Current and Potential Future Performance of Ethanol Fuels

Sinor, Jerry E.; Bailey, Brent K.

doi:10.4271/930376

Cited by 23 publications

(12 citation statements)

References 20 publications

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“…This is mainly due to the DI charge cooling that reduces the thermal efficiency of the combustion process. The MFB signals were calculated by normalizing the net pressure signals presented in equations (1) and (2). As described in reference [13].…”

Section: Case A: Gasoline Pfi and DImentioning

confidence: 99%

“…Ethanol has been used widely as a fuel additive or an alternative fuel due to its high-octane and clean combustion. Early research in [2] provides the physical and chemical fuel properties of ethanol that affect spark and compression ignited engine performance. Recently, renewed research in ethanol is mainly due to the concerns of global warming and transportation energy shortage ( [3], [4], and [5]).…”

Section: Introductionmentioning

confidence: 99%

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Combustion Characteristics of a Single-Cylinder Engine Equipped with Gasoline and Ethanol Dual-Fuel Systems

Zhu¹,

Stuecken²,

Schock³

et al. 2008

SAE Technical Paper Series

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The requirement of reduced emissions and improved fuel economy led the introduction of direct-injection (DI) spark-ignited (SI) engines. Dual-fuel injection system (direct-injection and port-fuel-injection (PFI)) was also used to improve engine performance at high load and speed. Ethanol is one of the several alternative transportation fuels considered for replacing fossil fuels such as gasoline and diesel. Ethanol offers high octane quality but with lower energy density than fossil fuels. This paper presents the combustion characteristics of a single cylinder dual-fuel injection SI engine with the following fueling cases: a) gasoline for PFI and DI, b) PFI gasoline and DI ethanol, and c) PFI ethanol and DI gasoline. For this study, the DI fueling portion varied from 0 to 100 percentage of the total fueling over different engine operational conditions while the engine air-to-fuel ratio remained at a constant level. It was shown in all cases that the IMEP (indicated mean effective pressure) decreases by as much as 11% as DI fueling percentage increases, except in case b) where the IMEP increases by 2% at light load. The combustion burn duration increases significantly at light load as DI fueling percentage increases, but only moderately at WOT (wide open throttle). In addition, the percentage of the ethanol in the total fueling plays a dominant role in affecting the combustion characteristics at light load; but at heavy load (WOT), the DI fueling percentage becomes an important parameter, regardless of the percentage of ethanol content in the fuel.

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Section: Case A: Gasoline Pfi and DImentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Combustion Characteristics of a Single-Cylinder Engine Equipped with Gasoline and Ethanol Dual-Fuel Systems

Zhu¹,

Stuecken²,

Schock³

et al. 2008

SAE Technical Paper Series

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“…Cold starting is more difficult because of the added heat of vaporization in blends. Hot starting is complicated because of increased volatility, which leads to potential vapor locking conditions (Sinor and Bailey, 1993). Adding 10vol.%, 20vol.% and 30vol.% ethanol to gasoline increase the RVP of the base gasoline of about 24.53 kPa, 19.61 kPa and 18.31 kPa, respectively.…”

Section: Blend Propertiesmentioning

confidence: 99%

Performance and Emission Characteristics of Spark Ignition Engine Fuelled with Ethanol and Methanol Gasoline Blended Fuels

Gravalos¹,

Moshou²,

Γιαλαμάς³

et al. 2011

Alternative Fuel

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“…The higher latent heat of vaporization of ethanol requires more energy to vaporize the fuel compared with gasoline. This effectively cools the cylinder before combustion and has been shown to enhance performance [7]. At the same time, the higher latent heat of vapodzation was shown to negatively affect the cold-start behavior of gasoline ethanol blends compared with neat gasoline [8].…”

Section: Comparison Of Fuel Propertiesmentioning

confidence: 99%

Correlation Between Speciated Hydrocarbon Emissions and Flame Ionization Detector Response for Gasoline/Alcohol Blends

Wallner

2011

Journal of Engineering for Gas Turbines and Power

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The U.S. renewable ftiel standard has made it a requirement to increase the production of ethanol and advanced biofuels to 36 billion by 2022. Ethanol will be capped at 15 billion, which leaves 21 billion to come from other sources such as butanol. Butanol has a higher energy density and lower affinity for water than ethanol. Moreover, alcohol fueled engines in general have been shown to positively affect engine-out emissions of oxides of nitrogen and carbon monoxide compared with their gasoline fueled counterparts. In light of these developments, the variety and blend levels of oxygenated constituents is likely to increase in the foreseeable future. The effect on engine-out emissions for total hydrocarbons is less clear due to the relative insensitivity of the fiame ionization detector (FID) toward alcohols and aldehydes. It is well documented that hydrocarbon (HC) measurement using a conventional FID in the presence of oxygenates in the engine exhaust stream can lead to a misinterpretation of HC emissions trends for alcohol fuel blends. Characterization of the exhaust stream for all expected hydrocarbon constituents is required to accurately determine the actual concentration of unburned fuel components in the exhaust. In addition to a conventional exhaw^t emissions bench, this characterization requires supplementary instrumentation capable of hydrocarbon speciation and response factor independent quantification. Although required for certification testing, this sort of instrumentation is not yet widely available in engine development facilities. Therefore, an attempt is made to empirically determine FID correction factors for oxygenate fuels. Exhaust emissions of an engine fueled with several blends of gasoline and ethanol, n-butanol and iso-Butanol were characterized using both a conventional FID and aFourier transform infrared. Based on these results, a respon.se factor predicting the actual hydrocarbon emissions based solely on FID results as a fwiction of alcohol type and content is presented. Finally, the correlation derived from data pre,sented in this study is compared with equations and results found in the literature.

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Current and Potential Future Performance of Ethanol Fuels

Cited by 23 publications

References 20 publications

Combustion Characteristics of a Single-Cylinder Engine Equipped with Gasoline and Ethanol Dual-Fuel Systems

Combustion Characteristics of a Single-Cylinder Engine Equipped with Gasoline and Ethanol Dual-Fuel Systems

Performance and Emission Characteristics of Spark Ignition Engine Fuelled with Ethanol and Methanol Gasoline Blended Fuels

Correlation Between Speciated Hydrocarbon Emissions and Flame Ionization Detector Response for Gasoline/Alcohol Blends

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