Railplug Ignition System for Enhanced Engine Performance and Reduced Maintenance Page: 3 of 23
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ABSTRACT
During the first two years of this project, four experimental subtasks were to have
begun but only one of these was to have been completed. Additionally, six modeling subtasks
were scheduled to begin, five of which were to have been completed. We are on schedule for
all but two of these 10 subtasks.
The experimental tasks are on schedule. A second round of durability tests has been
developed and testing has begun. It is too early to draw conclusions from this second round
of durability testing. The test engine has been moved to a new dyno with superior controls.
The baseline tests have been repeated, revealing that the engine is somewhat more dilution
tolerant than originally concluded. Railplug testing has begun, but it is too early to draw any
conclusions from these tests. A new railplug design was generated. It is a hybrid between the
coax and parallel designs that we refer to as the semi-parallel railplug.
Development of a model for the railplug ignition process was scheduled for
completion during the fourth 6-month period. This task consists of three elements. First, a
railplug circuit model was developed and validated during the third 6 months. Second, an
analytical model was developed for the effects of geometric and circuit parameters on the
Lorentz force. From this model, it was concluded that thermal expansion is important to the
performance of railplugs. Thermal expansion and other physical effects are incorporated in
the numerical model that is the third element of Task 2.2. Although significant progress was
made on this last model, unforeseen numerical problems were encountered due to the unusual
nature of the boundary conditions for the electromagnetic force. We expect to find a solution
to this problem in the near future.
We delayed the development of a 3D model for the ignition process until near the end
of the project because of the computational time requirements. We can learn most of the
important lessons from the 2D model. Delay of this subtask will not affect the timely
completion of the project.
Progress has also been made in the technology transfer task. A third paper on the
ignition process has been drafted. It will be submitted to a journal in the near future. Also,
we have begun discussion with Stitt Spark Plug Company regarding commercialization of the
railplug. Stitt makes spark plugs for large bore natural gas engines, and for other applications.iii
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Matthews, Ron. Railplug Ignition System for Enhanced Engine Performance and Reduced Maintenance, report, November 11, 2003; Austin, Texas. (https://digital.library.unt.edu/ark:/67531/metadc779009/m1/3/: accessed April 24, 2024), University of North Texas Libraries, UNT Digital Library, https://digital.library.unt.edu; crediting UNT Libraries Government Documents Department.