Wide Open Throttle Research Articles

Effect of ethanol content, water injection, and compression ratio on combustion and detailed emissions in an SI-GDI engine

The transportation sector accounts for 29 % of the total greenhouse gas emissions produced in the US. Steadily tightening criteria emissions and fuel efficiency requirements have led to current research efforts evaluating multiple mixed strategies or extending beyond traditional engine architectures and fuels. Ethanol is used extensively as both a fuel additive and primary fuel replacement for gasoline. Modern engines utilizing boosting or high compression ratios require fuels such as ethanol that are more resistant to pre-ignition to operate efficiently at high load conditions. Water dilution has historically been used for knock reduction and some potential has been found for emissions and efficiency improvements. The studies on these topics, however, often focus on wide-open-throttle (WOT) conditions and neglect part load where engines normally operate. This investigation evaluates the combined effects of fuel ethanol content, compression ratio, and water dilution on the combustion and emissions characteristics A 2.4L 4-cylinder naturally aspirated (NA) gasoline direct injection (GDI) engine at part load conditions.The results indicated that the varied combinations of compression ratio and fuel ethanol content did not change the typical performance or emissions results expected for either parameter alone. Water dilution only significantly degraded stability at conditions with coefficient of variation (CoV) of indicated mean effective pressure (IMEP) values near or above 3 %. Water dilution at 10 % and 20 % W/F rations reduced average oxides of nitrogen (NOx) emissions by 20 % and 40 % respectively. The water dilution effect on unburned hydrocarbons (UHCs) was more mixed with flame ionization detector (FID) results showing mixed positive and negative effects for lower ethanol content fuels and up to a 20 % increase in UHC emissions with the high ethanol fuel (E85). Fourier transform infrared (FTIR) results agreed with the fuel blend UHC sensitivity reported with the FID. Ethanol emissions were found to increase by two to three times more for each level of water dilution than unburned gasoline emissions.

Research on modeling and control strategy of zero-carbon hybrid power system based on the ammonia-hydrogen engine

In the context of carbon neutrality, high efficiency, low carbon, and zero environmental impact have become an essential development direction of internal combustion engines (ICEs). Hydrogen energy has the advantage of having a high calorific value. It also has zero carbon emissions and is considered one of the significant alternative fuels for ICEs. Moreover, ammonia has a high octane number and has an anti-knock effect, which facilitates the mitigation of knock in hydrogen ICEs and potentially mitigates the negative impact of knock on engine volume power. Scholars have carried out some explorations on ammonia-hydrogen ICEs (AHICE), which have been applied in marine power systems. It is anticipated that AHICE will become one of the most significant development directions in the field of vehicle power systems in the future. However, there are still some problems with using AHICEs in passenger cars. The proposed work presented a zero-carbon hybrid power system based on an AHICE. Specifically, the external characteristics curve and power output boundary were obtained by bench experiments of the ICE under wide open throttle (WOT) conditions and diverse engine speeds and λ. Indeed, a hybrid system model consisting of an AHICE and a power battery was built where the AHICE was used to respond to the demanded power and the power battery was used to provide additional power and store the electrical energy converted from braking. Incidentally, an engine control strategy was developed to expand the knock limit and power boundary by dynamically adjusting the ammonia-hydrogen volume ratio. Finally, a hybrid power system simulation model was established based on MATLAB/Simulink. The CLTC-P and WLTC simulation results demonstrated that the zero-carbon hybrid system which comprised AHICE and power battery can work in the high efficiency area. The AHICE demonstrates lower fuel consumption while satisfying power requirements. This work provides a promising route to zero-carbon hybrid technology for the passenger car industry facing the challenge of carbon neutrality.

On the Influence of Engine Compression Ratio on Diesel Engine Performance and Emission Fueled with Biodiesel Extracted from Waste Cooking Oil

Despite the extensive research on biodiesels, further investigation is warranted on the impact of compression ratios on emissions and engine performance. This study addresses this gap by evaluating the effects of increasing the engine’s compression ratio on engine performance metrics—brake-specific fuel consumption (BSFC), power, torque, and exhaust gas temperature—and emissions—unburnt hydrocarbons (HCs), carbon dioxide (CO2), carbon monoxide (CO), nitrogen oxides (NOx), and oxygen (O2)—when fueled with a 20% blend of waste cooking oil biodiesel (WCB20) and petroleum diesel (PD) under various operating conditions. The viscosity of the prepared fuels was measured at 25 °C and 40 °C. Experiments were conducted on a single-cylinder diesel engine under wide-open throttle conditions at three different speeds (1400 rpm, 2000 rpm, and 2600 rpm) and two compression ratios (16:1 and 18:1). The results revealed that at a lower compression ratio, both WCB20 and petroleum diesel exhibited reduced BSFC compared to higher compression ratios. However, increasing the compression ratio from 16:1 to 18:1 significantly decreased HC emissions but increased CO2 and NOx emissions. Engine power increased with engine speed for both fuels and compression ratios, with WCB20 initially producing less power than diesel but surpassing it at higher compression ratios. WCB20 demonstrated improved combustion quality with lower unburnt hydrocarbons and carbon monoxide emissions due to its higher oxygen content, promoting complete combustion. This study provides critical insights into optimizing engine performance and emission characteristics by manipulating compression ratios and utilizing biodiesel blends, paving the way for more efficient and environmentally friendly diesel engine operations.

Effects of Different Throttle Opening and Air Intake Lengths on the Volumetric Efficiency of SI Engine Using 1D Simulation Method

Engine performance is influenced by volumetric efficiency, an engine’s ability to put air into its cylinders. It is known for its intake length being tuned based on engine speed due to the air pressure wave behavior. However, the airflow into the intake system is controlled by the throttle opening, so there is a need to study the performance effect of intake length that is tuned based on it. Thus, this current study focuses on the impact of different throttle opening and intake lengths in relation to engine speed on the volumetric efficiency of the Proton CamPro 1.6L SI engine. The simulation runs on different ranges of engine speeds from 1000 rpm to 7000 rpm and different intake lengths with different throttle opening angles. The critical finding of this study revealed that tuning intake length based on throttle opening showed an improvement of 1.3% for volumetric efficiency at the low rpm range. It is by tuning the intake length to 400 mm at a throttle opening of 70° for 1000 rpm and 450 mm intake length with a throttle opening of 50° at 2000 rpm. However, it showed that 90° or wide-open throttle provides the best volumetric efficiency for mid and high-range rpm for all intake lengths. The highest efficiency achieved is 101% at 4000 rpm with a 500 mm length intake and wide-open throttle. The findings from this study contribute to a good understanding of engine performance through intake length tuned based on throttle opening.

Design and evaluation of an innovative variable-length manifold with variable runner connection on a 4-cylinder spark ignition engine

In current investigation, an innovative variable-length intake manifold is proposed for a 4-cylinder spark ignition engine to raise volumetric efficiency. Unlike common variable-length manifolds that operate solely on the basis of adjusting the optimal length of the inlet duct, in this proposed design, in addition to changing the optimal length by using different throttles, a non-linear combination of different throttles at different engine speeds is used. In addition, the effect of connecting the runners of cylinders no.1 and no.2, and cylinders no.3 and no.4 to each other with three different diameters is also investigated, and the innovation of this study is considered. To prove the efficiency of the new design, firstly, a stock engine is modeled utilizing the GT-Power software in wide-open throttle mode and then validated with the experimental results and previous studies then with the direct coupling of the model to the 3D Converge Lite solver. The proposed variable-length intake manifold with different throttle bodies is analyzed and reviewed in a one-dimensional-three-dimensional way. The results of using the proposed manifolds illustrated that by using a non-linear combination of throttle bodies and variable connection of runners in the entire speed range of the engine, the volume efficiency, thermal efficiency, torque, and effective specific fuel consumption of the engine are improved compared to the stock model by 5.17%, 0.67%, 5.90%, and 0.66%, respectively.

Extensive validation of a combustion and pollutant emission model of a pre-chamber engine including different pre-chamber geometries

In this work, a 0D/1D model of a single-cylinder pre-chamber spark ignition (PCSI) engine is extensively validated with experimental data in terms of performance, combustion, and emissions by varying the pre-chamber geometry and operating conditions.In the first stage, an experimental study is carried out on the PCSI engine at 1600 rpm and wide-open throttle, exploring different pre-chamber (PC) designs and various relative air/fuel (A/F) ratios, λ, in the main chamber.In the second stage, a phenomenological combustion model for PCSI engines is coupled with additional user-defined sub-models of in-cylinder turbulence, heat transfer, and pollutant emissions. These are integrated into a 1D engine model and used to reproduce a set of 16 measured data for a reference PC geometry. The model adequately describes the performance, pollutant production, and burn rate in both the pre- and main-chamber considering the effects of jet-induced turbulence and distributed multiple flame kernels in the main chamber.The predictive capability of the 1D model is further tested on an extended dataset composed of 163 points, including variations in the PC geometry, proving to satisfactorily reproduce experiments in terms of performance, combustion, and emissions. This last aspect represents the novelty of the present work, demonstrating the reliability of the physical background included within the in-cylinder sub-models.

Effects of Various Compression Ratios on a Direct Injection Spark Ignition Hydrogen-Fueled Engine in a Single-Cylinder Engine

AbstractThe effects of compression ratio and injection timing on a direct injection spark ignition hydrogen engine under various excessive air ratios were analyzed using a 0.4-L single-cylinder engine in this study. The engine speed was set to 1500 rpm, and the excessive air ratio was changed by controlling the amount of injected hydrogen under wide-open throttle conditions. The compression ratio was changed from 10, 12, and 14 and the injection timing was varied from BTDC 200, 160, 120°CA. The results revealed that for a compression ratio 14 at a rich limit, late injection timing reduced knocking incidence by taking advantage of stratified mixtures combustion and increased indicated thermal efficiency by reducing combustion loss while producing lower NOx emissions. For compression ratio 14 at an excessive air ratio of 2.2, late injection timing increased indicated thermal efficiency by reducing both combustion and heat losses, achieving the higher indicated thermal efficiency of 42.3%. Although NOx emissions increased with the injection timing retardation, NOx emissions decreased to under 1 g/kWh under excessive air ratios above 2.5 conditions at all injection timings.

Influence of different Reynolds numbers and new geometries on water jacket cooling performance in a CI engine

Physical damage and emission increases that may occur in the engine due to uncontrolled temperature increases are prevented by cooling systems. In this study, the water jacket (WJ) of the F-Type F8Q706 engine was examined for different Reynolds numbers and geometries. With a combined examination approach, engine tests, 1D engine model, 3D in-cylinder combustion (ICC) model, and 3D WJ CFD studies are presented together, for the first time. Accordingly, a 3D WJ CFD model was developed using in-cylinder parameters calculated from 1D and 3D ICC which were verified by tests. Engine powers in 1D and 3D models, heat transfer, liner temperature, and heat flux in WJ models were compared. The engine powers at 2500 rpm with wide-open throttle are as follows: 1D (33.610 kW), 3D ICC (32.075 kW), engine catalog test (30.890 kW), and a literature test (29 kW). In the WJ model, instead of the Reynolds number 22,128.97, values of 18,440.81–15,367.34–12,806.11–1067.76–8893.14–7410.95–6175.79 were used. In this case, heat transfer decreased by 11.224%–20.844%–29.940%–38.168%–45.723%–52.874%–59.340%. Liner temperature increased by 3.962%–7.505%–10.879%–13.958%–16.800%–19.470%–21.822%. As the Reynolds number decreased, heat transfer decreased, and liner temperature increased. In the WJ, uncontrolled temperature increases were seen in areas farthest from the water inflow. Unlike studies using nanofluids, a new WJ geometry with 169 fins was developed for cooling performance. Nanoparticles cause damage to elastomeric system elements, clogging, and corrosion in lines. This geometry increased heat transfer by 42.01% and reduced liner surface temperatures by 48.28% for 22,128.966 Re. Repeated analyses showed that the fins increased heat transfer.

Performance and Emission Measurement of Spark Ignition Engines Operating with 100% Methanol Fuel

A small two-wheeler engine and a large, multi-cylinder bus engine are demonstrated for 100% methanol operation and, performance and emissions with methanol are compared to baseline. This kind of study on both small and large engines operating with 100% methanol is not reported in the literature as per the authors’ knowledge. A high flow injector is incorporated for the small engine for methanol. The fuel-air ratio is adjusted to operate the engine around a Lambda value of 1, and ignition timing is optimized to achieve maximum torque. Finer adjustments to Lambda are performed to maintain the nitrogen oxides emission less than that of the gasoline engine. The torque at wide-open throttle is higher than that of gasoline, around 5% higher brake thermal efficiency, and lower or similar regulated emissions are observed with methanol. For the large engine, a liquid nozzle and an electric fuel-pump are incorporated for methanol. Lambda is maintained around 1, and ignition timing is optimized for maximum brake torque while avoiding knocking. The rated torque and power are achieved with around 50% throttle opening, 3% higher brake-thermal efficiency, and lower nitrogen oxides are observed with methanol.

Rear Axle Whine Reduction by Gear Contact Patch Optimization

In-cab whine is a highly annoying phenomena in all the category of vehicles. The in-cab noise of passenger vehicle with Rear Wheel Drive ( RWD) considered for this study consist of axle whine noise. The whine noise is heard at multiple speeds during Wide Open Throttle (WOT) as well as coasting. To resolve the issue of whine noise, series of measurement are carried out to identify the source and transfer path of the whine. The noise measurement revealed that rear axle pinion mesh order is responsible for in-cab whine. It is confirmed through measurement that the whine is structure borne. The order based operational deflections shapes of rear axle show excessive vibration on differential nose in affected speed zones. It is thus learnt that whine is due to poor contact pattern of pinion and crown wheel of the rear axle. The three resonances in operation range amplify this mesh order resulting in whine. It is decided to work on noise source i.e. gear rather than transfer path. The hypoid gear design is optimized through Tooth Contact Analysis (TCA). The lapping and heat treatment processes of gear manufacturing are modified. The contact pattern of optimized gear is identified on gear tester machine. Significant improvement is observed in contact pattern. The in-cab noise measurement is carried out with optimized hypoid gear and it is found that the whine is completely eliminated.
 Keywords: Rear axle, Whine reduction, Gear contact, Patch optimization, Rear Wheel Drive, Whine Source, Vibration on Transfer Paths, Noise Generation, Hypoid Gear, Heat Treatment

Quantitative assessment of small-bore gasoline direct injection engine for homogenous stoichiometric lean condition with hydrogen addition in dual fuel mode

The global hunt for the sustainable fuel for the energy and transportation has reached the newer dimensions. The advancement in the engine technology makes the viable solution to fit the hydrogen as the working fuel for both CI and SI engines. The physio-chemical chemical properties of hydrogen have the apt fitment for the SI engine. With the advancement in the automotive electronics and precision control of the fuel handling system makes hydrogen a workable option for the replacement for the conventional fuels. In this research hydrogen was inducted into the intake manifold and Gasoline is injected directly into the cylinder of the small-bore Gasoline Direct Injection (GDI) Engine at wide open throttle condition. The intake manifold is slightly modified to accommodate the hydrogen induction system (0–8 Litres Per Minute), where premixed mixture of hydrogen and air is formed in the intake manifold; the equivalence ratio of 1.0, 1.02 and 1.08 was set for the given hydrogen induction. The engine conditions were set as 3000 rpm with five hydrogen addition fractions of 0 %, 1.5 %, 2.8 %, 4.2 % and 5.8 % respectively. The hydrogen induction improves the combustion rate and mean effective pressure; shorten the flame propagation, maximize the heat release rate and peak pressure attainment. Maximum of 16 % increase in the peak pressure is attained for the λ = 1 for the 5.8 % hydrogen addition fraction. On the emission side, consistent decrease in CO and HC emission; and increase of NO emission, since the mean gas temperature has increased.

Experimental Research of the Effects of Benzoylthiourea Derivative Fuel and Gasoline Mixtures on Engine Performance and Emissions

In this study, the influences of Benzoylthiourea Derivative Fuel N-(2-amino-5-bromo-1,dihydropyridine-1-yl)carbonothioyl)-2-chlorobenzamide as an additive into gas-oline were researched on engine performance and exhaust emissions. For this reason, a single-cylinder four stroke gasoline engine was run at wide open throttle, and 2400, 2800, 3200, 3600 and 4000 rpm engine speeds. The changes of engine torque, power output, specific fuel consumption, thermal efficiency, CO, CO2 and HC emissions were experi-mentally investigated.

Bambusa tulda: A potential feedstock for bioethanol and its blending effects on the performance of spark ignition engine

Alternatives to conventional fuel sources must be investigated due to strict regulatory requirements and the depletion of fossil fuel supplies. As a result, of better transportation and population growth, the requirement for energy is increasing daily. Bioethanol may be used successfully to replace both gasoline and spark ignition engine diesel. Most nations blend 10% bioethanol with gasoline in automobiles. Several nations, notably India, have announced that they will soon begin blending 20% bioethanol with gasoline. Bambusa Tulda is used as a raw material for the extraction of bioethanol, which is a type of Indian bamboo. This study covers both the ethanol extraction from bamboo and the effects of various mixtures on spark-ignited engine performance. Four separate blends were developed on a volumetric basis at varying engine speeds, and the wide-open throttle was utilized to evaluate the performance and emissions of each mix with a constant compression ratio of 10:1. When bioethanol was enhanced, combustion efficiency, indicated power, engine power, mechanical efficiency, and volumetric efficiency all increased. Hydrocarbon, carbon monoxide, and carbon dioxide emissions decreased, while nitrogen oxide emissions increased. The engine performance of BE 15 was found to be the greatest among all the gasoline blends tested. According to this study, when nitrogen oxide emission control methods are applied, bamboo may be used as a feedstock for the manufacture of second-generation bioethanol. This invention offers a bioethanol production process that is good for environmental sustainability.

Experimental Investigation of the Effects of Gasoline-Methyl Ethyl Ketone Fuel Blends on Engine Performance and Exhaust Emissions

Gasoline engines have been widely used because of operating with stoichiometric ratio and lower exhaust emissions compared to compression ignition engines. However, thermal efficiency is less than diesel engines due to lower compression ratio. In the present study, the influences of methyl ethyl addition were researched on engine performance, CO, CO2 and HC emissions in a single cylinder spark ignition engine. For this purpose, the test engine was run at wide-open throttle, engine speeds of 2400, 2800, 3200, 3600, 4000 rpm and the variations of engine torque, effective power, specific fuel consumption (SFC), thermal efficiency, CO, CO2 and HC emissions were investigated. It has been observed that engine power and torque increase and SFC decreases as methyl ethyl ketone is added to gasoline. It was observed that the thermal efficiency at 2800 rpm increased by 6.47%, 13.81% and 19.51%, respectively, with MEK20, MEK30 and MEK40 test fuels compared to gasoline. As the methyl ethyl ketone ratio in the blended fuels increased, HC and CO emissions reduced compared to gasoline. As a result, it was seen that methyl ethyl ketone additive can be utilized easily in a spark ignition engine without making any modification.

Methanol (M85) Port-Fuel-Injected Spark Ignition Motorcycle Engine Development—Part 2: Dynamic Performance, Transient Emissions, and Catalytic Converter Effectiveness

<div>Methanol is emerging as an alternate internal combustion engine fuel. It is getting attention in countries such as China and India as an emerging transport fuel. Using methanol in spark ignition engines is easier and more economical than in compression ignition engines via the blending approach. M85 (85% v/v methanol and 15% v/v gasoline) is one of the preferred blends with the highest methanol concentration. However, its physicochemical properties significantly differ from gasoline, leading to challenges in operating existing vehicles. This experimental study addresses the challenges such as cold-start operation and poor throttle response of M85-fueled motorcycle using a port fuel injection engine. In this study, M85-fueled motorcycle prototype is developed with superior performance, similar/better drivability, and lower emissions than a gasoline-fueled port-fuel-injected motorcycle. An open electronic control unit was installed using suitable wiring harness/sensors and actuators to control the engine. Then the motorcycle electronic control unit was calibrated for transient operations on a chassis dynamometer. The motorcycle was tested under road load simulation and wide-open throttle conditions on the chassis dynamometer to compare its performance with a baseline gasoline-fueled motorcycle. Evaluation parameters included power at wheels, maximum vehicle speed, and time-based and speed-based acceleration characteristics. Transient emissions were evaluated following the Indian driving cycle protocols. The effectiveness of the catalytic converter for M85 fueling was assessed by comparing various emissions upstream and downstream of the catalytic converter. M85-fueled motorcycle generated higher power at wheels and similar maximum speeds as baseline gasoline-fueled motorcycle. Fine-tuned M85-fueled motorcycle exhibited superior acceleration characteristics over baseline gasoline-fueled motorcycle, indicating that an appropriate tuning strategy could tackle the issue of “drivability.” M85-fueled motorcycle emitted lower carbon monoxide and hydrocarbon during the warm-up cycles in the Indian driving cycle protocol. The inherent fuel oxygen of M85 enhanced the carbon monoxide–carbon dioxide conversion, reducing carbon monoxide emissions in the engine exhaust. The existing catalytic converter was also suitable for M85 fueling since the hydrocarbon, nitric oxide, and carbon monoxide emissions were effectively reduced downstream of the catalytic converter in all test conditions.</div>

Experimental Research With Diethyl Ether on Engine Performance and Emissions in a Spark Ignition Engine

In this study, the influences of the diethyl ether addition into pure gasoline were re-searched experimentally in a single cylinder, four stroke, air-cooled spark ignition engine. Experiments were conducted at wide-open throttle and different engine speeds of 2400, 2800, 3200, 3600 and 4000 rpm. The effects of diethyl ether as an additive on engine torque, specific fuel consumption (SFC), thermal efficiency, CO, CO2 and HC emissions were observed. Test results presented that engine torque and power first increased and then decreased with the addition of diethyl ether. SFC increased by about 4.18%, 7.44%, 11.39% and 14.41% with DEE10, DEE20, DEE30 and DEE40 compared to pure gasoline at 2800 rpm respectively. Remarkable reduction were observed on CO and HC emissions with the addition of diethyl ether into gasoline. CO was reduced by 0.67%, 3.39%, 10.61% and 11.11% with DEE10, DEE20, DEE30 and DEE40 compared to gasoline at 4000 rpm respectively. Similarly, HC decreased by 3.70%, 8.82% and 10.58% with DEE20, DEE30 and DEE40 compared to gasoline at 4000 rpm respectively. It was seen that diethyl ether can be used as an additive without modification in spark ignition engines

Progressive strategies to avoid and exploit knock limit for optimal performance and stoichiometric operation of a DI hydrogen engine with high CR at WOT conditions

Knock is one of the crucial challenges facing direct injection (DI) hydrogen engines. In this study, the rational optimization of operating parameters and the proposal of two progressive knock suppression strategies enable the DI hydrogen engine to achieve knock-free operation at wide-open throttle (WOT) and stoichiometric conditions, which may better control the test system’s complexity. The present work uses 0.5 bar knock intensity (KI) as the threshold for occurring knock. The test consists of three parts. In Part 1, KI exceeds 0.5 bar at 1.7 λ. Then, considering the suppression effect of the stratified mixture on knock, a strategy for cooperative control of λ and start of injection (SOI) is proposed in Part 2, which can lower λ to 1.4 within the allowable borderline knocking. However, this strategy fails at 70°CA BTDC SOI. Based on the above results, a strategy to synergistically adjust λ and intake variable valve timing is adopted in Part 3, which suppresses knock mainly by varying the airflow exchange process and effective compression ratio. Finally, the strategies presented in Part 2 and Part 3 allow the engine to control the KI to less than 0.5 bar at WOT and stoichiometric conditions, which ensures power performance.

Investigation of bioethanol production from jatropha deoiled cake and its blending effects for environmental sustainability.

This paper describes the process of extracting ethanol from Jatropha curcas and its various blending effects on spark-ignited engine performance for environmental sustainability. Alternatives to conventional fuel sources have to be found because of the depletion of fossil fuels and stringent regulations. Every day, the growing population and improved transportation increase the energy demand. Bioethanol is an effective substitute for gasoline and SI engine diesel. Worldwide, passenger cars typically blend 10% bioethanol with gasoline. Some nations, like India, have stated plans to blend 20% bioethanol with gasoline starting shortly. From leftover jatropha deoiled cake (JDC), bioethanol was produced utilizing the fermentation and vacuum distillation methods. Four different blends were prepared on a volumetric basis at different engine speeds at a constant compression ratio of 10:1 and the wide-open throttle was tested for various performances and emissions. Bioethanol enrichments reduce CO and CO2 emissions but increase nitrogen oxide emissions. JDCE 15 was found to have the best engine performance out of all the fuel blends tested. This study suggests that, if NOx emission reduction measures are carried out, JDC can be used as a source for the manufacturing of second-generation bioethanol.

Performance of a Single-Cylinder Four-Stroke Engine with High Concentrations of Gasoline-Ethanol-Methanol (GEM)

Several types of alternative fuels have been developed to replace fossil fuels. Alcohols, such as ethanol and methanol, can be blended with gasoline for spark ignition (SI) engines. High octane number and oxygen content in alcohol can increase combustion efficiency. Therefore, our current research investigates the effect of high concentrations of ethanol and methanol mixed in 90 RON gasoline. The mixture was implemented in a 150 cc single-cylinder four-stroke spark ignition (SI) engine without any modifications. Engine testing was carried out with wide-open throttle (WOT) and different engine speeds from 4000 to 10000 rpm. Torque, power, and Air Fuel Ratio (AFR) were measured during experiments on a chassis dynamometer. Our test results found that the higher the methanol fraction in the mixture, the lower the torque generated. To improve engine performance, further research is needed on modified engines so that optimal conditions can be identified.

Performance Emission and Combustion Characteristics of Ethanol Hydrogen Blends at MBT Spark Timing on Multi-cylinder SI Engine

Alternative fuels are the need of the current situation as conventional fuels are depleting very quickly and causing increase in amounts of pollution. Hydrogen as a clean fuel with Higher Calorific Value plays important role in increasing combustion characteristics. When compared with the performance of ethanol as a fuel, ethanolhydrogen blends have demonstrated a 5% increase in power production, 15% reduction in hydrocarbon emissions, and 12% reduction in carbon dioxide emissions. All tests are conducted at speed of 2500, 3000, 3500, 4000, and 4500 rpm with the Wide-Open-Throttle (WOT) condition. CO & HC emissions are reduced using ethanol, whereas hydrogen addition enhanced the decreased power output, higher brake-specific fuel consumption and in cylinder pressure.
 Keywords: Emission, combustion, ethanol, hydrogen, SI engine, alternate fuels, conventional fuels, renewable energy sources, MBT spark timing, NOx emissions, nitrogen, Maximum Brake Torque