Ethanol and its Potential for Downsized Engine Concepts

Schwaderlapp, Markus; Adomeit, Philipp; Kolbeck, Andreas; Thewes, Matthias

doi:10.1365/s40112-012-0022-z

Cited by 7 publications

(7 citation statements)

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“…In comparison with E10 at CR 10:1, E30 at CR 11.9:1 achieved a 7.5% CO2 emission reduction when the engine was operated on the US06 Highway cycle, whilst volumetric fuel economy was approximately the same. Schwaderlapp et al [13] investigated gasoline, match blended E20, and splash blended E20 in a boosted DISI engine under full load conditions. The match blended E20 with the same RON as gasoline did not allow an increase in CR, whereas the splash blended E20 enabled a 2.2 unit increase of CR.…”

Section: Introductionmentioning

confidence: 99%

“…At full engine load, due to the higher CR and the reduced fuel enrichment, the engine thermal efficiency achieved when using splash blended E20 was improved by up to 39% compared with that achieved when gasoline was used. The potential for CO2 reduction by using ethanol blends was investigated using the New European Driving Cycle (NEDC) cycle over various vehicle classes ranging from mid-sized passenger cars to sport utility vehicles [13]. When the optimised CR was applied to the engine, CO2 emission reductions were in the range of 3.9-4.9% for E20 in comparison with gasoline, depending on the vehicle type.…”

Section: Introductionmentioning

confidence: 99%

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Ethanol blends in spark ignition engines: RON, octane-added value, cooling effect, compression ratio, and potential engine efficiency gain

et al. 2017

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Downsized spark ignition engines have the benefit of high thermal efficiency; however, severe engine knock is a challenge. Ethanol, a renewable gasoline alternative, has a much higher octane rating and heat of vaporization than conventional gasoline, therefore, ethanol fuels are one of the options to prevent knock in downsized engines. However, the performance of ethanol blends in modern downsized engines, and the contributions of the research octane number (RON), octane sensitivity (defined as RON-MON) and charge cooling to suppressing engine knock are not fully understood. In this study, eight fuels were designed and tested, including four splash blended ethanol fuels (10 vol.%, 20 vol.%, 30 vol.% and 85 vol.% ethanol, referred to as E10, E20, E30 and E85), one match blended fuel (E0-MB) with no ethanol content but the same octane rating as E30, and three fuels (F1-F3) with different combinations of RON and octane sensitivity. The experiments were conducted in a single-cylinder direct-injection spark ignition (DISI) research engine. Load and spark timing sweep tests at 1800 rpm were carried out for E10-E85 to assess the combustion performance of these ethanol blends. In order to investigate the impact of charge cooling on combustion characteristics, the results of the load sweep for E0-MB were compared to those of E30. Load sweep tests were also carried out for F1-F3 to understand the impacts of RON and octane sensitivity on suppressing engine knock. The results showed that at the knock-limited engine loads, splash blended ethanol fuels with a higher ethanol percentage enabled higher engine thermal efficiency through allowing more advanced combustion phasing and less fuel enrichment for limiting the exhaust gas temperature under the upper limit of 850 °C, which was due to the synergic effects of higher RON and octane sensitivity, as well as better charge cooling. In comparison with octane sensitivity, RON was a more significant factor in 2 improving engine thermal efficiency. Charge cooling reduced engine knock tendency through lowering the unburned gas temperature.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Ethanol blends in spark ignition engines: RON, octane-added value, cooling effect, compression ratio, and potential engine efficiency gain

et al. 2017

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“…modern industrial production processes a CO 2 reduction potential between 35% [2] and 80% [3] depending on the process and production conditions is possible. Among other biofuels, ethanol can be considered as alternative fuel with promising future potential.…”

Section: Introductionmentioning

confidence: 99%

The effect of ethanol blending on mixture formation, combustion and soot emission studied in an optical DISI engine

et al. 2015

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“…Higher ethanol content (E20, E30) could provide a viable path to fuel with still higher octane ratings (98 RON) with reduced petroleum consumption and lower refinery CO 2 emissions. Considering the significant efficiency increases demonstrated for higher-CR engines, 3,4 these results suggest that further consideration (e.g., WTW life-cycle analyses 16 ) of higher-octane gasoline in the U.S. is warranted.…”

Section: ■ Discussionmentioning

confidence: 99%

“…6,7 Ethanol also has a high latent heat of vaporization and high sensitivity (RON minus MON), contributing to improvements in knock resistance in direct-injection and turbo-charged engines, allowing further increases in CR. 3,4 Ethanol can also increase efficiency in part-load operation, regardless of engine architecture. 8,9 Finally, increasing the ethanol content in gasoline blends could reduce the "well-to-wheels" (WTW), life-cycle GHG emissions from light-duty vehicles, with the magnitude depending on the carbon footprint of ethanol production, fuel properties (e.g., carbon content), and engine efficiency benefits.…”

Section: ■ Introductionmentioning

confidence: 99%

Refining Economics of U.S. Gasoline: Octane Ratings and Ethanol Content

Hirshfeld¹,

Kolb²,

Anderson

et al. 2014

Environ. Sci. Technol.

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Increasing the octane rating of the U.S. gasoline pool (currently ∼ 93 Research Octane Number (RON)) would enable higher engine efficiency for light-duty vehicles (e.g., through higher compression ratio), facilitating compliance with federal fuel economy and greenhouse gas (GHG) emissions standards. The federal Renewable Fuels Standard calls for increased renewable fuel use in U.S. gasoline, primarily ethanol, a high-octane gasoline component. Linear programming modeling of the U.S. refining sector was used to assess the effects on refining economics, CO2 emissions, and crude oil use of increasing average octane rating by increasing (i) the octane rating of refinery-produced hydrocarbon blendstocks for oxygenate blending (BOBs) and (ii) the volume fraction (Exx) of ethanol in finished gasoline. The analysis indicated the refining sector could produce BOBs yielding finished E20 and E30 gasolines with higher octane ratings at modest additional refining cost, for example, ∼ 1¢/gal for 95-RON E20 or 97-RON E30, and 3-5¢/gal for 95-RON E10, 98-RON E20, or 100-RON E30. Reduced BOB volume (from displacement by ethanol) and lower BOB octane could (i) lower refinery CO2 emissions (e.g., ∼ 3% for 98-RON E20, ∼ 10% for 100-RON E30) and (ii) reduce crude oil use (e.g., ∼ 3% for 98-RON E20, ∼ 8% for 100-RON E30).

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Ethanol and its Potential for Downsized Engine Concepts

Cited by 7 publications

References 0 publications

Ethanol blends in spark ignition engines: RON, octane-added value, cooling effect, compression ratio, and potential engine efficiency gain

Ethanol blends in spark ignition engines: RON, octane-added value, cooling effect, compression ratio, and potential engine efficiency gain

The effect of ethanol blending on mixture formation, combustion and soot emission studied in an optical DISI engine

Refining Economics of U.S. Gasoline: Octane Ratings and Ethanol Content

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