Spark Ignited Heavy Fuel Direct Injection
Spark Ignited Heavy Fuel Direct Injection
(OP)
Assuming you have full injector control (timing, pulsewidth, pressure, etc.), and a custom injector nozel with an optimized orifice diameter and inlet radius, how well could this perform in comparison to a traditional compression ignition engine. There is ALOT to this and I am verifying this analytically, computationally (CFD), and experimentally (high speed imaging). But I am in the beginning stages of literature review currently.





RE: Spark Ignited Heavy Fuel Direct Injection
RE: Spark Ignited Heavy Fuel Direct Injection
You give up the efficiency of the high compression, and maybe give up the ability to run at very lean mixtures.
overall, sounds like a bad deal. High CR is a big piece of Diesel (CI) efficiency, right?
Jay Maechtlen
http://www.laserpubs.com/techcomm
RE: Spark Ignited Heavy Fuel Direct Injection
I believe the other drivers limiting optimum diesel CR are mechanical and thermal losses due to friction and heat transfer resulting from high CR, and perhaps, at a system level, the trade-off between thermal efficiency, and total mass (driven by stress... respectively driven by CR).
"Schiefgehen will, was schiefgehen kann" - das Murphygesetz
RE: Spark Ignited Heavy Fuel Direct Injection
Anyhow, there is still a fundamental problem. Sparks are used for igniting mixtures of vaporized fuel and air (within a certain range of lambda that is ignitable by spark). Heavy (low volatility and high viscosity) fuels are resistant to vaporizing. In a diesel engine, they tend to form a mist of fine droplets which, when mixed in air that is above the ignition temperature, each individually burn on the surface of the droplet until it is gone. There is a trend nowadays towards intentionally delaying ignition until after a certain fraction of the droplets have actually vaporized (and this requires compression ratios lower than the historical norm - and closer to that 14:1 apparent optimum range). But these are still compression-ignition engines.
Compression ignition engines use one of two methods of ignition when the fuel doesn't want to ignite (cold starting): Glow plugs, or pre-heating the intake air. The function of pre-heating the intake air should be obvious. Glow plugs work by locally raising the temperature above the ignition temperature so that any fuel droplets that come near them have a chance to ignite. Glow plugs are glowing throughout the whole combustion process (and in fact, through the whole engine cycle, in which they also serve to preheat the intake air). Sparks only are present for microseconds. That's enough to ignite intimately-mixed fuel vapor, but unreliable for droplet mists.
Basically, spark ignition of diesel fuel doesn't work very well (if at all), and glow-plug ignition of gasoline doesn't work very well (if at all).
If you are building a compression-ignition engine, what's wrong with using glow plugs (or intake air preheaters)? Why do you want to do it the hard (if not impossible) way by using sparks? What's the proposed advantage? Glow plugs work. Intake air preheaters also work.
RE: Spark Ignited Heavy Fuel Direct Injection
RE: Spark Ignited Heavy Fuel Direct Injection
http://www.eaa.org/experimenter/articles/2009-12_f...
RE: Spark Ignited Heavy Fuel Direct Injection
http://en.wikipedia.org/wiki/Fuel_oil#Bunker_fuel
...so you're trying to convert gasoline engines so that they run on diesel fuel. You've mentioned (adding?) direct injection, which I would assume means a change of cylinder heads to accomodate the injectors, but you're hoping to retain spark ignition. Is changing the pistons over to conventional diesel ones out of scope? Are these "gas" (natural gas, LPG, propane, etc) or "gasoline" engines you're talking about?
RE: Spark Ignited Heavy Fuel Direct Injection
The combustion chamber shape requirements for a direct-injection engine - spark or compression ignition - are very different from those of a spark-ignited gas (natural gas or gasoline) engine and will require different cylinder heads and piston designs anyhow, in order to function correctly. At that point, it is largely a new engine.
The conceptually best thing to do is simply to screw glow plugs into the head rather than spark plugs, but remember that they have to be positioned correctly in order to work properly.
You can get a compression-ignition engine to start in cold weather by heating the intake air and not using glow plugs.
If you are stuck with contractual requirements to have spark plugs in the cylinder head ... then keep them in the engine as required, but also fit an electric intake air preheater. The engine will start and run as a compression-ignition engine. The spark plugs will not do anything. It will not even matter if you connect them to ignition coils and it will not matter if you spark them at the right time or not. But they will be there, to satisfy the contract requirements, even if they accomplish nothing!
RE: Spark Ignited Heavy Fuel Direct Injection
My current task is to develop an injector that can produce a droplet size of XXXX size to promote atomization similar to GDI, and improve combustion. Multipulse control will be used as well to control the combustion characteristics. Not sure if I will be going with one of our patent pending injector designs (possibly tweaked even further) or designing a new air assisted injector.
RE: Spark Ignited Heavy Fuel Direct Injection
various manufactures. 1) They did not use spark plugs. 2) To run on high octane gasoline they could not have a very low CR. If these said engines are a diesel that was converted to gas, then convert them back. I'd like to hear more details.
RE: Spark Ignited Heavy Fuel Direct Injection
- Steve
RE: Spark Ignited Heavy Fuel Direct Injection