Fueled Spark Ignition Engine Research Articles

Experimental and computational study on the enhancement of engine characteristics by hydrogen enrichment in a biogas fuelled spark ignition engine

Limitations on the upgradation of biogas to biomethane in terms of cost effectiveness and technology maturity levels for stationary power generation purpose in rural applications have redirected the research focus towards possibilities for enhancement of biogas fuel quality by blending with superior quality fuels. In this work, the effect of hydrogen enrichment on performance, combustion and emission characteristics of a single-cylinder, four-stroke, water-cooled, biogas fuelled spark-ignition engine operated at the compression ratio of 10:1 and 1500 rpm has been evaluated using experimental and computational (CFD) studies. The percentage share of hydrogen in the inducted biogas fuel mixture was increased from 0 to 30%, and engine characteristics with pure methane fuel was considered as a baseline for comparative analysis. The CFD model is developed in Converge CFD software for a better understanding on combustion phenomenon and is validated with experimental data. In addition, the percentage share of hydrogen enrichment which would serve as a compromise between biogas upgradation cost and engine characteristics is also identified. The results of study indicated an enhancement in combustion characteristics (peak in-cylinder pressure increased; COVIMEP reduced from 9.87% to 1.66%; flame initiation and combustion durations reduced) and emission characteristics (hydrocarbon emissions reduced, and NOx emissions increased but still lower than pure methane) with increase in hydrogen share from 0 to 30% in biogas fuelled SI engine. Flame propagation speed increased and combustion duration reduced with hydrogen supplementation and the same was evident from the results of the CFD model. Performance of the engine increased with increase in hydrogen share up to 20% and further increment in hydrogen share degraded the performance, owing to heat losses and the enhancement in combustion characteristics were relatively small. Overall, it was found that 20% blending of hydrogen in the inducted biogas fuel mixture will be effective in enhancing the engine characteristics of biogas fuelled engines for stationary power generation applications and it holds a good compromise between biogas upgradation cost and engine performance.

Effects of non-thermal termolecular reactions on detonation development in hydrogen (H[formula omitted])/methane (CH[formula omitted]) - air mixtures

The binary fuel blend of H2/CH4 is one of the most promising hydrogen-enriched hydrocarbon fuels in spark-ignition (SI) engines. Yet, the undesirable phenomenon of super-knock, which can severely and instantaneously damage an SI engine, limits its widespread adoption. Moreover, there is still a lack of consensus on the precise mechanism by which this phenomenon occurs i.e. via flame acceleration or spontaneous ignition, despite numerous previous investigations. At the same time, recent studies [M. P. Burke, S. J. Klippenstein, Nat. Chem. 9 (2017) 1078 - 1082, Y. Tao, A. W. Jasper, Y. Georgievskii, S. J. Klippenstein, R. Sivaramakrishnan, Proc. Combust. Inst. 38 (2021) 515–522] have demonstrated a high probability of occurrence of non-thermal reactions in premixed flames of such H2/CH4 fuel blends with air due to the presence of non-trivial amounts of highly reactive radicals including H, O and OH apart from O2. The present study focuses on the evolution of an initial deflagration front to a detonation wave in H2/CH4-air mixtures under SI engine relevant conditions through fully resolved, constant volume 1D simulations with and without non-thermal reactivity. Non-thermal reactions were included in the macroscopic kinetics model as chemically termolecular reactions facilitated by the H + CH3 and H + OH radical-radical recombination and the H + O2 radical-molecule association reactions. The nonthermal reactions result in a corresponding decrease in the reaction fluxes of the incipient recombination/association reactions. Therefore, an additional set of simulations were performed by applying corrections to the respective incipient recombination/association rate constants using the methodology demonstrated by Tao et al. [Y. Tao, A. W. Jasper, Y. Georgievskii, S. J. Klippenstein, R. Sivaramakrishnan, Proc. Combust. Inst. 38 (2021) 515–522]. Compared to the baseline case, the onset of spontaneous ignition in the end-gas region was observed to be delayed in the presence of non-thermal termolecular reactions. Concurrently, the developing detonation was observed to be significantly stronger. In contrast, applying corrections to the recombination/association rate constants resulted in a completely different behavior. Specifically, detonation was observed to occur due to self acceleration of the primary flame in the absence of spontaneous ignition in the end-gas region. Sensitivity analysis was performed to quantify the effects of non-thermal reactions on the duration of heat release rate and thereby the mechanism of detonation formation. In addition, chemical explosive mode analysis (CEMA) was performed to identify the dominant species/reactions responsible for the observed results.

Modeling the Performance of Fuzzy Expert System for Prediction of Combustion, Engine Performance, and Exhaust Emission Parameters of a Spark Ignition Engine Fueled With Waste Bread Bioethanol-Gasoline Blends

Abstract This article focuses on the use of a rule-based Mamdani-type fuzzy expert system for the prediction of Pmax, HRRmax, ID, and CD as combustion parameters, BTE and BSFC as engine performance parameters, and CO, CO2, HC, and NOx as exhaust emission parameters of fuel blends formed by blending waste bread bioethanol with gasoline in different proportions. For modeling of 55 test conditions created by being operated test engine with 11 different test fuels under five different engine loads. As a result of the study, while combustion parameters were predicted with correlation coefficients in the range of 0.948–0.973% for waste bread bioethanol-gasoline blends, correlation coefficients for engine performance and exhaust emission parameters were in the range of 0.968–0.977% and 0.955–0.991% respectively. Similarly, the ranges of correlation coefficients obtained for sugar beet bioethanol-gasoline blends with fuzzy expert system were as follows: 0.967–0.971% for engine performance parameters, 0.955–0.978% for exhaust emission parameters, and 0.951–0.964% for combustion parameters. These results prove that costly and labor-intensive engine tests can be predicted with minimum effort and high accuracy with the developed model.

Computational Optimization of a Spark Ignition Engine Fueled With Biomass-Derived Syngas

Abstract This article presents the computational optimization of a spark ignition engine fueled with biomass-derived syngas. KIVA 4 is used as simulation platform, where a three-dimensional model is implemented considering the valve system together with the intake and exhaust processes. For the optimization, a subroutine is developed that couples KIVA 4 with the nondominated sorting genetic algorithm II. Two optimization processes are performed, one at 2500 rpm and the other at 4500 rpm. In both cases, the aim is to optimize the equivalence ratio in the combustion chamber, with the objectives of maximizing the indicated thermal efficiency and minimizing the nitrogen monoxide emission. From the results, it can be deduced that the performance of the engine presents its optimum values for mixtures close to stoichiometry; however, these individuals also exhibit the highest nitrogen monoxide emissions. At both 2500 rpm and 4500 rpm, it was possible to find equivalence ratios that allow obtaining efficiencies greater than those achieved in the conventional operation of the engine, that is, when it is fueled with gasoline.

Effects of control strategies for mixture activity and chemical reaction pathway coupled with exhaust gas recirculation on the performance of hydrogen-enriched natural-gas fueled spark ignition engine

The excellent physicochemical properties of the hydrogen make it a promising fuel in the clean energy systems, including engines. In this study, the performance of a heavy-duty lean-burn natural gas (NG)-fueled spark ignition (SI) engine with hydrogen addition are examined through experiments. Then, a full-size one-dimensional (1D) GT-Power simulation model of the SI engine is established, and the feasibility of the model is validated by comparing the experimental and simulation results. In addition, control strategies for mixture reactivity and chemical reaction pathway are realized by using various exhaust gas recirculation (EGR) ratios and hydrogen injection timings, which applied in this validated simulation mode. The results reveal that the in-cylinder pressure, peak heat release rate (HRR), and in-cylinder averaged temperature of the hydrogen-enriched NG-fueled SI engine decrease with the increase in the EGR ratio by using the port fuel injection (PFI), early direct injection (DI), or late DI strategy. In addition, the volumetric efficiency, combustion efficiency and NOx emissions are reduced, while the ignition delay period is prolonged with the increase of the EGR ratio if the three strategies are used. Specifically, under the same operating conditions and EGR ratio of 18%, the volumetric efficiency the NG SI engine is obtained to be 66.6% and 70.9% by using the PFI strategy and late DI strategy, respectively. Obviously, compared to the PFI strategy, the volumetric efficiency of the NG SI engine is increased by using the late DI strategy. In addition, the combustion efficiency of the NG is 92.7% by using the PFI strategy, while it is 95.4% by using the late DI strategy. This suggests that the late DI strategy is also more conducive to enhancing the combustion efficiency of the NG SI engine. Furthermore, the NOx emissions are reduced by introducing the EGR strategy due to the control of the chemical reaction pathway. Overall, compared to the PFI and early DI strategies, by adopting the late DI strategy in the simulation model of the hydrogen-enriched NG-fueled SI engine, the in-cylinder pressure, peak HRR, and in-cylinder averaged temperature can be effectively increased based on the control of the mixture reactivity.

Parametric Optimization of Producer Gas fuelled Spark Ignition Engine through Thermodynamic Modelling

Development of alternative fuel has become a necessity to quench the current/rising future energy demands and alarming environmental pollution. Producer gas/syngas has potential to be most favorite alternative fuel substitution whose performance characteristics are lower whereas emission characteristics of carbon monoxide (CO), carbon dioxide (CO 2 ) and hydrocarbons are better than petrol/diesel. Looking at these facts, the present work focuses on thermodynamic modelling and parametric studies on a real-life engine using producer gas as fuel to study its performance and emission characteristics. Simulated program is validated with published literature and results are found within ± 9% in terms of power and efficiency. The model is then used to study the effect of Spark advance (10°–30°), valve timing and combustion duration (40°–80°), fuel-air ratio, stroke to bore ratio and connecting rod length to crank radius to study their impact on emission and performance of real-life engine. The optimum engine performance parameters while also considering emission of nitric oxide (NO) and CO operated at stoichiometric fuel-air ratio turns out to be L/D as 1.0, Spark advance as 20° BTDC (before top dead center), combustion duration as 50°, inlet valve closing as 30° ATDC and exhaust valve opening as 10° BBDC (before bottom dead center). The efficiency, specific fuel consumption, power, CO and NO with these optimal parameters are of the order of 19.58%, 1.23 kg/kWh, 67.0 kW, 0.65 ppm and 0.017 ppb, respectively. It is believed that present work offers optimal design and operating parameters through actual thermodynamic cycle analysis which may be used as a reference for design and development of producer gas-fuelled Spark Ignition (SI) engines.

Analysis of Combustion and Cycle to Cycle Variations of an Ethanol (E100) Fueled Spark-Ignition Engine

Ethanol, produced from biomass, is a renewable fuel that can be an attractive alternative fuel to gasoline for the increasing concerns of energy security and the environment. In the present work, combustion characteristics of ethanol (E100) fueled spark-ignition engine are compared with base gasoline fuel, and consecutively evaluated the cycle-to-cycle variations (CCV) of the engine parameters using statistical analysis. These investigations were performed on a 250cc air-cooled four-stroke single-cylinder port-fuel injection spark-ignition fueled with ethanol and gasoline fuels. The engine was operated at 3500 rpm and 4000 rpm of engine speed while maintaining the same loads for ethanol and gasoline. It was found from the results that the peak in-cylinder pressure (Ppeak) is lower with ethanol than gasoline at a given load. The Ppeak decreased from 27.5 to 25.5 bar when ethanol was used in the engine at 9.8:1 compression ratio, 3500 rpm, and 5 Nm load. Moreover, the mass fraction burned of the air-fuel mixture was faster for ethanol as compared to gasoline. The CCV with Ppeak, location of Ppeak, engine speed, and indicated mean effective pressure (IMEP) were evaluated. The result showed that CCV of Ppeak and its location were lowered for ethanol related to gasoline. A decrement in the coefficient of variation (COV) of Ppeak and its location from 11.6% to 8.3% and 12.6% to 11.7%, respectively, were observed when ethanol was utilized in the engine instead of gasoline at 3500 rpm and 5 Nm load. This resulted in a decrease in the COV of IMEP and engine speed by 2.8% and 0.25%, respectively, for ethanol as compared to gasoline at 3500 rpm and 5 Nm. This study results indicate the combustion stability of spark ignition engine with ethanol (E100) is better than gasoline fuel.

Experimental Investigation of Combustion Characteristics of a Spark Ignition Engine Fueled with Methanol-Gasoline Blends (M15 and M85)

Combustion characteristics of a 2.8 kW, constant speed, spark ignition engine fuelled with methanol-gasoline blends (M15 and M85) were studied. It was observed that the maximum in-cylinder pressure and maximum heat release rate with M85 were almost like gasoline while these values were significantly lower with M15. The flame development duration was 30.5% and 5.5% shorter at lower and higher load respectively with M85 as compared to gasoline. In addition to this, the flame propagation duration was shorter by 37% and 14.28% at lower and higher load with M85. Similar results were obtained with M15 blend. The crank angle for fifty percent mass burnt fraction was near to the top dead centre of engine with both the blends as compared to gasoline. The methanol-gasoline fuelled spark ignition engine’s important combustion characteristics including heat release rate, cumulative heat release, combustion duration, flame development, propagation and laminar flame velocity are analysed in detail.

DRIVEABILITY INDEX OF COMMERCIAL GASOLINE IN ASEAN COUNTRIES

Motor gasoline is essentialy a complex mixture of hydrocarbons distilling between about 40°C and 225°C and consisting of compounds generaly in the range C5 to C12. Small amounts of additives are also used to exchange various aspects of the performance of the fuel. Gasoline produced from different refin[1]eries can vary widely in compositions, even at the same octane level.The primary requirement of a gasoline is that should burn smoothly without exploding, under the conditions existing in the combustion chamber of the spark-ignition, so that themaximum amount of useful energy is liberated[1].The volatility of a gasoline has a vital influence on the both performance of a car emission. It affects the way car starts, the time it takes to warm up, the exten to which ice will form in the carburator, causing stalling and other problems; it influences vapour lock in the fuel system and indirectly it determines overall fuel economy. Volatility is a measure of the ability of a fuel to pass from the liquid to the vapour state under varying conditions.In cold weather, cars can take a very significant time to warm-up i.e., be capable of smooth, non-hesitating accelerations without the use of the choke. The fuel parameter that is found to have the grestest influence on warm-up is the mid-boiling range volatility as characterized by for example; the 50 per cent distillation temperature. Even after the car has warmed up, fuel volatility can still have an influence on acceleration time. Low volatility fuels obviously give leaner mixture and as mixtures leaner, acceleration performance can fall off quite rapidly.The fraction of the fuel that influences acceleration behaviour to the greatest extent is in the mid and to a lesser extent the higher boiling range. Thus, the 50% distillation temperature, sometimes together with the 90% distillation, must be controlled to ensure optimum acceleration behaviour. The factors which influence vapour lock is the volatility characteristics of the fuel. The degree to which a fuel is liable to give vapour lock depends mainly on its front end volatility. A number of different front-end volatility parameters have been used to define the vapour locking tendency of a fuel, such as RVP, percentage evaporated at 70°C, the 10 and 15% slope of the distillation curve, the vapour/liquid ratio at a given temperature and pressure. These distillation characteristics affect the following performance characteristics: starting, vapour lock and driveability.ASTM D4814-98a the standard specification for Automotive Spark-Ignition Engine Fuel has included Driveability Index as an item of performance requirement of the fuel. The inclusion of the parameter is to provide control of distillation parameters that influence cold start and warm up driveabilities.

Methanol/Ethanol/Butanol-Gasoline Blends Use in Transportation Engine—Part 1: Combustion, Emissions, and Performance Study

Abstract Primary alcohols such as methanol, ethanol, and butanol have exhibited excellent potential as possible alternative fuels for spark ignition (SI) engines because they are renewable, cleaner, and safer to store and transport. However, it is important to investigate the technical feasibility of adapting these primary alcohols in existing SI engines. In this research, a multi-point port fuel injection (MPFI) system equipped SI engine was used for assessing and comparing the combustion, performance, and emission characteristics of various alcohol-gasoline blends (gasohols) vis-à-vis baseline gasoline. The experiments were performed at different engine loads at rated engine speed. Experimental results exhibited relatively superior combustion characteristics of the engine fueled with gasohol than the baseline gasoline, especially at medium engine loads. Among different test fuels, the methanol-gasoline blend (GM10) exhibited relatively more stable combustion characteristics than the ethanol-gasoline blend (GE10) and butanol-gasoline blend (GB10). In this study, relatively superior engine performance of the gasohol-fueled engine was observed at all engine loads and speeds. GB10 exhibited the highest brake thermal efficiency (BTE), followed by GM10 amongst all test fuels. The effect of improved combustion was also reflected in the emission characteristics, which exhibited that GB10 emitted relatively lower carbon monoxide (CO) and hydrocarbons (HCs) than other test fuels. GB10 emitted relatively higher nitrogen oxides (NOx) than GM10 and GE10. Unregulated emission results exhibited that the engine fueled with gasohols emitted relatively lower sulfur dioxide (SO2), ammonia (NH3), and various other saturated and unsaturated HCs than the baseline gasoline. The GM10-fueled engine was relatively more effective in reducing unregulated emissions among all test fuels. This study concluded that methanol and butanol blending with gasoline resulted in superior engine performance and reduced harmful emissions in MPFI transport engines. This offered an excellent option to displace fossil fuels partially and reduce emissions simultaneously.

Emissions and Performance of a Hybrid Hydrogen-gasohol E20 Fueled Si Engine

T his paper has investigated the effects of an alternative hybrid hydrogen-gasohol E20 fueled spark ignition engine on engine performance and exhaust pollutants. A hydrogen mixture with gasohol E20 was performed in an external mixture formation by installing a hydrogen fuel injection kit into the intake manifold area which is responsible for injecting hydrogen fuel into the inside of the engine’s cylinder. The hydrogen energy fraction in the intake was gradually increased from 3% to 9% ignition degree in the range of 20°, 25°, 30° and 35° before top dead center were controlled by using the electronic control unit to study the optimal condition for a four-stroke single-cylinder engine. In the steady-state test condition with half-open throttle under the variable load engine at 28%, 42%, 56%, and 70% of maximum engine torque, the engine can be available satisfactorily for an average relative air-fuel ratio (λ) value of 1.2 for hybrid hydrogen-gasohol E20 fuel. The results indicated that when the increase of hydrogen volume fraction. Postponing the spark timing was closer to top dead center (TDC) at 25° BTDC, the brake power and thermal engine efficiency increases. It is also noted that postponing the spark timing also caused NOx, HC and CO emissions to decrease. NOx emissions increased as the hydrogen volume fraction increased, whereas HC and CO emissions decreased.

A novel approach for experimental study and numerical modeling of combustion characteristics of a hydrogen fuelled spark ignition engine

This work is aimed for experimental study on effects of spark timings, compression ratios (4.5:1 to 7.2:1) and exhaust gas recirculation (EGR) on combustion characteristics of hydrogen fuelled spark ignition (SI) engine operating at 3000 rpm. The results indicate spark timing should be reduced for hydrogen fuelled engine as compared to the gasoline fuelled engine. Both ignition lag and DOC decreased with an increase in equivalence ratio and compression ratio, while the opposite trend was observed with an increase in EGR. The EGR was limited up to 23.5 % by volume, as higher EGR lead to cyclic variation. The standard Wiebe function constants were modified for the calculation of mass fraction burnt in a hydrogen fuelled SI engine. In addition to this, the empirical correlations were developed for ignition lag (IL) and duration of combustion (DOC) as a function of compression ratio, equivalence ratio, and EGR. The notable findings that emerged from this study are that hydrogen-fuelled SI engines should be operated at varying spark timing with respect to varying equivalence ratios (0.5 to 0.8) and EGR up to 23.5% by volume.

Optimising the Performance of a Cng/Lpg Fuelled Spark Ignition Engine

Optimising the Performance of a Cng/Lpg Fuelled Spark Ignition Engine

Experimental investigation of alcohol blending effect on the performances of a single cylinder spark-ignition marine engine

This work represents an experimental study on the performances of a single cylinder spark-ignition marine engine fueled by ethanol blends. Several studies have been carried out to investigate the use of alternative fuels in spark-ignition engines to improve their efficiency and reduce exhaust emissions. The experiments have been conducted on a test bed under full load condition with varied engine speed from 1000 rpm to 3000 rpm and an engine wall’s temperature fixed between 75°C – 85°C. The study includes the blending of ethanol and gasoline with different blending ratios (E0, E5, E15, and E20). The results of the study showed that E15 conducted for better results in specific fuel consumption without notable loss in engine performances in comparison with other blends. Experiments showed that ethanol blends are a viable option as a fuel alternative in spark-ignition engines due to its potential to conserve acceptable engine performances.

Benzin-metanol (M5-M10) karışımlarının SI motorundaki performans üzerine deneysel bir araştırması

Methanol is one of the promising alternative fuels for spark-ignition engines. It has a high octane number, increasing the octane number of gasoline that influence engine setting parameters. Ignition timing and injection duration are two engine setting parameters that influence the combustion process and emission of spark-ignition engine, which are therefore fascinating to be studied. The main objective of this work was to improve the performance of gasoline-methanol blends in a spark-ignition engine, which was carried out by optimization of engine operational parameters, which were ignition timing and injection duration. Performance parameters measured in this study were engine torque, power, and specific fuel consumption. An emission parameter such as carbon dioxide, carbon monoxide, and unburnt hydrocarbons was measured to evaluate the combustion process. Test results were analyzed by comparing performance and emission parameters of the engine on its standard and optimized settings. The result obtained that optimized ignition timing and injection duration sets products in an increase in engine torque and power, which are up to 12.99% and 1.72%, respectively, and 7.29% decrease in specific fuel consumption than engine with standard-setting using the same fuel blend. In addition, there was a decrease of carbon monoxide in exhaust emission, and unburnt hydrocarbon was slightly increased.

Air-Fuel Mixture Temperatures with Light and Heavy Fuels for Effective Spark Ignition Engine Work

This research resulted from military interest in finding methods to provide distributed electricity generation in order to support comprehensive state defence measures. The aim of the study was to investigate the effect of a heated air-fuel mixture on the combustion process of a spark ignition (SI) engine, and to highlight the maximum temperatures to be applied to air-fuel mixtures with different fuel fractions in order to avoid any detonation of the fuel mixture in the engine. Tests were carried out with a petrol engine generator (GENSET) so that an investigation could be conducted into the effect of the air-fuel mixture on the engine’s combustion. It turned out that heating the air-fuel mixture permits the use of heavier fraction fuels than engine petrol in SI engines does, including diesel fuel and biodiesel fuel, and also that the use of heavy fraction fuels in SI engines is effective mainly under low and middle loads.

Air-Fuel Mixture Temperatures with Light and Heavy Fuels for Effective Spark Ignition Engine Work

This research resulted from military interest in finding methods to provide distributed electricity generation in order to support comprehensive state defence measures. The aim of the study was to investigate the effect of a heated air-fuel mixture on the combustion process of a spark ignition (SI) engine, and to highlight the maximum temperatures to be applied to air-fuel mixtures with different fuel fractions in order to avoid any detonation of the fuel mixture in the engine. Tests were carried out with a petrol engine generator (GENSET) so that an investigation could be conducted into the effect of the air-fuel mixture on the engine’s combustion. It turned out that heating the air-fuel mixture permits the use of heavier fraction fuels than engine petrol in SI engines does, including diesel fuel and biodiesel fuel, and also that the use of heavy fraction fuels in SI engines is effective mainly under low and middle loads.

An experimental assessment of combustion and performance characteristics of a spark ignition engine fueled with co-fermentation biogas and gasoline dual fuel

Natural gas, biogas and alcohols are alternative fuels for spark ignition engines which can be used for reducing exhaust emissions and improving performance metrics. At the first stage of the study, a pilot scale biogas system was built, and biogas was produced from a mixture of manure and water called slurry, consisting of 40% cattle manure, 35% water, 17% whey and 8% poultry manure by co-fermentation method. Scrubbing and desulfurization were applied to remove the harmful gasses (CO2, H2S) from the produced biogas in two stages. In the end of the purification process, biogas with a CH4 content of 51%, 57% and 87% was produced. In the second stage, these biogas fuels were used in an SI engine, and their impacts on performance and combustion characteristics were investigated experimentally. A 4-cylinder, 4-stroke, water cooled SI engine with an 11:1 compression ratio was used in the experiments. Tests were conducted at various loads and constant speed. Results showed that daily amount of mean biogas production has reached 1.6 m3/day and biogas methane content has reached 72%. In engine tests, as the methane ratio in biogas increases, cylinder pressure and exhaust temperature values increase and brake specific fuel consumption decreases.

Implementation of Fusel Oil as an Octane Enhancer with Commercial Gasoline to Operate Gasoline Engine

The rise of energy demand and ecological contaminations encourage the utilization of alcohol bases on substitutes fuels in spark ignition (SI) engine. The fusel oil is a byproduct acquired from fermentation process with higher alcohol content. It has high-octane and less exhaust emissions; therefore, it takes significant place between the substitutes fuels. During this study, the impact of utilizing mixtures of pure gasoline & fusel oil on engine exhaust emissions & performance has been evaluated after water extraction from fusel oil. A single-cylinder, four-stroke SI engine has been utilized in these tests. The examinations execute at different speeds. The experiment fuels mixed with fusel oil at proportions of 5%, 10%, 20%, and 30%. At each speed, the engine’s performance & emissions measurement have been conducted. During the experimentations, it has been noticed that the torque (T) and specified fuel consumption (SFC) rises as the quantity of fusel oil risen in the mixture. Carbon monoxide (CO) and carbon dioxide (CO2) emissions are decreased as the quantity of fusel oil is raised in mixtures.

Performance and Emissions of a Spark Ignition Engine Fueled with Water-in-Gasoline Emulsion Produced through Micro-Channels Emulsification

This paper presents an experimental study investigating the effects of water-in-gasoline emulsion (WiGE) on the performance and emissions of a turbocharged PFI spark-ignition engine. The emulsions were produced through a micro-channels emulsifier, potentially capable to work inline, without addition of surfactants. Measurements were performed at a 3000 rpm speed and net Indicated Mean Effective Pressure (IMEP) of 16 bar: the engine point representative of commercial ECU map was chosen as reference. In this condition, the engine, fueled with gasoline, runs overfueled (λ = 0.9) to preserve the integrity of the turbocharger from excessive temperature, and the spark timing corresponds to the knock limit. Starting from the reference point, two different water contents in emulsion were tested, 10% and 20% by volume, respectively. For each selected emulsion, at λ = 0.9, the spark timing was advanced from the reference point value to the new knock limit, controlling the IMEP at a constant level. Further, the cooling effect of water evaporation in WiGE allowed it to work at stoichiometric condition, with evident benefits on the fuel economy. Main outcomes highlight fuel consumption improvements of about 7% under stoichiometric mixture and optimized spark timing, while avoiding an excessive increase in turbine thermal stress. Emulsions induce a slight worsening in the HC emissions, arising from the relative impact on combustion development. On the other hand, at stoichiometric condition, HC and CO emissions drop with a corresponding increase in NO.