Assessing the Effect of E22 Fuel on Two-Stroke and Four-Stroke Snowmobile Performance and Emissions

2012 ◽  
Author(s):  
Michael D. Rittenour ◽  
James C. Weber ◽  
Scott A. Miers
Keyword(s):  
Fuel Consumption ◽  
Exhaust System ◽  
Feedback Controls ◽  
Ethanol Content ◽  
Performance And Emissions ◽  
Hc Emissions ◽  
And Performance ◽  
Emissions And Performance ◽  
The Impact ◽  
Recreational Vehicle

A limited amount of information exists on the effect of higher ethanol content fuel (greater than 10 vol%) for recreational vehicle engines. The possibility exists for misfueling of these vehicles, as ethanol content may increase at gas stations in the near future. Engine management systems in the recreational vehicle market are typically not equipped with feedback controls to adapt to the increased ethanol content. To address this concern and generate preliminary data related directly to the recreational industry, a study was conducted to evaluate the impact of E22 fuel on steady-state emissions and performance of two production snowmobiles. To fully analyze the impact of higher ethanol blends, cold-start, durability, and material compatibility tests should be performed, in conjunction with emissions and performance tests. While these additional tests were not performed as part of this study, there is a test program that is assessing all these factors on E15 fuel, which will be released in fall 2012. E0 fuel was used to establish baseline performance and emissions data. A 2009 four-stroke snowmobile with a 998cc, liquid-cooled, four-cylinder, intake port-fuel injected engine and a 2009 two-stroke snowmobile with a 599cc, liquid-cooled, two-cylinder, electronically controlled, crankcase-fuel injected engine were used for this study. Neither vehicle had any feedback air-fuel controls or after-treatment devices in the exhaust system. Power, fuel consumption, relevant engine temperatures, as well as, regulated exhaust emissions were recorded using the EPA 5-mode certification test cycle. The data showed no major impact on power output for either the four-stroke or two-stroke snowmobile. Brake specific fuel consumption varied with E22 as compared to E0. A reduction in CO emissions for both vehicles was observed for the E22 fuel. Both vehicles were factory calibrated rich of stoichiometric and hence, the addition of ethanol to the fuel effectively leaned out the air/fuel ratio and thus reduced the CO emissions. HC emissions were reduced for both the four-stroke and two-stroke engines, though certain test points of the two-stroke engine produced HC emissions that exceeded the analyzer measurement range (idle). Leaner operation reduced HC formation. Exhaust gas temperatures were observed to increase from 20°C – 50°C with E22 fuel, due to enleanment.

scholarly journals Effect of boosting system architecture and thermomechanical limits on diesel engine performance: Part II—transient operation

2017 ◽  
Vol 19 (8) ◽  
pp. 873-885 ◽  
Author(s):  
José Galindo ◽  
Hector Climent ◽  
Olivier Varnier ◽  
Chaitanya Patil
Keyword(s):  
Fuel Consumption ◽  
Combustion Engine ◽  
Test Procedure ◽  
Engine Performance ◽  
Pollutant Emissions ◽  
Engine Model ◽  
Performance And Emissions ◽  
And Performance ◽  
Transient Operations ◽  
The Impact

Nowadays, internal combustion engine developments are focused on efficiency optimization and emission reduction. Increasing focus on world harmonized ways to determine the performance and emissions on Worldwide harmonized Light vehicles Test Procedure cycles, it is essential to optimize the engines for transient operations. To achieve these objectives, the downsized or downspeeded engines are required, which can reduce fuel consumption and pollutant emissions. However, these technologies ask for efficient charging systems. This article consists of the study of different boosting architectures (single stage and two stage) with a combination of different charging systems like superchargers and e-boosters. A parametric study has been carried out with a zero-dimensional engine model to analyze and compare different architectures on the different engine displacements. The impact of thermomechanical limits, turbo sizes and other engine development option characterizations is proposed to improve fuel consumption, maximum power and performance of the downsized/downspeeded diesel engines during the transient operations.

Investigation of Cold Starting and Combustion Mode Switching as Methods to Improve Low Load RCCI Operation

2015 ◽  
Author(s):  
Reed Hanson ◽  
Rolf Reitz
Keyword(s):  
Steady State ◽  
High Speed ◽  
Closed Loop ◽  
Cold Start ◽  
Mode Switching ◽  
Combustion Mode ◽  
Low Load ◽  
Performance And Emissions ◽  
And Performance ◽  
Emissions And Performance

Reactivity Controlled Compression Ignition (RCCI) is an engine combustion strategy that utilizes in-cylinder fuel blending to produce low NOx and PM emissions while maintaining high thermal efficiency. The current study investigates RCCI and conventional diesel combustion (CDC) operation in a light-duty multi-cylinder engine using a transient capable engine test cell. The main focus of the work uses engine experiments to investigate methods which can improve low-load RCCI operation. The first set of experiments investigated RCCI operation during cold start conditions. The next set of tests investigated combustion mode switching between RCCI and CDC. During the cold start tests, RCCI performance and emissions were measured over a range of engine coolant temperatures from 48 to 85°C. A combination of open and closed loop controls enabled RCCI to operate at a 1,500 rpm, 1 bar BMEP operating point over this range of coolant temperatures. At a similar operating condition, i.e. 1,500 rpm, 2 bar BMEP, the engine was instantaneously switched between CDC and RCCI combustion using the same open and closed loop controls as the cold start testing. During the mode switch tests, emissions and performance were measured with high speed sampling equipment. The tests revealed that it was possible to operate RCCI down to 48°C with simple open and closed loop controls with emissions and efficiency similar to the warm steady-state values. Next, the mode switching tests were successful in switching combustion modes with minimal deviations in emissions and performance in either mode at steady-state.

scholarly journals EFFECT OF INLET AIR TEMPERATURE ON COMBUSTION, PERFORMANCE AND EMISSIONS OF GASOLINE DIRECT INJECTION (GDI) ENGINE FUELLED BY LPG FUEL

2021 ◽  
Vol 21 (4) ◽  
pp. 289-301
Author(s):  
Mohanad Aldhaidhawi ◽  
Oras Khudhayer Obayes ◽  
Muneer Najee
Keyword(s):  
Fuel Consumption ◽  
Air Temperature ◽  
Direct Injection ◽  
Engine Performance ◽  
Specific Fuel Consumption ◽  
Gasoline Direct Injection ◽  
Fire Temperature ◽  
Air Temperatures ◽  
Performance And Emissions ◽  
And Performance

In the present work, the direct-injection petrol engine (GDI) combustion, emissions and performance at different engine speeds (1500, 2000, 2500 and 3000 rpm) with a constant throttle position have been studied. The fuel considered in this work is liquid petroleum gas (LPG) and gasoline. The software adopted in all simulations by the AVL BOOST 2016. A Hyundai 2.0 liter, 16 valves and 4 cylinders engine with a compression ratio 17.5:1 is used. The effect of several inlet air temperatures (0, 10, 20, 30, 40 and 50 oC) on the engine performance, combustion and emissions are also studied. The results show that the increase in the inlet air temperature leading to increase the peak fire temperature, brake specific fuel consumption (BSFC) and nitrogen oxide (NOx). However, this process results in a reduction in the peak fire pressure, combustion period (duration), brake power and brake torque. The maximum fire temperature and maximum specific fuel consumption can be achieved when the engine speed is 3000 rpm and the inlet air temperature is 50 ºC.

Preliminary Design and Performance of Counter Rotating Turbines for Open Rotors: Part I — 1-D Methodology

2016 ◽  
Author(s):  
Pablo Bellocq ◽  
Inaki Garmendia ◽  
Jordane Legrand ◽  
Vishal Sethi
Keyword(s):  
Fuel Consumption ◽  
Design Methodology ◽  
Design Space Exploration ◽  
Design Space ◽  
Preliminary Design ◽  
Flow Conditions ◽  
Power Extraction ◽  
And Performance ◽  
The Impact

Direct Drive Open Rotors (DDORs) have the potential to significantly reduce fuel consumption and emissions relative to conventional turbofans. However, this engine architecture presents many design and operational challenges both at engine and aircraft level. At preliminary design stages, a broad design space exploration is required to identify potential optimum design regions and to understand the main trade offs of this novel engine architecture. These assessments may also aid the development process when compromises need to be performed as a consequence of design, operational or regulatory constraints. Design space exploration assessments are done with 0-D or 1-D models for computational purposes. These simplified 0-D and 1-D models have to capture the impact of the independent variation of the main design and control variables of the engine. Historically, it appears that for preliminary design studies of DDORS, Counter Rotating Turbines (CRTs) have been modeled as conventional turbines and therefore it was not possible to assess the impact of the variation of the number of stages (Nb) and rotational speed of the propellers. Additionally, no preliminary design methodology for CRTs was found in the public domain. Part I of this two-part publication proposes a 1-D preliminary design methodology for DDOR CRTs. It allows an independent definition of the Nb, rotational speeds of both parts of the CRT, inlet flow conditions, inlet and outlet annulus geometry as well as power extraction. It includes criteria and procedures to calculate: power extraction in each stage, gas path geometry, blade metal angles, flow conditions at each turbine plane and overall CRT efficiency. The feasible torque ratios of a CRT are discussed in this paper. A form factor for the CRT velocity triangles is defined (similar to stage reaction on conventional turbines) and its impact on performance and blade design is discussed. A method for calculating the off-design performance of a CRT is also described in Part I. In Part II, a 0-D design point (DP) efficiency calculation for CRTs is proposed as well as a case study of a DDOR for a 160 PAX aircraft. In the case study, three main aspects are investigated: A) the design and performance of a 20 stage CRT for the DDOR application; B) the impact of the control of the propellers on cruise specific fuel consumption, C) the impact of the design rotational speeds and Nb of the CRT on its DP efficiency, engine fuel consumption and engine weight.

Investigation of Cold Starting and Combustion Mode Switching as Methods to Improve Low Load RCCI Operation

2016 ◽  
Vol 138 (9) ◽  
Author(s):  
Reed Hanson ◽  
Rolf Reitz
Keyword(s):  
Steady State ◽  
High Speed ◽  
Closed Loop ◽  
Cold Start ◽  
Mode Switching ◽  
Combustion Mode ◽  
Low Load ◽  
Performance And Emissions ◽  
And Performance ◽  
Emissions And Performance

Reactivity controlled compression ignition (RCCI) is an engine combustion strategy that utilizes in-cylinder fuel blending to produce low NOx and particulate matter (PM) emissions while maintaining high thermal efficiency. The current study investigates RCCI and conventional diesel combustion (CDC) operation in a light-duty multicylinder engine (MCE) using a transient capable engine test cell. The main focus of the work uses engine experiments to investigate methods which can improve low load RCCI operation. The first set of experiments investigated RCCI operation during cold start conditions. The next set of tests investigated combustion mode switching between RCCI and CDC. During the cold start tests, RCCI performance and emissions were measured over a range of engine coolant temperatures (ECTs) from 48 °C to 85 °C. A combination of open- and closed-loop controls enabled RCCI to operate at a 1500 rpm, 1 bar BMEP operating point over this range of coolant temperatures. At a similar operating condition, i.e., 1500 rpm, 2 bar BMEP, the engine was instantaneously switched between CDC and RCCI combustion using the same open- and closed-loop controls as the cold start testing. During the mode switch tests, emissions and performance were measured with high-speed sampling equipment. The tests revealed that it was possible to operate RCCI down to 48 °C with simple open- and closed-loop controls with emissions and efficiency similar to the warm steady-state values. Next, the mode switching tests were successful in switching combustion modes with minimal deviations in emissions and performance in either mode at steady state.

Effects of Intake Air Humidity on the NOX Emissions and Performance of a Light-Duty Diesel Engine

2012 ◽  
Author(s):  
Usman Asad ◽  
Christopher Kelly ◽  
Meiping Wang ◽  
Jimi Tjong
Keyword(s):  
Diesel Engine ◽  
Ambient Air ◽  
Nox Emissions ◽  
Air Humidity ◽  
Air Conditioning System ◽  
Quantitative Results ◽  
Hc Emissions ◽  
And Performance ◽  
Gas Recirculation ◽  
Emissions And Performance

The effects of intake air humidity on the performance of a turbo-charged 4-cylinder diesel engine have been investigated. The relative humidity of the intake charge was varied from 31 to 80% at a fixed ambient air temperature of 26°C. The intake humidity was controlled to within ±1% of the desired value by using a steam generator-equipped intake-air conditioning system. The tests were conducted at 3 load points (4.1, 9.1 and 15 bar BMEP) at engine speeds of 1500, 2500 and 3500 RPM without exhaust gas recirculation. The results indicate that increasing the intake air moisture leads to a reduction of 3∼14% in the NOX emissions for the tested conditions. The smoke was found to increase with speed but no significant increase in the smoke values was observed with the increased humidity. The CO and HC emissions were found to be largely insensitive to the humidity levels and were otherwise extremely low. The emissions have been analyzed on both the volumetric (ppm) and brake-specific basis to provide an insight into the effect of humidity on the quantitative results.

scholarly journals Effect of boosting system architecture and thermomechanical limits on diesel engine performance: Part-I—Steady-state operation

2017 ◽  
Vol 19 (8) ◽  
pp. 854-872
Author(s):  
José Galindo ◽  
Hector Climent ◽  
Olivier Varnier ◽  
Chaitanya Patil
Keyword(s):  
Fuel Consumption ◽  
Combustion Engine ◽  
Engine Performance ◽  
Efficiency Optimization ◽  
Engine Model ◽  
Steady State Operation ◽  
Base Engine ◽  
And Performance ◽  
The Impact ◽  
Engine Development

Internal combustion engine developments are more focused on efficiency optimization and emission reduction for the upcoming future. To achieve these goals, technologies like downsizing and downspeeding are needed to be developed according to the requirement. These modifications on thermal engines are able to reduce fuel consumption and [Formula: see text] emission. However, implementation of these kind of technologies asks for right and efficient charging systems. This article consists of study of different boosting systems and architectures (single- and two-stage) with combination of different charging systems like superchargers and e-boosters. A parametric study is carried out with a zero-dimensional engine model to analyze and compare the effects of these different architectures on the same base engine. The impact of thermomechanical limits, turbo sizes and other engine development option characterizations are proposed to improve fuel consumption, maximum power and performance of the downsized/downspeeded diesel engines.

Influence of Bioethanol-Gasoline Blended Fuel on Performance and Emissions Characteristics from Port Injection Sinjai Engine 650 cc

2014 ◽  
Vol 493 ◽  
pp. 273-280 ◽  
Author(s):  
Bambang Sudarmanta ◽  
Sudjud Darsopuspito ◽  
Djoko Sungkono
Keyword(s):  
Fuel Consumption ◽  
Engine Performance ◽  
Exhaust Gas ◽  
Gas Temperature ◽  
Performance And Emissions ◽  
Blended Fuel ◽  
Hc Emissions ◽  
American Society ◽  
Exhaust Gas Temperature ◽  
Blended Fuels

Performance and emissions characteristics from port injection SINJAI engine 650 cc operating on bioethanol-gasoline blended fuels of 0%, 5%, 10%, 15% and 20% were investigated on water brake dynamometers with power capacity 120 hp. The properties of bioethanol were measured based on American Society for Testing Materials (ASTM) standards. Fuel consumption was measured by the time fuel consumption per 25 cc of fuel in a measuring glass whereas combustion air consumption was measured using an air flow meter. The emission parameters, exhaust gas temperature and air fuel ratio were measured using STARGAS exhaust gas analyzer. The increase of bioethanol content will increases the engine performance and reduces pollutan emission. The highest engine performance produced by E15 blended fuel with increased torsi, mean effective pressure and power output of 10,27 %, thermal efficiency 1,8% but specific fuel consumption increased approximatelly 12,42%. This condition occurs at engine speed 3000 - 3500 rpm. While the emission CO and HC emissions decreased significantly as a result of the leaning effect caused by the bioethanol addition. In this study, it was found that using bioetanol-gasoline blended fuels , the CO and HC emissions would be reduced appoximatelly by 55 and 32% Respectively.

Performance and Emissions Analysis of a Diesel Engine Using Various Bio-Fuels

2015 ◽  
Vol 813-814 ◽  
pp. 851-856
Author(s):  
Akkaraju H. Kiran Theja ◽  
Rayapati Subbarao ◽  
Chava Y.P.D. Phani Rajanish
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Nitric Oxides ◽  
Gas Analyzer ◽  
Engine Emissions ◽  
Performance And Emissions ◽  
Unburned Hydrocarbons ◽  
Hc Emissions ◽  
Alternative Sources ◽  
Karanja Oil

Rapid depletion of conventional fuels and growing requirements has led the researchers towards alternative sources like bio-fuels. Present work discusses the suitability of those bio-fuels in a naturally aspirated diesel engine by comparing the performance. Initially, the effect of bio-fuels on fuel consumption and thermal efficiencies are studied and compared with diesel. Thermal efficiency is improved and specific fuel consumption reduced, particularly with karanja oil when compared to diesel. Secondly, the energy balance of the engine is compared. Heat losses are found reducing in bio-fuels due to viscosity and heat rejected to coolant is found less with karanja oil when compared to diesel. Also, the engine emissions, particularly oxides of carbon, nitric oxides, and unburned hydrocarbons from bio-fuels and diesel are sensed using five-gas analyzer and compared. NOx and CO2 emissions are slightly more in bio-fuels when compared to diesel, while CO and HC emissions are less for bio-fuels.

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