A study of transient over-fuelling during heavy knock in an optical spark ignition engine

The work was concerned with improving understanding of the effects of transient over-fuelling during heavy knocking combustion in modern spark ignition engines. The single cylinder engine employed included full bore overhead optical access capable of withstanding unusually high incylinder pressures. Heavy knock was deliberately induced under moderate loads using inlet air heating and a primary reference fuel blend of reduced octane rating. High-speed chemiluminescence imaging and simultaneous in-cylinder pressure data measurement were used to evaluate the combustion events. Under normal operation the engine was operated under port fuel injection with a stoichiometric air-fuel mixture. Multiple centred auto-ignition events were regularly observed, with knock intensities of up to ~30bar. Additional excess fuel was then introduced directly into the end-gas in short transient bursts. As the mass of excess fuel was progressively increased a trade-off was apparent, with knock intensity first increasing by up to 65% before lower unburned gas temperatures suppressed knock under extremely rich conditions. This trade-off is not usually observed during conventional low intensity knock suppression via over-fuelling and has been associated with the competing effects of reducing auto-ignition delay time and charge cooling/ratio of specific heats. Overall, the results demonstrate the risks in employing excess fuel to suppress knock deep within a heavy knocking combustion regime (potentially including a Super-Knock regime)

A study of hydrous ethanol combustion in an optical central direct injection spark ignition engine

The aim of this experimental work was to improve understanding of the influence of hydrous ethanol on combustion in an engine demonstrating a tendency for biased flame migration towards the hotter exhaust walls as often reported for typical modern pent roof design IC engines. The work aimed to uncover the degree of residual water content that can be reasonably tolerated in terms of combustion characteristics in future ethanol SI engines (with the energy required to reduce water levels then potentially reduced). The experiments were performed in a single cylinder optical research engine equipped with a modern central direct injection combustion chamber and Bowditch type optical piston. Results were obtained under part-load engine operating conditions (selected to represent typical highway cruising conditions) with hydrous ethanol at 5%, 12% and 20% volume water. Baseline results were obtained using pure isooctane. High-speed cross-correlated particle image velocimetry was undertaken at 1500 rpm under motoring conditions with the intake plenum pressure set to 0.5 bar absolute. The horizontal imaging plane was fixed 10 mm below the combustion chamber “fire face”. Comparisons were made to CFD computations of the in-cylinder flow. Complimentary flame images were obtained via the “natural light” (chemiluminescence) technique over multiple engine cycles. The flame images revealed the tendency of an iso-octane fueled flame to migrate towards the exhaust side of the combustion chamber, with no complimentary bulk air motion apparent in this area in the horizontal imaging plane. The faster-burning ethanol offset this tendency of the flame to migrate towards the hotter exhaust walls. The fastest combustion rate occurred with pure ethanol, with higher water content (>5%) generally slowing down the flame speed rate to 10.64 m/s from 10.92 of ethanol and offsetting the flame speed/migration benefit (in good agreement with recent laminar burning velocity correlations for hydrous ethanol). When adding 20% water to ethanol the combustion rate was significantly slower (8.2 m/s) with a considerable increase in flame shape distortion as quantified by flame image shape factor values. The results demonstrate how the added water increases flame distortion and leads to higher flame centre displacement. Such flame centre displacement could potentially be offset in the future with a spark plug location biased further towards the intake side of the chamber (albeit sometimes practically constrained by the priorities given to intake valve sizing and local cooling jacket design). The results indicate that ethanol fuels offset such bias flame growth and allow residual water to be tolerated for an equivalent degree of biased flame migration. The implication is reduced fuel production energy and cost required to produce usable ethanol fuels

Cyclically resolved flame and flow imaging in an alcohol fuelled SI engine

The work was concerned with improving understanding of the interaction of the bulk in-cylinder flow with turbulent premixed flame propagation when using varied fuels including iso-octane, ethanol or butanol. The experiments were performed in a single cylinder research engine equipped with a modern central direct injection combustion chamber and Bowditch style optical piston. Results were obtained under typical part-load engine operating conditions. High speed cross-correlated particle image velocimetry was undertaken at 1500 rpm under motoring conditions with the plenum pressure set to 0.5 bar absolute, with the horizontal imaging plane fixed 10 mm below the combustion chamber “fireface”. Comparisons were made to CFD computations of the flow. Complementary flame images were then obtained via natural light (chemiluminescence) over multiple engine cycles. The flame images revealed the tendency of the flame to migrate towards the hotter exhaust side of the combustion chamber, with no complementary bulk air motion apparent in this area in the imaging plane. In terms of fuel effects, the addition of 16% butanol to iso-octane resulted in marginally faster combustion. Fastest combustion was observed with ethanol, in good agreement with laminar burning velocity correlations within the literature. The ethanol could be seen to offset the tendency of migration of the flame toward the exhaust walls under the fixed spark timing conditions. This exhaust migration phenomenon has been noted previously by others in optical pent-roofed engines but without both flow and flame imaging data being available. The results may imply that the spark plug should ideally be biased further towards the intake side of the chamber if the flame is to approach the intake and exhaust walls at similar times resulting in symmetrical flame propagation, reduced premature wall quenching and hence increase combustion stability and thermal efficiency. Such a layout is typically not preferred due to the priority given to the central fuel injector (and associated cooling jacket) location and maximizing the size of the inlet valves for improved volumetric efficiency

The competing chemical and physical effects of transient fuel enrichment on heavy knock in an optical spark ignition engine

The work was concerned with improving understanding of the chemical and physical trade-offs when employing transient over-fuelling to control auto-ignition in gasoline spark ignition engines under knock intensities not usually tolerated in optical engines. The single cylinder engine used included full bore overhead optical access capable of withstanding unusually high in-cylinder pressures. Heavy knock was deliberately induced by adopting inlet air heating and a primary reference fuel blend of reduced octane rating. High-speed chemiluminescence imaging and simultaneous in-cylinder pressure data measurement were used to evaluate the combustion events. Under normal operation the engine was operated under port fuel injection with a stoichiometric air-fuel mixture. Multiple centred auto-ignition events were regularly observed, with knock intensities of up to ~30bar. Additional excess fuel was then introduced directly into the end-gas in short transient bursts. As the mass of excess fuel was progressively increased a trade-off was apparent, with knock intensity first increasing by up to 65% before lower unburned gas temperatures suppressed knock under extremely rich conditions. This trade-off is not usually observed during conventional low intensity knock suppression via over-fuelling and has been associated with the competing effects of reducing auto-ignition delay time and charge cooling/ratio of specific heats. Overall, the results demonstrate the risks in employing excess fuel to suppress knock deep within a heavy knocking combustion regime (potentially including a Super-Knock regime)

Study on pollutants formation under knocking combustion conditions using an optical single cylinder SI research engine

The aim of this experimental study is to investigate the pollutants formation and cyclic emission variability under knocking combustion conditions. A great number of studies extensively describe the phenomenon of knock and its combustion characteristics as well as the effect of knock on engine performance; however the impact of knocking combustion on pollutants formation and how it affects cyclic emission variability has not been previously explored. In this study, an optical single cylinder SI research engine and fast response analyzers were employed to experimentally correlate knocking combustion characteristics with cyclic resolved emissions from cycle to cycle. High-speed natural light photography imaging and simultaneous in-cylinder pressure measurements were obtained from the optical research engine to interpret emissions formation under knocking combustion. The test protocol included the investigation of the effect of various engine parameters such as ignition timing and mixture air/fuel ratio on knocking combustion and pollutant formation. Results showed that at stoichiometric conditions by advancing spark timing from MBT to knock intensity equal to 6 bar, instantaneous NO and HC emissions are increased by up to 60% compared to the MBT operating conditions. A further increase of knock intensity at the limits of pre-ignition region was found to significantly drop NO emissions. Conversely, it was found that when knocking combustion occurs at lean conditions, NO emissions are enhanced as knock intensity is increased

Knock investigation in SI engines

The currently reported work involved fundamental study of auto-ignition under unusually high knock intensities in an optical spark ignition engine. The single cylinder research engine adopted included full bore overhead optical access capable of withstanding continuous peak in-cylinder pressure and knock intensity of up to 150 bar and 60 bar respectively. Heavy knock was deliberately induced under relatively low loads (5 bar IMEP) using inlet air heating up to 66 °C and a primary reference fuel blend of reduced octane rating (75 RON). High speed chemiluminescence natural light imaging was used together with simultaneous heat release analysis to evaluate the combustion events. The key out comes of this study could be listed as follow: • Proof and improved understanding of multi centred auto-ignition events under high KIs • Improved understanding of the potential pitfalls of over-fuelling for heavy knock suppression • Optical validation of ‘natural’ oil droplet release and on-off behaviour of knocking cycles Multiple centred auto-ignition events were regularly observed to lead in to violent knocking events, with knock intensities above 140 bar observed. The ability to directly image the events associated with such high magnitude of knock is believed to be a world first in a full bore optical engine. The multiple centred events were in good agreement with the developing detonation theory to be the key mechanism leading to heavy knock in modern downsized SI engines. The accompanying thermodynamic analysis indicated lack of relation between knock intensity and the remaining unburned mass fraction burned at the onset of the auto-ignition. Spatial analysis of the full series of images captured demonstrated random location of the first captured auto-ignition sites during developing auto-ignition events. Under such circumstances new flame kernels formed at these sites, with initial steady growth sometimes observed to suppress the growth of the earlier spark initiated main flame front prior to violent end gas auto-ignition. It was found that pre-ignition most commonly initiated in the area surrounding the exhaust valve head and resulted in a deflagration that caused the overall combustion phasing to be over advanced. In the cycles after heavy knock, droplets of what appeared to be lubricant were sometimes observed moving within the main charge and causing pre-ignition. These released lubricant droplets were found to survive within the combustion chamber for multiple cycles and were associated with a corresponding “on-off” knocking combustion pattern that has been so widely associated with super-knock in real downsized spark ignition engines. This research also concerned with improving understanding of the competing effects of latent heat of vaporization and auto-ignition delay times of different ethanol blended fuels during heaving knocking combustion. Under normal operation the engine was operated under port fuel injection with a stoichiometric air-fuel mixture. Additional excess fuel of varied blend was then introduced directly into the end-gas in short transient bursts. As the mass of excess fuel was progressively increased a trade-off was apparent, with knock intensity first increasing by up to 60% before lower unburned gas temperatures suppressed knock under extremely rich conditions (γ=0.66). This trade-off is not usually observed during conventional low intensity knock suppression via over-fuelling and has been associated with the reducing auto-ignition delay times outweighing the influence of charge cooling and ratio of specific heats. Ethanol had the highest latent heat of vaporization amongst the other fuels directly injected and was more effective to reduce knock intensity albeit still aggravating knock under slightly rich conditions. Overall, the results demonstrate the risks in employing excess fuel to suppress knock deep within a heavy knocking combustion regime (potentially including a Super-Knock regime)