general trade-off when operating engine on hydrogen and gasoline mixtures are analyzed and highlights regarding accomplishments in efficiency improvement and emissions reduction are presented. These include estimates of efficiency potential of hydrogen and gasoline engines, fuel economy and emissions.
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Wan, Yu, Ai Min Du, Da Shao, and Guo Qiang Li. "Performance Analysis and Improvement Approach of HEV Extended Expansion Gasoline Engine." Advanced Materials Research 317-319 (August 2011): 1999–2006. http://dx.doi.org/10.4028/www.scientific.net/amr.317-319.1999.
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According to the boost mathematical model verified by experiments, the valve train of traditional gasoline engine is optimized and improved to achieve extended expansion cycle. The simulation results of extended expansion gasoline engine shows that the extended expansion gasoline engine has a better economic performance, compared to traditional gasoline engines. The average brake special fuel consumption (BSFC) can reduce 22.78 g / kW•h by LIVC, but the negative impacts of extended expansion gasoline engine restrict the potential of extended expansion gasoline engine. This paper analyzes the extended expansion gasoline engine performance under the influence of LIVC, discusses the way to further improve extended expansion gasoline engine performance.
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Stępień, Zbigniew. "Ewolucja metod oceny szkodliwych osadów silnikowych powodowanych spalaniem benzyn." Nafta-Gaz 77, no. 5 (May 2021): 340–47. http://dx.doi.org/10.18668/ng.2021.05.07.
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The article describes the threat posed by deposits harmful to the proper functioning of spark ignition engines. The areas of indirect and direct injection engines where the most dangerous deposits form are indicated. The factors having significant influence on the occurrence of this unfavourable phenomenon were collected and analyzed. Consequently, a simplified classification of factors influencing the formation of harmful deposits in direct and indirect injection spark ignition engines was made. In the research part of the project, a comparative study of the tendency of gasolines of different composition and physicochemical properties to form deposits was carried out. The criterion for evaluating the detergent properties of gasolines was the tendency to form deposits on intake valves in the case of indirect injection engine and on the injector in the case of direct injection engine. For this purpose, the previously widely used test procedure CEC F-05-93 relating to deposits formed on intake valves in SI indirect injection engines and the latest test procedure CEC F-113-KC relating to the most harmful deposits formed in injectors of DISI (Direct Injection Spark Ignition) engines were used. The purpose of the comparative study conducted was to determine if there was any relatively simple, identifiable relationship between the results of gasoline detergent property evaluations obtained at engine test sites differing in test engine generations, methods of conducting the evaluations, and type of engine deposits formed. As a result, no correlations were found between the testable engine sludge tendency results obtained from tests using the CEC F-05-93 and CEC F-113-KC procedures. Therefore, knowing the evaluation of gasoline conducted according to one of the above mentioned test procedures, one cannot conclude, predict or estimate the evaluation that will be obtained according to the other test procedure. Therefore, the results obtained according to one of the procedures do not allow extrapolation and evaluation of gasoline in terms of tendency to form harmful engine deposits according to the other procedure.
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Li, Chengqian, Yaodong Wang, Boru Jia, Zhiyuan Zhang, and Anthony Roskilly. "Numerical Investigation on NOx Emission of a Hydrogen-Fuelled Dual-Cylinder Free-Piston Engine." Applied Sciences 13, no. 3 (January 20, 2023): 1410. http://dx.doi.org/10.3390/app13031410.
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The free-piston engine is a type of none-crank engine that could be operated under variable compression ratio, and this provides it flexible fuel applicability and low engine emission potential. In this work, several 1-D engine models, including conventional gasoline engines, free-piston gasoline engines and free-piston hydrogen engines, have been established. Both engine performance and emission performance under engine speeds between 5–11 Hz and with different equivalent ratios have been simulated and compared. Results indicated that the free-piston engine has remarkable potential for NOx reduction, and the largest reduction is 57.37% at 6 Hz compared with a conventional gasoline engine. However, the figure of NOx from the hydrogen free-piston engine is slightly higher than that of the gasoline free-piston engine, and the difference increases with the increase of engine speed. In addition, several factors and their relationships related to hydrogen combustion in the free-piston engine have been investigated, and results show that the equivalent ratio φ=0.88 is a vital point that affects NOx production, and the ignition advance timing could also affect combustion duration, the highest in-cylinder temperature and NOx production to a large extent.
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Li, Yu, Jinke Gong, Wenhua Yuan, Jun Fu, Bin Zhang, and Yuqiang Li. "Experimental investigation on combustion, performance, and emissions characteristics of butanol as an oxygenate in a spark ignition engine." Advances in Mechanical Engineering 9, no. 2 (February 2017): 168781401668884. http://dx.doi.org/10.1177/1687814016688848.
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Ethanol is known as the most widely used alternative fuel for spark-ignition engines. Compared to it, butanol has proved to be a very promising renewable fuel in recent years for desirable properties. The conjoint analysis on combustion, performance, and emissions characteristics of a port fuel injection spark-ignition engine fueled with butanol–gasoline blends was carried out. In comparison with butanol–gasoline blends with various butanol ratio (0–60 vol% referred as G100~B60) and conventional alcohol alternative fuels (methanol, ethanol, and butanol)–gasoline blends, it shows that B30 performs well in engine performance and emissions, including brake thermal efficiency, brake-specific fuel consumption, carbon monoxide, unburned hydrocarbons, and nitrogen oxides. Then, B30 was compared with G100 under various equivalence ratios ( Φ = 0.83–1.25) and engine loads (3 and 5-bar brake mean effective pressure). In summary, B30 presents an advanced combustion phasing, which leads to a 0.3%–2.8% lower brake thermal efficiency than G100 as the engine was running at the spark timing of gasoline’s maximum brake torque (MBT). Therefore, the sparking timing should be postponed when fueled with butanol–gasoline blends. For emissions, the lower carbon monoxide (2.3%–8.7%), unburned hydrocarbons (12.4%–27.5%), and nitrogen oxides (2.8%–19.6%) were shown for B30 compared with G100. Therefore, butanol could be a good alternative fuel to gasoline for its potential to improve combustion efficiency and reduce pollutant emissions.
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Iodice, Paolo, and Massimo Cardone. "Ethanol/Gasoline Blends as Alternative Fuel in Last Generation Spark-Ignition Engines: A Review on CO and HC Engine Out Emissions." Energies 14, no. 13 (July 4, 2021): 4034. http://dx.doi.org/10.3390/en14134034.
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Among the alternative fuels existing for spark-ignition engines, ethanol is considered worldwide as an important renewable fuel when mixed with pure gasoline because of its favorable physicochemical properties. An in-depth and updated investigation on the issue of CO and HC engine out emissions related to use of ethanol/gasoline fuels in spark-ignition engines is therefore necessary. Starting from our experimental studies on engine out emissions of a last generation spark-ignition engine fueled with ethanol/gasoline fuels, the aim of this new investigation is to offer a complete literature review on the present state of ethanol combustion in last generation spark-ignition engines under real working conditions to clarify the possible change in CO and HC emissions. In the first section of this paper, a comparison between physicochemical properties of ethanol and gasoline is examined to assess the practicability of using ethanol as an alternative fuel for spark-ignition engines and to investigate the effect on engine out emissions and combustion efficiency. In the next section, this article focuses on the impact of ethanol/gasoline fuels on CO and HC formation. Many studies related to combustion characteristics and exhaust emissions in spark-ignition engines fueled with ethanol/gasoline fuels are thus discussed in detail. Most of these experimental investigations conclude that the addition of ethanol with gasoline fuel mixtures can really decrease the CO and HC exhaust emissions of last generation spark-ignition engines in several operating conditions.
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Sharma, Nagendra Kumar. "Comparison of Spark Ignition Engine Performance and Emission Analysis Using Gasoline, LPG and Mixture Fuels." International Journal for Modern Trends in Science and Technology 6, no. 6 (June 7, 2020): 33–36. http://dx.doi.org/10.46501/ijmtst060608.
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Emissions of higher amount of pollutants are a major concern in the use of conventional fuels such gasoline and diesel. Exhaust emissions such as nitrogen oxides (NOx), carbon monoxides (CO) and sulphur dioxides (SO2) affect the human body adversely. The problem of emission of higher amount of harmful pollutants can be diluted by use of alternate fuels such as liquefied petroleum gas (LPG), gasoline and their mixtures. The emission level can be brought down to safer level set by international agencies. In this work the engine was tested using LPG, gasoline and with gasoline and LPG-air mixture; so that comparative study of the emissions of pollutants gases and engine performance can be made. The results of the experiments have shown improvement in efficiency of LPG mode engine in comparison to gasoline and mixture fuel engine. Simultaneously, there was a reduction in HC and CO emissions of LPG and mixture fuel engines with reference to gasoline mode engines. On the other hand, the pure LPG fuel system showed a tremendous reduction in emissions, delivered a comparable torque as compared to gasoline and mixture fuel engine. The fuel consumption rate of LPG fuel mode is slightly higher than the gasoline mode. LPG mode is more economical but in most of the cases it results in about 10 -15% power loss.
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Costa, Joaquim, Jorge Martins, Tiago Arantes, Margarida Gonçalves, Luis Durão, and Francisco P. Brito. "Experimental Assessment of the Performance and Emissions of a Spark-Ignition Engine Using Waste-Derived Biofuels as Additives." Energies 14, no. 16 (August 23, 2021): 5209. http://dx.doi.org/10.3390/en14165209.
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The use of biofuels for spark ignition engines is proposed to diversify fuel sources and reduce fossil fuel consumption, optimize engine performance, and reduce pollutant emissions. Additionally, when these biofuels are produced from low-grade wastes, they constitute valorisation pathways for these otherwise unprofitable wastes. In this study, ethanol and pyrolysis biogasoline made from low-grade wastes were evaluated as additives for commercial gasoline (RON95, RON98) in tests performed in a spark ignition engine. Binary fuel mixtures of ethanol + gasoline or biogasoline + gasoline with biofuel incorporation of 2% (w/w) to 10% (w/w) were evaluated and compared with ternary fuel mixtures of ethanol + biogasoline + gasoline with biofuel incorporation rates from 1% (w/w) to 5% (w/w). The fuel mix performance was assessed by determination of torque and power, fuel consumption and efficiency, and emissions (HC, CO, and NOx). An electronic control unit (ECU) was used to regulate the air–fuel ratio/lambda and the ignition advance for maximum brake torque (MBT), wide-open throttle (WOT)), and two torque loads for different engine speeds representative of typical driving. The additive incorporation up to 10% often improved efficiency and lowered emissions such as CO and HC relative to both straight gasolines, but NOx increased with the addition of a blend.
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Ivanov, A. B., D. A. Man’shev, and S. A. Kriushin. "Two-stroke gasoline engine lubricants." World of petroleum products 1 (2022): 48–58. http://dx.doi.org/10.32758/2782-3040-2022-0-1-48-58.
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The article considers the design and lubrication of small 2-stroke engines installed on snowmobiles, quad bikes, motorcycles and drones. The compositions of the 2-stroke engine oils, base oils and additives, actual specification JASO, NMMA, API, TISI and ISO are analysed. Concern the short characteristics of JASO engine test methods.
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Adebayo, A., and Omojola Awogbemi. "Effects of Fuel Additives on Performance and Emission Characteristics of Spark Ignition Engine." European Journal of Engineering Research and Science 2, no. 3 (March 23, 2017): 30. http://dx.doi.org/10.24018/ejers.2017.2.3.289.
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This research investigated the effects of addition of ethanol to gasoline with the aim of improving the performance and emission characteristics of Spark Ignition (SI) engine. Four samples of gasoline-ethanol blend were prepared, namely 100% ethanol, 100% gasoline, 95% gasoline + 5% ethanol and 90% gasoline+10% ethanol, and were labeled sample A, B, C and D respectively. Physicochemical analysis was carried out on the four samples while sample B, C, and D were used to run a single cylinder, two stroke, air cooled SI engine to determine the performance characteristics of the engine at four engine speeds of 800rpm, 1000rpm, 1200rpm, and 1400rpm. An exhaust gas analyzer was used to analyze the exhaust emission to determine its constituents at no load. The research concluded that blending gasoline with ethanol not only improved the performance of the engine, it also yielded a friendlier emission. It also solves the problem of sole dependence on petroleum products to run SI engines with its attendant cost and environmental implications.
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Adebayo, A., and Omojola Awogbemi. "Effects of Fuel Additives on Performance and Emission Characteristics of Spark Ignition Engine." European Journal of Engineering and Technology Research 2, no. 3 (March 23, 2017): 30–35. http://dx.doi.org/10.24018/ejeng.2017.2.3.289.
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This research investigated the effects of addition of ethanol to gasoline with the aim of improving the performance and emission characteristics of Spark Ignition (SI) engine. Four samples of gasoline-ethanol blend were prepared, namely 100% ethanol, 100% gasoline, 95% gasoline + 5% ethanol and 90% gasoline+10% ethanol, and were labeled sample A, B, C and D respectively. Physicochemical analysis was carried out on the four samples while sample B, C, and D were used to run a single cylinder, two stroke, air cooled SI engine to determine the performance characteristics of the engine at four engine speeds of 800rpm, 1000rpm, 1200rpm, and 1400rpm. An exhaust gas analyzer was used to analyze the exhaust emission to determine its constituents at no load. The research concluded that blending gasoline with ethanol not only improved the performance of the engine, it also yielded a friendlier emission. It also solves the problem of sole dependence on petroleum products to run SI engines with its attendant cost and environmental implications.
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Y, Gutarevych, Shuba Y, Syrota A, Trifonov D, and Ovchynnikov D. "EFFECT OF AIR HEATING AT THE INTAKE ON THE ENERGY AND ENVIRONMENTAL PERFORMANCE OF A TRANSPORT ENGINE WHEN RUNNING ON ALCOHOL-CONTAINING GASOLINE AT LOW TEMPERATURES." National Transport University Bulletin 1, no. 50 (2021): 46–56. http://dx.doi.org/10.33744/2308-6645-2021-3-50-046-056.
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The article discusses the issue associated with the influence of air heating at the intake on the fuel efficiency and environmental performance of an engine with a carburetor power system when using alcohol-containing gasoline with a bioethanol content of about 36%, in the cold start, warm-up and idle modes. The use of inlet air heating is one of the promising areas for the implementation of energy-efficient technologies in road transport. The object of experimental research is a ZAZ-1102 car with a MeMZ-245 gasoline engine with a carburetor power system. The purpose of the work is to determine the effect of air heating at the intake on the energy and environmental performance of a transport engine when operating on alcohol-containing gasoline at low temperatures. The research method is experimental. As a result of the research, it was found that the use of air preheating at the intake with TAPP when using alcohol-containing gasoline with a bioethanol content of about 36% allows for reliable start-up while reducing the engine start-up time; reduce engine warm-up time by 15.8%, total fuel consumption by 34.6%; CO concentration at the beginning of heating decreases by 30.8%, CmHn concentration decreases 4.8 times. 120 seconds after warming up, the CmHn concentration when the engine is running without heating is 730 ppm, and with heating it is 370 ppm. CO concentrations are reduced from 0.37% to 0.25%. To ensure the adaptation of existing engines with a carburetor fuel supply system to the use of alcohol-containing gasolines with a bioethanol content of more than 20%, it is recommended at low temperatures to ensure an intake air temperature within 40 ... 50 ° C, which generally leads to an increase in fuel efficiency. KEY WORDS: ENGINE WITH CARBURETTOR POWER SUPPLY SYSTEM, ALCOHOL-CONTAINING GASOLINE, HEATED AIR AT THE INLET, LOW OPERATING TEMPERATURE, INCREASING ENGINE ENERGY EFFICIENCY.
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CESUR, İdris. "Effect of Methanol Gasoline Blends on the Performance and Emissions of a Gasoline Engine." Afyon Kocatepe University Journal of Sciences and Engineering 22, no. 2 (April 30, 2022): 436–43. http://dx.doi.org/10.35414/akufemubid.1069914.
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One of the methods used to reduce pollutant emissions from spark ignition engines is the use of alternative fuels in engines. As an alternative fuel, methanol can be used in the engine without making any structural changes by adding it to the fuel up to certain proportions. In this study, the effects of using different ratios of gasoline methanol mixtures as fuel in spark ignition engines on performance and exhaust emissions were investigated experimentally. In the experiments, 10% and 20% by mass of methanol was mixed with gasoline fuel. The experiments were carried out at different engine speeds and full load conditions. As a result of the experimental study, reductions of up to 3% in engine torque and effective power were determined by using 20% methanol blended fuel as fuel in the engine. Despite the slight deterioration in engine performance, reductions in HC, CO and NOx emissions were observed. The maximum reduction in HC emissions is 17% in 10% methanol blended fuel, and the maximum reduction in NOx emissions is 26% in 20% methanol blended fuel. Some deterioration was observed in the specific fuel consumption and effective efficiency values.
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Sandu, Cristian, Constantin Pană, Niculae Negurescu, Alexandru Cernat, Cristian Nuţu, and Rareş Georgescu. "The study of the spark ignition engine operation at fuelling with n-butanol-gasoline blends." E3S Web of Conferences 180 (2020): 01010. http://dx.doi.org/10.1051/e3sconf/202018001010.
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For conventional internal combustion engines alternative fuels such alcohols (ethanol, methanol and butanol) have attracted more attention. This aspect is due to the fact that alcohols have good combustion properties and high oxygen content. Butanol is a viable fuel for blending with conventional fuels such as gasoline or diesel because of its high miscibility with these conventional fuels. The high combustion speed of butanol compared to that of gasoline ensures a shorter burning process thus the engine thermal efficiency can potentially be improved. Moreover, the additional oxygen content of the alcohol n-butanol can potentially improve the combustion process and can lead to a reduction of carbon monoxide and unburnt hydrocarbons emissions level. Utilizing butanol-gasoline blends can provide a good solution for the reduction of greenhouse gases level (CO2) and pollutants level (CO, HC, and NOx). An experimental study was carried out in a spark ignition engine which was fueled with a blend of n-butanol-gasoline at different volume percentages. The objective of this paper is to determine the effects of butanol on the engine energetic performances and on the emissions (HC, CO and NOx). At first the engine fueled with pure gasoline to set up a reference at the engine load χ=55%, engine speed of n=2500 min-1 and different excess air coefficients (λ). After setting the reference the engine was fueled with butanol-gasoline blend (10% vol. butanol 90% vol. gasoline) with the same engine adjustments. At butanol use the CO, HC and CO2 emissions level decreased, but the NOx emission level increased. The butanol can be considered a good alternative fuel for the spark ignition engines without modifications.
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Ali, Obed Majeed, Omar Rafae Alomar, Omar Mohammed Ali, Naseer T. Alwan, Salam J. Yaqoob, Anand Nayyar, Sameh Askar, and Mohamed Abouhawwash. "Operating of Gasoline Engine Using Naphtha and Octane Boosters from Waste as Fuel Additives." Sustainability 13, no. 23 (November 24, 2021): 13019. http://dx.doi.org/10.3390/su132313019.
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Fuel quality is an important indicator for the suitability of alternative fuel for the utilization in internal combustion (IC) engines. In this paper, light naphtha and fusel oil have been introduced as fuel additives for local low octane gasoline to operate a spark ignition (SI) engine. Investigated fuel samples have been prepared based on volume and denoted as GN10 (90% local gasoline and 10% naphtha), GF10 (90% local gasoline and 10% fusel oil), and GN5F5 (90% local gasoline, 5% naphtha and 5% fusel oil) in addition to G100 (Pure local gasoline). Engine tests have been conducted to evaluate engine performance and exhaust emissions at increasing speed and constant wide throttle opening (WTO). The study results reveal varying engine performance obtained with GN10 and GF10 with increasing engine speed compared to local gasoline fuel (G). Moreover, GN5F5 shows higher brake power, lower brake specific fuel consumption, and higher brake thermal efficiency compared to other investigated fuel samples over the whole engine speed. The higher CO and CO2 emissions were obtained with GN10 and GF10, respectively, over the entire engine speed and the minimum CO emissions observed with GN5F5. Moreover, the higher NOx emission was observed with pure local gasoline while the lowest was observed with GF10. On the other hand, GN5F5 shows slightly higher NOx emissions than GF10, which is lower than GN10 and gasoline. Accordingly, GN5F5 shows better engine performance and exhaust emissions, which can enhance the local low gasoline fuel quality using the locally available fuel additives.
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Kim, Joohan, and Kyoungdoug Min. "Modeling laminar burning velocity of gasoline using an energy fraction-based mixing rule approach." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 5 (May 4, 2018): 1245–58. http://dx.doi.org/10.1177/0954407018768396.
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To determine an optimum combustion chamber design and engine operating strategies, computational fluid dynamics simulations of direct-injection spark-ignition engines have become an indispensable step in the powertrain development process. The laminar burning velocity of gasoline is known as an essential input parameter for combustion simulations. In this study, a new methodology for modeling the laminar burning velocity of gasoline for direct-injection spark-ignition engine simulations is proposed. Considering the gasoline as a complex mixture of hydrocarbon fuel, three hydrocarbons, iso-octane, n-heptane, and toluene were incorporated as surrogate fuel components to represent gasoline with distinct aromatic laminar flame characteristics compared to alkane. A mixing rule, based on energy fractions, was adopted to consider the compositional variation of gasoline. The laminar burning velocities of iso-octane, n-heptane, and toluene were calculated under wide thermo-chemical conditions in conjunction with detailed chemical reaction kinetics in the premixed flame simulation. Finally, a set of laminar burning velocity model equations was derived by curve-fitting the flame simulation results of each hydrocarbon component in consideration of the effect of temperature, pressure, and diluent. The laminar burning velocity model was validated against the measurement data of gasoline’s laminar burning velocity found in the literature, and was applied to the computational fluid dynamics simulation of a direct-injection spark-ignition engine under the various operating conditions to explore the prediction capability.
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Varde, K., A. Jones, A. Knutsen, D. Mertz, and P. Yu. "Exhaust emissions and energy release rates from a controlled spark ignition engine using ethanol blends." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 221, no. 8 (August 1, 2007): 933–41. http://dx.doi.org/10.1243/09544070jauto179.
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Although alcohols have been considered and used as fuels for internal combustion engines for decades, their use in automotive transportation systems has been rather limited. In the past few years, ethanol has received varying amounts of attention in the United States owing to the increasing cost of gasoline fuel and legislative mandates in some states requiring the sale of alcohol-blended gasoline for light-duty vehicles. This may, in the end, help the agricultural economy in the United States. If alcohol blends are to be used in spark ignition (SI) engines designed to operate on gasoline, then it is important that engines be tuned for the fuel that is being utilized at that instant. This requires knowledge of the combustion characteristics of alcohol blends so that the engine control system can make appropriate changes according to the quality of the blend. The present investigation was conducted to evaluate the combustion and exhaust emissions characteristics of ethanol-gasoline blends in a two-valve automotive SI engine. Ethanol blends improved the specific energy consumption relative to pure gasoline fuel. At stoichiometric air-fuel ratio, the alcohol blends improved exhaust CO emissions marginally. However, there were consistent reductions in NO x levels, particularly with the E-85 blend. The use of E-85 in the engine also resulted in a reduction in HC levels relative to neat gasoline, but E-85 produced significantly higher levels of acetaldehydes by comparison with neat gasoline and lower ethanol blends, particularly at lighter engine loads. The E-85 blend required a longer time to develop and set up the flame in the combustion chamber relative to neat gasoline. This was particularly true at lower engine loads, probably owing to cooling effects of the inducted charge. However, the rapid combustion duration did not exhibit much difference between the blends and gasoline.
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Chen, Zhuo, Zhiwei Wang, Tingzhou Lei, and Ashwani K. Gupta. "Physical-Chemical Properties and Engine Performance of Blends of Biofuels with Gasoline." Journal of Biobased Materials and Bioenergy 15, no. 2 (April 1, 2021): 163–70. http://dx.doi.org/10.1166/jbmb.2021.2050.
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Addition of 10 vol% biomass-based methyl levulinate (ML), ethyl levulinate (EL), butyl levulinate (BL), gamma-valerolactone (GVL), dimethyl carbonate (DimC), and diethyl carbonate (DieC) in gasoline were selected as blended fuels. Physical-chemical properties of six different blends of biofuels and gasoline, including miscibility, octane number, distillation, vapor pressure, unwashed gum content, solvent washed gum content, copper corrosiveness, water content, mechanical admixtures, and lower heating value was evaluated according to the China National Standards. Blended fuels were then evaluated on the performance and emissions of a gasoline test engine without any modification. The results showed that all biomass-based fuels at 10 vol% have good miscibility in gasoline at temperatures of –30 to 30 °C. Experiments were performed at 4500 rpm engine speed at different engine loads (from 10% to 100% in 10% intervals). Results showed slightly lower engine power at different loads with the blended fuels than those from gasoline fuelled engine. However, the brake specific fuel consumption (BSFC) with the blended fuels was slightly higher than that from gasoline. Emission of carbon monoxide (CO), total unburned hydrocarbon (THC) and oxides of nitrogen (NOx) was reduced significantly from the blended fuels compared to gasoline while carbon dioxide (CO2) emission was slightly higher than that from gasoline. The data suggests that 10 vol% addition of biomass-based levulinates and carbonates fuels to gasoline is suitable for use in gasoline engines.
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Sandu, Cr, C. Pana, N. Negurescu, Al Cernat, D. Fuiorescu, R. Georgescu, and C. Nutu. "The study of the spark ignition engine performance at fueling with n-butanol-gasoline mixture." IOP Conference Series: Materials Science and Engineering 1262, no. 1 (October 1, 2022): 012073. http://dx.doi.org/10.1088/1757-899x/1262/1/012073.
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The actual challenges regarding renewable energy sources, pollution and climate changes have pushed industries sectors (including the automotive sector) to find sustainable solutions for long-term. Numerous studies have been conducted for to find the alternative fuels sources to solve the energetic and pollution problems. A special attention was given to alcohols use (ethanol, butanol, methanol) in mixture with the conventional fuels like gasoline or diesel. Butanol has a great advantage comparative with other alcohols due its better miscibility properties, allowing a butanol higher percentages use in mixture with gasoline or diesel fuel. Butanol is also less corrosive VS ethanol or methanol, which makes it ideal for the spark-ignition engines. An automotive gasoline engine with a 1.5L displacement was fueled with butanol in mixture with gasoline in deferent percentages, deferent dosages and deferent engine operation regimes. In the paper the effects are presented of the engine fueling with B15 fuel (15%-vol. n-butanol in mixture with 85%-vol. gasoline) on the combustion, on the engine energetic performances and pollutants. The experimental investigations (engine load 55% and 2500 rpm engine speed) showed the brake specific energetic consumption and the level of the pollutants emissions decrease at the butanol and the lean mixtures use, at the same engine power, comparative to engine gasoline. Another advantage of n-butanol is the stable engine operation at lean mixtures use.
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Wirawan, Tri Susilo, Andi Erwin Eka Putra, and Nasruddin Aziz. "Gasoline Engine Performance, Emissions, Vibration And Noise With Methanol-Gasoline Fuel Blends." IOP Conference Series: Earth and Environmental Science 927, no. 1 (December 1, 2021): 012027. http://dx.doi.org/10.1088/1755-1315/927/1/012027.
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Abstract The consumption of fossil fuels raises major issues, such as energy availability and environmental preservation. In order to minimize these issues, it is important to propose alternative fuel. Alternative fuel to be proposed should be easy to apply current type of enginethat do not require engine modification and environmentally friendly. This study aims to determine the effect of addition of methanol as a non-fossil fuel mixture into RON 88 gasoline. The ratio of mixture is 80% of RON 88 gasoline and 20% of methanol. We conducted the experiment to determine the mixture effect on fuel properties, engine performance, engine vibration, engine noise, and exhaust emissions. The engine simulation utilized the TV-1 engine (Kirloskar Oil Engines Ltd.). The results show that the engine performance of fuel mixed with methanol tends to be better even though the fuel consumption is higher, the highest specific fuel consumption in the methanol mixture is 2.9 kg/kwh while the specific fuel consumption for gasoline without a methanol mixture is 2.64 kg/kwh. The largest engine vibration occurred in the measurement of the vertical radial direction of 36 m/s2 and 34 m/s2 for with methanol and without the addition of methanol, at 1200 rpm to 1600 rpm respectively. Engine noise is higher for fuel mixed with methanol with the largest value of 86.4 dB compared to 85.7 dB for pure gasoline. Lower emission levels for fuel blended with methanol, where the highest HC emission for pure gasoline is 32 ppm while fuel mixed with methanol is 17 ppm.
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Thangavelu, Saravana Kannan, Abu Saleh Ahmed, and Farid Nasir Ani. "Performance of Petrol Engine Using Gasoline-Ethanol-Methanol (GEM) Ternary Mixture as Alternative Fuel." Applied Mechanics and Materials 833 (April 2016): 41–48. http://dx.doi.org/10.4028/www.scientific.net/amm.833.41.
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Bioethanol fuel produced from biomass and bioenergy crops has been proclaimed as one of the feasible alternative to gasoline in internal combustion engines. In this study, the effect of gasoline–ethanol–methanol (GEM) ternary blend on performance characteristics of petrol engine was studied. Three different fuel blends, namely, E0 (gasoline), G75E21M4 (75% gasoline, 21% hydrous ethanol and 4% methanol) and E25 (25% anhydrous ethanol and 75% gasoline) were tested in a 1.3-l K3-VE spark-ignition engine having four cylinders, dynamic variable valve timing, and electronic fuel injection. The experimental results revealed that using G75E21M4 fuel blend increased the air-fuel ratio, engine power, torque, brake thermal efficiency, and mean effective pressure compared to E0 and E25, however, fuel consumption also increased.
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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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Zdanevuch, V., S. Yanyk, V. Malikov, and S. Litvinovski. "APPLICATION OF ALCOHOL-ACETONE SOLVENTS AS ADDITIVES TO GASOLINE." Collection of scientific works of Odesa Military Academy 1, no. 13 (December 30, 2020): 170–75. http://dx.doi.org/10.37129/2313-7509.2020.13.1.170-175.
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The article considers the influence of alcohol-acetone solvents on the performance properties of motor gasolines in order to be able to use methanol-acetone solvent as an additive to increase the detonation resistance of gasoline. Currently, there are biocompatible gasolines that contain a variety of aliphatic alcohols. Thus, according to DSTU 7687: 2015 in gasoline allowed methanol up to 3%, ethanol up to 10%, isopropyl alcohol up to 12%, isobutyl alcohol up to 15% and a significant amount of other oxygen-containing compounds. When using gasoline with a high end of boiling in internal combustion engines with spark ignition, soot is formed, which adversely affects the operation of the engine and largely depends on the composition of gasoline.The ability of the fuel to form a homogeneous, without detonation combustible mixture. To improve the energy properties of methanol it can be used as a solution with other hydrocarbons The reason of testing is the possibility of using methanol-acetone mixture to improve the performance of biocompatible gasolines, including pumping, evaporation, flammability, flammability, prone to compatibility and toxicity. Starting properties of gasoline, largely depend on the number of fractions that boil within the temperature range from the beginning of distillation to 10% of gasoline distillation, as well as determining the saturated vapor pressure, but in the presence of low-boiling fractions in gasoline, under certain operating conditions, can cause interruptions in the supply of gasoline, which is associated with the formation of steam plugs in the fuel system of engines. In the modern literature there is no analysis and the possibility of using alcohol-acetone solutions as additives to biogasolines in order to improve their performance. Keywords: production, application, alcohol-acetone solvents, biogasolines, oxygen-containing hydrocarbons, aliphatic alcohols, octane number
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Siwale, Lennox. "Effect of oxygenated fuels on emissions characteristics: a comparative study between compression ignition and spark ignition engines." International Journal of Petrochemical Science & Engineering 4, no. 2 (2019): 57–64. http://dx.doi.org/10.15406/ipcse.2019.04.00104.
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It is agreed by scientists world-wide that continued burning of petroleum oils without intervention is a great threat to the environment. In this study a comparison is made of the extent of emissions produced between diesel and gasoline engines using oxygenated blends. In the gasoline engine 20% methanol -80%, gasoline M20 was used. In the diesel engine, 20% n-butanol and 80% diesel B20 was the test fuel. The gasoline engine was a naturally aspirated Suzuki RS-416 1.6L engine type and the diesel type engine was a 1Z type, 1.9L Turbo-Direct injection (TDI). The results obtained were as follows: the NOx emissions increased with an increasing BMEP for Diesel Fuel (DF) but was slightly lower than the blend B20 at 50 and 75 % load; whereas using M20, Nox reduced in reference to gasoline fuel (GF) but was four times higher than that obtained in diesel engine; using B20 diminished the quality of Unburned hydrocarbons (uHc) emissions in diesel engine based on the reference fuel DF. The range of emissions of uHC however was far less in the diesel engine than in the gasoline engine.10-60 ppm and 600 to 700 ppm respectively. The blend M20 reduces uHc more than the GF above 25% brake mean effective pressure (bmep).The formation of Carbon monoxide (CO) was rapid for M20 than GF; emission concentration of CO in B20 increased above DF. Exhaust gases temperature (EGT) was lower for all oxygenated blends, M20 and B20, than neat or pure hydrocarbon (HC) fuels: GF and DF.
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Siwale, Lennox. "Effect of oxygenated fuels on emissions characteristics: a comparative study between compression ignition and spark ignition engines." International Journal of Petrochemical Science & Engineering 4, no. 2 (2019): 57–64. http://dx.doi.org/10.15406/ipcse.2019.04.00104.
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It is agreed by scientists world-wide that continued burning of petroleum oils without intervention is a great threat to the environment. In this study a comparison is made of the extent of emissions produced between diesel and gasoline engines using oxygenated blends. In the gasoline engine 20% methanol -80%, gasoline M20 was used. In the diesel engine, 20% n-butanol and 80% diesel B20 was the test fuel. The gasoline engine was a naturally aspirated Suzuki RS-416 1.6L engine type and the diesel type engine was a 1Z type, 1.9L Turbo-Direct injection (TDI). The results obtained were as follows: the NOx emissions increased with an increasing BMEP for Diesel Fuel (DF) but was slightly lower than the blend B20 at 50 and 75 % load; whereas using M20, Nox reduced in reference to gasoline fuel (GF) but was four times higher than that obtained in diesel engine; using B20 diminished the quality of Unburned hydrocarbons (uHc) emissions in diesel engine based on the reference fuel DF. The range of emissions of uHC however was far less in the diesel engine than in the gasoline engine.10-60 ppm and 600 to 700 ppm respectively. The blend M20 reduces uHc more than the GF above 25% brake mean effective pressure (bmep).The formation of Carbon monoxide (CO) was rapid for M20 than GF; emission concentration of CO in B20 increased above DF. Exhaust gases temperature (EGT) was lower for all oxygenated blends, M20 and B20, than neat or pure hydrocarbon (HC) fuels: GF and DF.
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Sandu, Cristian, Constantin Pană, Niculae Negurescu, Alexandru Cernat, Cristian Nuţu, and Rareş Georgescu. "The study on the influence of utilizing n-butanol at fuelling spark ignition engines." IOP Conference Series: Materials Science and Engineering 1220, no. 1 (January 1, 2022): 012004. http://dx.doi.org/10.1088/1757-899x/1220/1/012004.
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Abstract The ever-increasing emissions restrictions on internal combustion engines have led researchers into the study of alternative fuels solutions. As hybrid and electric vehicles started becoming more and more present in the markets worldwide, the popularity of conventional internal combustion engines started to decrease (we see this especially with diesel fueled engines). For spark ignition engines, alcohols and gasoline-blended mixes have proven to be an attractive solution in the last years. Out of these alcohols, we mention ethanol, methanol and butanol. Butanol is a promising solution because of its high oxygen content with the possibility of improving the combustion process and thus even reducing emissions. Butanol also has a high combustion speed and can potentially reduce the combustion duration while improving the overall thermal efficiency. High miscibility is another important aspect of butanol, allowing a higher percentage volume of butanol to be mixed with gasoline. The additional oxygen content may also improve combustion stability thus reducing cyclic variability. The objective of this study is to determine what is the impact of fueling a spark ignition engine with a blend of 10% vol. n-butanol and 90% vol. gasoline. The study will look at combustion stability, variability, thermal efficiency and emissions. A baseline was established at fueling the engine with pure gasoline at an engine speed of 2500 min−1 and an engine load of 55%. After the baseline, the same measurements were done at fueling with a blended mix of n-butanol and gasoline.
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Peng, De-Xing. "Effect of unleaded gasoline blended with biofuels on gasoline injector wear and exhaust emissions." Industrial Lubrication and Tribology 69, no. 2 (March 13, 2017): 208–14. http://dx.doi.org/10.1108/ilt-09-2016-0217.
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Purpose To prolong engine life and reduce exhaust pollution caused by gasoline engines, the aim of this paper was to compare the lubrication properties of biofuel (ethanol) blends and pure unleaded gasoline. Design/methodology/approach Biofuels with a concentration of 0, 1, 2, 5 and 10 per cent were added to unleaded gasoline to form ethanol-blended fuels named E0, E1, E2, E5 and E10. Next, the ethanol-blended fuels and unleaded gasoline were used to power engines to facilitate comparisons between the pollution created from exhaust emissions. Findings Using ethanol as a fuel additive in pure unleaded gasoline improves engine performance and reduces exhaust emissions. Because bioethanol does not contain lead but contains low aromatic and high oxygen content, it induces more complete combustion compared with conventional unleaded gasoline. Originality/value Using biofuels as auxiliary fuel reduces environmental pollution, strengthens local agricultural economy, creates employment opportunities and reduces demand for fossil fuels.
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Galloni, Enzo, Davide Lanni, Gustavo Fontana, Gabriele D’Antuono, and Simone Stabile. "Performance Estimation of a Downsized SI Engine Running with Hydrogen." Energies 15, no. 13 (June 28, 2022): 4744. http://dx.doi.org/10.3390/en15134744.
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Hydrogen is a carbon-free fuel that can be produced in many ways starting from different sources. Its use as a fuel in internal combustion engines could be a method of significantly reducing their environmental impact. In spark-ignition (SI) engines, lean hydrogen–air mixtures can be burnt. When a gaseous fuel like hydrogen is port-injected in an SI engine, working with lean mixtures, supercharging becomes very useful in order not to excessively penalize the engine performance. In this work, the performance of a turbocharged PFI spark-ignition engine fueled by hydrogen has been investigated by means of 1-D numerical simulations. The analysis focused on the engine behavior both at full and partial load considering low and medium engine speeds (1500 and 3000 rpm). Equivalence ratios higher than 0.35 have been considered in order to ensure acceptable cycle-to-cycle variations. The constraints that ensure the safety of engine components have also been respected. The results of the analysis provide a guideline able to set up the load control strategy of a SI hydrogen engine based on the variation of the air to fuel ratio, boost pressure, and throttle opening. Furthermore, performance and efficiency of the hydrogen engine have been compared to those of the base gasoline engine. At 1500 and 3000 rpm, except for very low loads, the hydrogen engine load can be regulated by properly combining the equivalence ratio and the boost pressure. At 3000 rpm, the gasoline engine maximum power is not reached but, for each engine load, lean burning allows the hydrogen engine achieving much higher efficiencies than those of the gasoline engine. At full load, the maximum power output decreases from 120 kW to about 97 kW, but the engine efficiency of the hydrogen engine is higher than that of the gasoline one for each full load operating point.
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Huang, Zhao-Ming, Kai Shen, Li Wang, Wei-Guo Chen, and Jin-Yuan Pan. "Experimental study on the effects of the Miller cycle on the performance and emissions of a downsized turbocharged gasoline direct injection engine." Advances in Mechanical Engineering 12, no. 5 (May 2020): 168781402091872. http://dx.doi.org/10.1177/1687814020918720.
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The Miller cycle has been proven to be an effective way to improve the thermal efficiency for gasoline engines. However, it may show insufficient power performance at certain loads. In this study, the objective is to exploit the advantages of the Miller-cycle engines over the original Otto-cycle engines. Therefore, a new camshaft profile with early intake valve closure was devised, and two various pistons were redesigned to obtain higher compression ratio 11.2 and 12.1, based on the original engine with compression ratio 10. Then, a detailed comparative investigation of the effects of Miller cycle combined with higher compression ratio on the performance and emission of a turbocharged gasoline direct injection engine has been experimentally carried out based on the engine bench at full and partial loads, compared to the original engine. The results show that, at full load, for a turbocharged gasoline direct injection engine utilizing the Miller cycle, partial maximum power is compromised about 1.5% while fuel consumption shows a strong correlation with engine speed. At partial load, since the Miller effect can well reduce the pumping mean effective pressure, thus improves the fuel economy effectively. In addition, the suppression of the in-cylinder combustion temperature induced by the lower effective compression ratio contributes to the reduction of nitrogen oxide emission greatly. However, the total hydrocarbon emission increases slightly. Therefore, a combination of the Miller cycle and highly boosted turbocharger shows great potential in further improvement of fuel economy and anti-knock performance for downsized gasoline direct injection engines.
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Setyono, Gatot, and Navik Kholili. "Combustion Conduct Of A Single-Cylinder Spark-Ignition Affected By Ethanol Fuel Mixtures of Supplement Hydroxy Gas (HHO)." Jurnal Teknik Mesin 14, no. 2 (December 28, 2021): 125–29. http://dx.doi.org/10.30630/jtm.14.2.669.
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Ethanol is an alternative fuel to replace fossil fuels. Ethanol's high octane value can substitute for power in spark-ignition engines (SI). Gasoline mixed with ethanol will reduce the calorific value generated and intensify the combustion process in the combustion chamber. Through the engine performance test, we can find out the increase in the performance of the SI engine. Several essential variables can improve engine performance, such as gasoline-ethanol variations, iridium spark plugs, and hydroxy gas generators (HHO). This research uses an experimental method by utilizing gasoline (octane-92)-ethanol variations (35%, 45%, and 55% v/v) with the intake of hydroxy gas during the combustion process. The SI automatic transmission engine has a capacity of 124.8 cubic centimeters (one cylinder-four stroke), a compression ratio of 11/1, fuel injection, and iridium spark plugs. Engine performance test using chassis dyno test with engine speed variations of 4000-9000 rpm. This study resulted in optimal performance on a 55% increase in gasoline-ethanol mixture with an intensify in output-power, pressure, and thermal efficiency at an engine-speed of 8000 rpm. It is contrary to the specific fuel consumption has decreased.
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Aliemeke, B. N. G., and M. H. Oladeinde. "Design of 0.67hp gasoline generator pistons." Nigerian Journal of Technology 39, no. 3 (September 16, 2020): 839–43. http://dx.doi.org/10.4314/njt.v39i3.25.
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Piston is an important internal combustion engine component that works with other engine components to withstand severe stresses and high temperature that are generated in the combustion chambers. Pistons are subjected to a very high mechanical and thermal load which results from extreme pressure cycles and huge forces of inertia caused by extremely high acceleration during the reciprocating motion. The 0.67hp generator piston designed had the values of parameters to be: 51.00mm Piston stroke; 48.85mm piston bore diameter; 3.66kw brake power; 4.87kw indicated power; 11.63Nm engine torque; 3.22mm piston thickness and 9.44cm3 clearance volume. The piston parameter values calculated were found to be in accordance with the recommended range of values in the design and operating data for internal combustion engines.
Keywords: Piston design, machine parameters and internal combustion engines.
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Biodun, Biola Mathew, Ojo Sunday Isaac Fayomi, and O. Joshua Okeniyi. "Comparative Analysis and Performance Characteristics of Bio-Additives Induced Fuel Blend." Key Engineering Materials 936 (December 14, 2022): 117–24. http://dx.doi.org/10.4028/p-d9u6il.
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Global demand for efficient transportation and energy dissipation in industries that use engine-powered equipment is enormous and largely supplied by liquid fuels derived from petroleum that power internal combustion engines (ICEs). Since the demand for jet fuel and diesel is anticipated to surpass gasoline consumption in the near future, low-octane gasoline components will become more widely available. As a result, low-octane gasoline components are expected to become more readily available, as demand for jet fuel and diesel is expected to outpace gasoline consumption in the near future. Experimentally, the effects of organic fuel additives (OFAs) on the performance of internal combustion engines were investigated. The findings compare plain, commercially available, neat gasoline samples to pure ethanol and fuel samples injected with OFAs. The development of various fuel blends; the analysis and characterization of fuel samples, including blended fuel samples; and the experimental investigation and comparative analysis of the engine performance powered by the various samples and blends of gasoline on the TQ TD115 MK11 testbed for single-cylinder engines were carried out in the study. The study demonstrated that the nanoadditions were superior to pure ethanol and undiluted gasoline in terms of performance. and showed that pure ethanol has a high torque value at lower speeds, but at speeds greater than 3000 rpm, D-NA outperformed ethanol additives and neat gasoline in terms of torque. At lower speeds, pure ethanol also had a high brake power value, but as speeds increased, samples containing D-NA outperformed ethanol additive and neat gasoline in brake power. Pure ethanol in a concentration of more than 3 has a high brake thermal efficiency value at lower speeds, but as speeds increased, samples containing D-NA outperformed ethanol additive and neat gasoline in terms of brake thermal efficiency. Keywords: Fuel additives; ethanol; brake power; Internal combustion engine; fuel
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Yang, Jian Guo, Yan Yan Wang, and Bo Lin. "Critical Knock Diagnosis for Gasoline Engines Based on Neural Network with Wavelet Transform and Fuzzy Clustering." Advanced Materials Research 455-456 (January 2012): 1084–89. http://dx.doi.org/10.4028/www.scientific.net/amr.455-456.1084.
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. It is difficult to detect critical knock for a gasoline engine by the common method of knock diagnosis. In this paper, a new approach is presented to detect critical knock for gasoline engines. Based on this approach knock diagnosis consists of four steps. Firstly, discrete wavelet transform (DWT) is chosen as a pre-processor for a neural network to extract knock characteristic signals; Secondly, four characteristic factors are selected and calculated from knock characteristic signals; Thirdly, degree of memberships of the characteristic factors are calculated as the input and output of the neural network; and finally a RBF(Radial Basis Function) neural network is chosen, trained and applied to detect critical knock. Knock experiments were performed on a gasoline engine, and the application of the presented approach was studied. The results show that the presented method is practicable and can be applied to control the ignition of a gasoline engine working under critical knock which is admitted as an improved state of engine performance.
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Szwaja, Stanislaw, Michal Gruca, Michal Pyrc, and Romualdas Juknelevičius. "Performance and Exhaust Emissions of a Spark Ignition Internal Combustion Engine Fed with Butanol–Glycerol Blend." Energies 14, no. 20 (October 10, 2021): 6473. http://dx.doi.org/10.3390/en14206473.
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Investigation of a new type of fuel for the internal combustion engine, which can be successfully used in both the power generation and the automotive industries, is presented in this article. The proposed fuel is a blend of 75% n-butanol and 25% glycerol. The engine tests conducted with this glycerol–butanol blend were focused on the performance, combustion thermodynamics, and exhaust emissions of a spark-ignition engine. A comparative analysis was performed to find potential similarities and differences in the engine fueled with gasoline 95 and the proposed glycerol–butanol blend. As measured, CO exhaust emissions increased, NOx emissions decreased, and UHC emissions were unchanged for the glycerol–butanol blend when compared to the test with sole gasoline. As regards the engine performance and combustion progress, no significant differences were observed. Exhaust temperature remarkably decreased by 3.4%, which contributed to an increase in the indicated mean effective pressure by approximately 4% compared to gasoline 95. To summarize, the proposed glycerol–butanol blend can be directly used as a replacement for gasoline in internal combustion spark-ignition engines.
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Kiran, A. V. N. S., B. Ramanjaneyulu, M. Lokanath M., S. Nagendra, and G. E. Balachander. "Control of Exhaust Emissions Using Piston Coating on Two-StrokeSI Engines with Gasoline Blends." Journal of Engineering Sciences 8, no. 1 (2021): H16—H20. http://dx.doi.org/10.21272/jes.2021.8(1).h3.
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An increase in fuel utilization to internal combustion engines, variation in gasoline price, reduction of the fossil fuels and natural resources, needs less carbon content in fuel to find an alternative fuel. This paper presents a comparative study of various gasoline blends in a single-cylinder two-stroke SI engine. The present experimental investigation with gasoline blends of butanol and propanol and magnesium partially stabilized zirconium (Mg-PSZ) as thermal barrier coating on piston crown of 100 µm. The samples of gasoline blends were blended with petrol in 1:4 ratios: 20 % of butanol and 80 % of gasoline; 20 % of propanol and 80 % of gasoline. In this work, the following engine characteristics of brake thermal efficiency (BTH), specific fuel consumption (SFC), HC, and CO emissions were measured for both coated and non-coated pistons. Experiments have shown that the thermal efficiency is increased by 2.2 % at P20. The specific fuel consumption is minimized by 2.2 % at P20. Exhaust emissions are minimized by 2.0 % of HC and 2.4 % of CO at B20. The results strongly indicate that the combination of thermal barrier coatings and gasoline blends can improve engine performance and reduce exhaust emissions.
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Guo, Hui, Zhen Dong Zhang, Cong Bo Yin, and Yue Dong Sun. "Experimental and Study of an Direct-Injection, Single Fuel CNG Engine." Advanced Materials Research 225-226 (April 2011): 207–11. http://dx.doi.org/10.4028/www.scientific.net/amr.225-226.207.
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In this paper, a single fuel in-cylinder, direct injection compressed natural gas (CNG) engine was presented, which was modified form a 175F gasoline engine, with the 80C196KC single chip microprocessor as the controller. The structure and function of the CNG engine control system, the drive circuits of the injection system, matching its parameters and establishing the control algorithms are introduced. An oxygen sensor was used to adjust the mixture ratio to restore the engine power and reduced the exhaust emission; peak-holding drive circuit of injector was applied to improve its responsibility and spare more electrical energy; high energy ignition system was designed to produce and distribute high enough energy. The result of experimental shows that the power of CNG engine is no lower than 95% of the power of gasoline engien in the most conditions. The exhaust emissions of HC and CO are obviously reduced, compared with the gasoline engine.
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TATEISHI, Kazuhiro, and Yoshitaka KATO. "E204 STUDY ABOUT HYDROGEN ADDITION ON GASOLINE SPARK IGNITION ENGINE : FLAMMABILITY OF MIXTURE CONTAINING SYNGAS AND GASOLINE IN SPARK IGNITION ENGINE(Diesel Engine)." Proceedings of the International Conference on Power Engineering (ICOPE) 2009.2 (2009): _2–383_—_2–388_. http://dx.doi.org/10.1299/jsmeicope.2009.2._2-383_.
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Lutfi Y. Zeidan, Mohammed KH. Abbass, and Ali Z. Asker. "The Study of Temperature Distribution on A Cylinder of Suzuki 250gsx Engine Fueled with Gasoline Blends Using Finite Element Analysis." Diyala Journal of Engineering Sciences 7, no. 2 (June 1, 2014): 154–47. http://dx.doi.org/10.24237/djes.2014.07209.
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The alcohol–gasoline blend fuels nowadays are increasingly used instead of gasoline in automobiles. In the present study, the temperature distribution within the cylinder of Suzuki 250Gsx motor was studied, taking in account the use of gasoline, E10-gasoline and E20-gasoline blends as a fuel, separately. The temperature fields are calculated using ANSYS 11 software. The geometric model and dimensions of the cylinder was established using Solid work 2003 program then imported by ANSYS11. After applying the boundary conditions and taking the assumptions in account, the results illustrated that the interchange of gasoline by E10-gasoline and or E20-gasoline blends has a variety of thermal load on the cylinder. Where the temperature distributed decreasingly towards the axial and radial directions. In addition, the engine becomes colder as the ethanol percentage in the fuel been 20%. This may provide supporting information for new designs for using E10-gasoline and or E20-gasoline blends on SI engines so that not to effect the engine operation and lubricating oil performance
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Chen, Kun-Ho, and Yei-Chin Chao. "Characterization of Performance of Short Stroke Engines with Valve Timing for Blended Bioethanol Internal Combustion." Energies 12, no. 4 (February 25, 2019): 759. http://dx.doi.org/10.3390/en12040759.
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The present study provides a feasible strategy for minimizing automotive CO2 emissions by coupling the principle of the Atkinson cycle with the use of bioethanol fuel. Motor cycles and scooters have a stroke to bore ratio of less than unity, which allows higher speeds. The expansion to compression ratio (ECR) of these engines can be altered by tuning the opening time of the intake and exhaust valves. The effect of ECR on fuel consumption and the feasibility of ethanol fuels are still not clear, especially for short stroke engines. Hence, in this study, the valve timing of a short stroke engine was tuned in order to explore potential bioethanol applications. The effect of valve timing on engine performance was theoretically and experimentally investigated. In addition, the application of ethanol/gasoline blended fuels, E3, E20, E50, and E85, were examined. The results show that consumption, as well as engine performance of short stroke motorcycle engines, can be improved by correctly setting the valve controls. In addition, ethanol/gasoline blended fuel can be used up to a composition of 20% without engine modification. The ignition time needs to be adjusted in fuel with higher compositions of blended ethanol. The fuel economy of a short stroke engine cannot be sharply improved using an Atkinson cycle, but CO2 emissions can be reduced using ethanol/gasoline blended fuel. The present study demonstrates the effect of ECR on the performance of short stroke engines, and explores the feasibility of applying ethanol/gasoline blended fuel to it.
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Winklhofer, Dr E., Dr H. Fuchs, and Dr G. K. Fraidl. "Optical Research Engines—Tools in Gasoline Engine Development?" Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 209, no. 4 (October 1995): 281–87. http://dx.doi.org/10.1243/pime_proc_1995_209_215_02.
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The paper describes the design of a single cylinder base engine which provides optical access to the combustion chamber via glass cylinders and a piston with a glass crown. The application of this engine to the visual analysis of gasoline mixture formation and combustion is demonstrated with examples given for two- and four-valve cylinder heads. The optical methods used in this study comprise laser-induced fluorescence (LIF) to image the unburned mixture within the laser light sheet illuminating a plane of the combustion chamber and flame photography to visualize flame propagation. Simultaneous recording of engine thermodynamic data allows the comparison of conventional engine diagnostics with the results gained from the optical techniques.
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Khairil, Teuku Meurah Indra Riayatsyah, Samsul Bahri, Sarwo Edhy Sofyan, Jalaluddin Jalaluddin, Fitranto Kusumo, Arridina Susan Silitonga, Yanti Padli, Muhammad Jihad, and Abd Halim Shamsuddin. "Experimental Study on the Performance of an SI Engine Fueled by Waste Plastic Pyrolysis Oil–Gasoline Blends." Energies 13, no. 16 (August 14, 2020): 4196. http://dx.doi.org/10.3390/en13164196.
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Pyrolyzed waste plastic-based green fuel has been reported to be used as an alternate fuel for diesel engines. Some of the main challenges for implementing this in current automotive technology include evaluating engine performance, emission, noise vibration harshness (NVH), and knock characteristics of this fuel. This study focuses on the engine performance of poly-ethylene terephthalate (PET)-based waste plastic oil (WPO) at varying engine speed conditions. The pyrolysis of mixed-waste plastic was carried out at 300 °C in a fixed-bed reactor. Physicochemical properties such as viscosity, density, calorific value, sulfur, and research octane number (RON) of the plastic fuel and its blends with gasoline were analyzed using ASTM standard test methods. The WPO was blended with two different types of gasoline (RON88 and RON90) at 10, 20, and 30%, and was tested in a spark-ignition (SI) engine. The experimental results showed that different WPO–gasoline blends can be used in an SI engine without any engine modifications, and the performance indicators for different blends were found to be close to that of pure gasoline. The brake power and brake specific fuel consumption (BSFC) were found to be 4.1 kW and 0.309 kg/kW h, respectively. The 10% WPO and 90% RON90 blend produced optimal engine performance at 3500 rpm.
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Semar, Djainuddin, and Nur Ahadiat. "THE INFLUENCE OF GASOLINE’S AROMATIC CONTENT ON ENGINE COMBUSTION CHAMBER DEPOSIT FORMING." Scientific Contributions Oil and Gas 30, no. 1 (March 29, 2022): 41–48. http://dx.doi.org/10.29017/scog.30.1.973.
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Aromatic content in gasoline fuels should be limited due to its influencies to the cleanessof engine combustion chamber and emission of carbon monoxide, carbon dioxide andhidrocarbon. Ussually the highest aromatic content mean more higher its benzene contentand it will couse increase of air pullotion. According to specification of gasoline 91(SKNo. 3674 k/24/DJM/2006), maximum aromatic content is 50 % volume. Those specificationconform to catagory 1 of World Wide Fuel Charter (WWFC). However, aromatic and benzenecontent test on domestic gasoline in Indonesia obviously fulfil maximum limit for gasolinecatagory 2 of WWCF. Effect of several volume variaties of aromatic content in gasoline91 againts deposit development and cleaness (rating) of engine combution chamberwill be discuss in this paper.
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Soni, Anita. "Conversion of Gasoline Engine." IOSR Journal of Engineering 03, no. 05 (May 2013): 31–38. http://dx.doi.org/10.9790/3021-03533138.
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Hu, Ming Jiang. "Optimizing Crankcase Ventilation System of Gasoline Engine." Applied Mechanics and Materials 58-60 (June 2011): 171–76. http://dx.doi.org/10.4028/www.scientific.net/amm.58-60.171.
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Based on the design goals of the gasoline engine crankcase ventilation system, the features and the layout were described on the gasoline engine crankcase ventilation system, the working model was established on the gasoline engine crankcase ventilation system; using the fluid properties and the mathematical calculation method, the optimizing strategy was proposed on the piston gas leakage, the influencing factors were analyzed on the gasoline engine crankcase vacuum, the design strategy of the flow characteristics was developed on the PCV valve. Using analog control test platform of the gasoline engine, the tests were made on the piston gas leakage, the crankcase vacuum and PCV valve flow characteristics of the gasoline engine crankcase ventilation system. The test result showed that the optimized maximum piston leakage flow was 14L/min; the increasing rates of the optimized intake pipe and crankcase vacuum average were according 5.6% and 8.0%. This could indicate that the working model on the gasoline engine crankcase ventilation system was correct; the proposed strategies on the piston gas leakage, the crankcase vacuum and PCV valve flow characteristics were feasible in the gasoline engine crankcase ventilation system.
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Zhu, Rong Fu, Mei Yu Shi, Yun Long Wang, and Jian Wei Tan. "Performance Comparisons of Spark-Ignition Engine Fueled with Butanol/Gasoline and Ethanol/Gasoline Blends." Applied Mechanics and Materials 730 (January 2015): 275–78. http://dx.doi.org/10.4028/www.scientific.net/amm.730.275.
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The performance comparisons of engine fueled with butanol/gasoline and ethanol/gasoline blends were tested. It was indicated from the experimental results that, compared with pure gasoline, power and fuel economy of engine fueled with butanol/gasoline and ethanol/gasoline blends reduced slightly, while HC and CO emission reduced significantly, and NO emission increased. It can be concluded that, the performance of engine fueled with butanol/gasoline blends was better than ethanol/gasoline blends, and B20 was better than B30.
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Ruß, Gerald, Rudolf Flierl, and Dirk Kairies. "Catalyst deterioation of gasoline engines by engine oil." MTZ worldwide 66, no. 6 (June 2005): 29–32. http://dx.doi.org/10.1007/bf03227767.
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Hooper, Peter. "Experimental experience of cold starting a spark ignition UAV engine using low volatility fuel." Aircraft Engineering and Aerospace Technology 89, no. 1 (January 3, 2017): 106–11. http://dx.doi.org/10.1108/aeat-09-2014-0137.
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Purpose The purpose of this paper is to present results of practical experience of cold starting a gasoline engine on low volatility fuel suitable for unmanned aerial vehicle (UAV) deployment. Design/methodology/approach Experimental research and development is carried out via dynamometer testing of systems capable of achieving cold start of a spark ignition UAV engine on kerosene JET A-1 fuel. Findings Repeatable cold starts have been satisfactorily achieved at ambient temperatures of 5°C. The approximate threshold for warm engine restart has also been established. Practical implications For safety and supply logistical reasons, the elimination of the use of gasoline fuel offers major advantages not only for UAVs but also for other internal combustion engine-powered equipment to be operated in military theatres of operation. For gasoline crankcase-scavenged two-stroke cycle engines, this presents development challenges in terms of modification of the lubrication strategy, achieving acceptable performance characteristics and the ability to successfully secure repeatable engine cold start. Originality/value The majority of UAVs still operate on gasoline-based fuels. Successful modification to allow low volatility fuel operation would address single fuel policy objectives.
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Yontar, Ahmet Alper, and Yahya Doğu. "Effects of equivalence ratio and CNG addition on engine performance and emissions in a dual sequential ignition engine." International Journal of Engine Research 21, no. 6 (March 18, 2019): 1067–82. http://dx.doi.org/10.1177/1468087419834190.
Full textAbstract:
Compared to widening usage of CNG in commercial gasoline engines, insufficient but increasing number of studies have appeared in the open literature during last decades, while engine characteristics need to be quantified in exact numbers for each specific fuel and engine. CNG usage in spark-ignition engine offers many advantages such as high specific power outputs, knock resistance, and low CO2 emission. Engine performance and emissions are strong functions of equivalence ratio. This study focuses on determination of the effects of equivalence ratio on engine performance and emissions for a unique commercial engine for three fuels of gasoline, CNG, and gasoline–CNG mixture (90%–10%: G9C1). For this aim, the tests and the three-dimensional in-cylinder combustion computational fluid dynamics analyses were employed in quantification of engine characteristics at wide open throttle position. Equivalence ratios were defined between 0.7 and 1.4. The engine’s maximum torque speed of 2800 r/min was examined. The tested commercial engine is an intelligent dual sequential ignition engine which has unique features such as diagonally positioned two spark-plugs, dual sequential ignition with variable timing and asymmetrical combustion chamber. This gasoline engine was equipped with an independent CNG port-injection system and a specific engine control unit for CNG. In addition, the engine test system has a concomitant dual fuel delivery system that supplies gas fuel into intake airline while liquid gasoline is injected behind the intake valve. Other than testing the engine, the three-dimensional in-cylinder combustion computational fluid dynamics analyses were performed in Star-CD/es-ice software for the three fuels. The CFD model was built by using renormalization group equations, k–ε turbulence model, and G-equation combustion model. Computational fluid dynamics analyses were run for the compression ratio of 10.8:1, equivalence ratio of 1.1, and engine’s maximum torque speed of 2800 r/min. Test results show that brake torque for all fuels increases rapidly from the lean blend to the rich blend. The brake-specific fuel consumption for all fuels decreases from Φ = 0.7 through the stoichiometric region and then slightly increases up to Φ = 1.4. The volumetric efficiencies for three fuels have similar decreasing trend with respect to equivalence ratio. Overall, CNG addition decreases the performance values of torque, brake-specific fuel consumption, volumetric efficiency, brake thermal efficiency, while it decreases emissions of CO2, CO, HC, except NOx. Engine model results show that the maximum in-cylinder pressure is 72 bar at 722 crank angle degree (CAD), 68 bar at 730 CAD, and 60 bar at 735 CAD for gasoline, CNG, and G9C1, respectively. The cumulative heat release for gasoline is 9.09% higher than G9C1, while G9C1 is 15.71% higher than CNG. The CO2 mass fraction for gasoline is about 22.58% lower than G9C1, while it is 40.32% higher than CNG. The maximum mass fraction value of CO is 0.21, 0.17, and 0.08 for gasoline, CNG, and G9C1, respectively. The CO for G9C1 is overall 60.04% lower than CNG and 67.45% lower than gasoline. At maximum point, HC for G9C1 is 31.43% and 71.43% higher than gasoline and CNG, respectively. CNG has the highest level of NOx formation. Maximum NOx mass fractions are 0.0098, 0.0070, and 0.0043 for CNG, G9C1, and gasoline, respectively. After the ignition, the flame development is completed at 1.07, 1.18, and 1.28 ms for gasoline, G9C1, and CNG, respectively. Flame velocities are 28.52, 30.93, and 34.11 m/s for CNG, G9C1, and gasoline, respectively, at 2800 r/min and Φ = 1.1. When the time between ignition moment and top dead center moment is considered, the increment rate of flame center temperature is 904.19, 884.10, and 861.77 K/s for CNG, gasoline, and G9C1, respectively. The highest temperature increment rate occurs for CNG.
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Rubino, L., R. I. Crane, J. S. Shrimpton, and C. Arcoumanis. "An electrostatic trap for control of ultrafine particle emissions from gasoline-engined vehicles." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 219, no. 4 (April 1, 2005): 535–46. http://dx.doi.org/10.1243/095440705x6668.
Full textAbstract:
Health concerns over ultrafine (< 100 nm) particles in the urban atmosphere have focused attention on measurement and control of particle number as well as mass. Gasoline-engined as well as diesel-engined vehicles are likely to be within the scope of future particulate matter (PM) emission regulations. As a potential option for after-treatment of PM emissions from gasoline engines, the trapping performance of a catalysed wire-cylinder electrostatic trap has been investigated, first in a laboratory rig with simulated PM and then in the exhaust of a direct injection spark ignition engine. In the simulation experiments, the trap achieved capture efficiencies by total particle number exceeding 90 per cent at wire voltages of 7–10 kV, gas temperatures up to 400°C, and operating durations up to one hour, with no adverse effects from a catalyst coating on the collecting electrode. In the engine tests, at moderate speeds and loads, capture efficiency was 60–85 per cent in the homogeneous combustion mode and 50–60 per cent, of a much larger number of engine-out particles, in the stratified (overall-lean) mode. Gas residence time in the trap appeared to be a major factor in determining efficiency. The electrical power requirement and the effect on engine back-pressure were both minimal.
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Leach, Felix, Richard Stone, Dave Richardson, Andrew Lewis, Sam Akehurst, James Turner, Sarah Remmert, Steven Campbell, and Roger F. Cracknell. "Particulate emissions from a highly boosted gasoline direct injection engine." International Journal of Engine Research 19, no. 3 (June 29, 2017): 347–59. http://dx.doi.org/10.1177/1468087417710583.
Full textAbstract:
Downsized, highly boosted, gasoline direct injection engines are becoming the preferred gasoline engine technology to ensure that increasingly stringent fuel economy and emissions legislation are met. The Ultraboost project engine is a 2.0-L in-line four-cylinder prototype engine, designed to have the same performance as a 5.0-L V8 naturally aspirated engine but with reduced fuel consumption. It is important to examine particle number emissions from such extremely highly boosted engines to ensure that they are capable of meeting current and future emissions legislation. The effect of such high boosting on particle number emissions is reported in this article for a variety of operating points and engine operating parameters. The effect of engine load, air–fuel ratio, fuel injection pressure, fuel injection timing, ignition timing, inlet air temperature, exhaust gas recirculation level, and exhaust back pressure has been investigated. It is shown that particle number emissions increase with increase in cooled, external exhaust gas recirculation and engine load, and decrease with increase in fuel injection pressure and inlet air temperature. Particle number emissions are shown to fall with increased exhaust back pressure, a key parameter for highly boosted engines. The effects of these parameters on the particle size distributions from the engine have also been evaluated. Significant changes to the particle size spectrum emitted from the engine are seen depending on the engine operating point. Operating points with a bias towards very small particle sizes were noted.