Comparative Study on the Effects of Ethanol Proportion on the Particle Numbers Emissions in a Combined Injection Engine

Abstract

Ethanol has significant potential for the reduction of fuel consumption and the emissions of engines. In this paper, a dual-fuel combined engine test rig with ethanol injected in the intake port and gasoline injected directly into the cylinder are developed and the effects of ethanol/gasoline ratio (Re) on the combustion and emission of particle numbers are investigated experimentally. The results indicate that the peak in-cylinder temperature (Tmax) decreases continuously with the increase of the ethanol/gasoline ratio (Re). For particle emissions, ethanol can significantly reduce the accumulation mode particle number (APN) at low engine speed; and the lowest number of particulates are at G25 (the gasoline ratio is 25% of the fuel) at low load. And at high engine load, the total particle number (TPN) is insensitive to speed with large ethanol fraction and TPN is relatively small. With the decrease of Re (Re < 50%), TPN rises sharply. When the direct injection timing advances, TPN reduces continuously and the effects caused by speed can be neglected. On the contrary, the speed has significant effects on particle emissions at various ignition times. At low speed, increasing ignition advance can cause the increase of the TPN; which is contrary to the effects of particle emissions at medium engine speed. And the effect of ignition timing at high speed on particle number is not obvious. The ignition timing for which the lowest TPN is reached will increase with the direct injection timing advances.

Dual injection: An effective and efficient technology to use renewable fuels in spark ignition engines

“…3 shows that both dual injection configurations could improve the engine thermal/fuel efficiency compared with single injection, mainly due to ethanol's faster combustion speed and more spark advance allowed by ethanol's anti-knock ability. Regarding the emissions performance, Table 4 shows that both configurations could effectively reduce the PM and PN emissions when compared with GDI [104,121,[148][149][150][151]. For gaseous emissions, the variation trends are highly dependent on engine operating conditions and there are usually trade-offs between emission species such as NOx vs CO/HC due to their different or conflicting emission formation pathways [152].…”