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Author: Publisher: ISBN: Category : Languages : en Pages :
Book Description
Abstract : The purpose of this project was to explore the emissions, combustion, and performance effects of running a gasoline/ethanol fuel mixture of 20 percent by volume (E20) in a fuel-injected, two-stroke engine. The engine was operated at five engine speeds that corresponded with the EPA 5-mode emissions test for snowmobile engines. Single parameter sweeps were conducted along with a preliminary recalibration of the test engine at two E0 target values (lambda and mid-pipe temperature) using E20 fuel. Baseline testing showed that running E20 fuel produced a leaner air/fuel mixture compared to E0, resulting in higher lambda values for all modes and higher mid-pipe temperatures in modes 1 and 2. The increase in lambda resulted in lower CO and THC emissions at all modes and an increase in formaldehyde and acetaldehyde emissions. An increase in CO2 and NO emissions followed the trend of increasing mid-pipe temperature at modes 1 and 2. Single parameter sweeps were performed by changing one engine parameter at a time and sweeping over a range of predetermined values. Engine parameters included injection time (duration), injection end angle, and ignition timing. Increasing the amount of fuel injected into the combustion chamber decreased lambda values, decreased mid-pipe temperatures, increased CO and THC emissions, and decreased CO2, NO, formaldehyde, and acetaldehyde emissions. Advancing the ignition timing decreased mid-pipe temperatures which decreased CO2, NO, formaldehyde, and acetaldehyde emissions. CO and THC emissions were increased with the advancement of ignition timing. Opposite trends could be seen with retarding ignition timing, except with NO emissions where retarding ignition timing also resulted in a reduction in NO emissions. Adjusting the injection end angle showed little effect on performance, but increases in CO2, NO, formaldehyde and acetaldehyde emissions were seen at large advances of degrees. Recalibration of injection parameters for E20 fuel to meet E0 baseline lambda values was performed by increasing the injection timing values in the ECU. This created a richer mixture at all modes when compared to the E20 baseline test, while some modes were still leaner than stoichiometric. Matching lambda values resulted in mid-pipe temperatures that were still higher than the E0 baseline test in modes 1 and 2. CO emissions were still lower in all modes except in mode 3 as well as THC emissions except for an increase of two percent in mode 1. CO2 and NO emissions saw a decrease in mode 1 although both values were still higher than the baseline E0 test. Meeting E0 mid-pipe temperatures with E20 fuel resulted in a higher lambda value at modes 1, 4 and 5. CO emissions followed these trends with higher values in modes 2 and 3 when compared to the E0 baseline test. CO2 emissions were opposite CO emissions with increases at modes 1, 4 and 5. NO and THC emissions saw an increase at mode 1 and decreases in modes 2 through 4.
Author: Publisher: ISBN: Category : Languages : en Pages :
Book Description
Abstract : The purpose of this project was to explore the emissions, combustion, and performance effects of running a gasoline/ethanol fuel mixture of 20 percent by volume (E20) in a fuel-injected, two-stroke engine. The engine was operated at five engine speeds that corresponded with the EPA 5-mode emissions test for snowmobile engines. Single parameter sweeps were conducted along with a preliminary recalibration of the test engine at two E0 target values (lambda and mid-pipe temperature) using E20 fuel. Baseline testing showed that running E20 fuel produced a leaner air/fuel mixture compared to E0, resulting in higher lambda values for all modes and higher mid-pipe temperatures in modes 1 and 2. The increase in lambda resulted in lower CO and THC emissions at all modes and an increase in formaldehyde and acetaldehyde emissions. An increase in CO2 and NO emissions followed the trend of increasing mid-pipe temperature at modes 1 and 2. Single parameter sweeps were performed by changing one engine parameter at a time and sweeping over a range of predetermined values. Engine parameters included injection time (duration), injection end angle, and ignition timing. Increasing the amount of fuel injected into the combustion chamber decreased lambda values, decreased mid-pipe temperatures, increased CO and THC emissions, and decreased CO2, NO, formaldehyde, and acetaldehyde emissions. Advancing the ignition timing decreased mid-pipe temperatures which decreased CO2, NO, formaldehyde, and acetaldehyde emissions. CO and THC emissions were increased with the advancement of ignition timing. Opposite trends could be seen with retarding ignition timing, except with NO emissions where retarding ignition timing also resulted in a reduction in NO emissions. Adjusting the injection end angle showed little effect on performance, but increases in CO2, NO, formaldehyde and acetaldehyde emissions were seen at large advances of degrees. Recalibration of injection parameters for E20 fuel to meet E0 baseline lambda values was performed by increasing the injection timing values in the ECU. This created a richer mixture at all modes when compared to the E20 baseline test, while some modes were still leaner than stoichiometric. Matching lambda values resulted in mid-pipe temperatures that were still higher than the E0 baseline test in modes 1 and 2. CO emissions were still lower in all modes except in mode 3 as well as THC emissions except for an increase of two percent in mode 1. CO2 and NO emissions saw a decrease in mode 1 although both values were still higher than the baseline E0 test. Meeting E0 mid-pipe temperatures with E20 fuel resulted in a higher lambda value at modes 1, 4 and 5. CO emissions followed these trends with higher values in modes 2 and 3 when compared to the E0 baseline test. CO2 emissions were opposite CO emissions with increases at modes 1, 4 and 5. NO and THC emissions saw an increase at mode 1 and decreases in modes 2 through 4.
Author: Marco Nuti Publisher: SAE International ISBN: 0768027853 Category : Technology & Engineering Languages : en Pages : 300
Book Description
"In the design of new CI engines, it is of paramount importance to reduce the pollutants and fuel consumption," writes author Marco Nuti. In this, the first book devoted entirely to exhaust emissions from two-stroke engines, Nuti examines the technical design issues that will determine how long the two-stroke engine survives into the twenty-first century. Dr. Nuti, director of Technical Innovation at Piaggio, thoroughly explores pollutant formation and control from unburned hydrocarbon emissions, carbon monoxide emissions, catalytic aftertreatment, and secondary air addition.
Author: Xavier Llamas Publisher: Linköping University Electronic Press ISBN: 9176853683 Category : Languages : en Pages : 48
Book Description
The international marine shipping industry is responsible for the transport of around 90% of the total world trade. Low-speed two-stroke diesel engines usually propel the largest trading ships. This engine type choice is mainly motivated by its high fuel efficiency and the capacity to burn cheap low-quality fuels. To reduce the marine freight impact on the environment, the International Maritime Organization (IMO) has introduced stricter limits on the engine pollutant emissions. One of these new restrictions, named Tier III, sets the maximum NOx emissions permitted. New emission reduction technologies have to be developed to fulfill the Tier III limits on two-stroke engines since adjusting the engine combustion alone is not sufficient. There are several promising technologies to achieve the required NOx reductions, Exhaust Gas Recirculation (EGR) is one of them. For automotive applications, EGR is a mature technology, and many of the research findings can be used directly in marine applications. However, there are some differences in marine two-stroke engines, which require further development to apply and control EGR. The number of available engines for testing EGR controllers on ships and test beds is low due to the recent introduction of EGR. Hence, engine simulation models are a good alternative for developing controllers, and many different engine loading scenarios can be simulated without the high costs of running real engine tests. The primary focus of this thesis is the development and validation of models for two-stroke marine engines with EGR. The modeling follows a Mean Value Engine Model (MVEM) approach, which has a low computational complexity and permits faster than real-time simulations suitable for controller testing. A parameterization process that deals with the low measurement data availability, compared to the available data on automotive engines, is also investigated and described. As a result, the proposed model is parameterized to two different two-stroke engines showing a good agreement with the measurements in both stationary and dynamic conditions. Several engine components have been developed. One of these is a new analytic in-cylinder pressure model that captures the influence of the injection and exhaust valve timings without increasing the simulation time. A new compressor model that can extrapolate to low speeds and pressure ratios in a physically sound way is also described. This compressor model is a requirement to be able to simulate low engine loads. Moreover, a novel parameterization algorithm is shown to handle well the model nonlinearities and to obtain a good model agreement with a large number of tested compressor maps. Furthermore, the engine model is complemented with dynamic models for ship and propeller to be able to simulate transient sailing scenarios, where good EGR controller performance is crucial. The model is used to identify the low load area as the most challenging for the controller performance, due to the slower engine air path dynamics. Further low load simulations indicate that sensor bias can be problematic and lead to an undesired black smoke formation, while errors in the parameters of the controller flow estimators are not as critical. This result is valuable because for a newly built engine a proper sensor setup is more straightforward to verify than to get the right parameters for the flow estimators.
Author: Xavier Llamas Publisher: ISBN: Category : Languages : en Pages :
Book Description
The international marine shipping industry is responsible for the transport of around 90% of the total world trade. Low-speed two-stroke diesel engines usually propel the largest trading ships. This engine type choice is mainly motivated by its high fuel efficiency and the capacity to burn cheap low-quality fuels. To reduce the marine freight impact on the environment, the International Maritime Organization (IMO) has introduced stricter limits on the engine pollutant emissions. One of these new restrictions, named Tier III, sets the maximum NOx emissions permitted. New emission reduction technologies have to be developed to fulfill the Tier III limits on two-stroke engines since adjusting the engine combustion alone is not sufficient. There are several promising technologies to achieve the required NOx reductions, Exhaust Gas Recirculation (EGR) is one of them. For automotive applications, EGR is a mature technology, and many of the research findings can be used directly in marine applications. However, there are some differences in marine two-stroke engines, which require further development to apply and control EGR. The number of available engines for testing EGR controllers on ships and test beds is low due to the recent introduction of EGR. Hence, engine simulation models are a good alternative for developing controllers, and many different engine loading scenarios can be simulated without the high costs of running real engine tests. The primary focus of this thesis is the development and validation of models for two-stroke marine engines with EGR. The modeling follows a Mean Value Engine Model (MVEM) approach, which has a low computational complexity and permits faster than real-time simulations suitable for controller testing. A parameterization process that deals with the low measurement data availability, compared to the available data on automotive engines, is also investigated and described. As a result, the proposed model is parameterized to two different two-stroke engines showing a good agreement with the measurements in both stationary and dynamic conditions. Several engine components have been developed. One of these is a new analytic in-cylinder pressure model that captures the influence of the injection and exhaust valve timings without increasing the simulation time. A new compressor model that can extrapolate to low speeds and pressure ratios in a physically sound way is also described. This compressor model is a requirement to be able to simulate low engine loads. Moreover, a novel parameterization algorithm is shown to handle well the model nonlinearities and to obtain a good model agreement with a large number of tested compressor maps. Furthermore, the engine model is complemented with dynamic models for ship and propeller to be able to simulate transient sailing scenarios, where good EGR controller performance is crucial. The model is used to identify the low load area as the most challenging for the controller performance, due to the slower engine air path dynamics. Further low load simulations indicate that sensor bias can be problematic and lead to an undesired black smoke formation, while errors in the parameters of the controller flow estimators are not as critical. This result is valuable because for a newly built engine a proper sensor setup is more straightforward to verify than to get the right parameters for the flow estimators.
Author: Paul Richards Publisher: SAE International ISBN: 0768006384 Category : Technology & Engineering Languages : en Pages : 870
Book Description
The first two editions of this title, published by SAE International in 1990 and 1995, have been best-selling definitive references for those needing technical information about automotive fuels. This long-awaited new edition has been thoroughly revised and updated, yet retains the original fundamental fuels information that readers find so useful. This book is written for those with an interest in or a need to understand automotive fuels. Because automotive fuels can no longer be developed in isolation from the engines that will convert the fuel into the power necessary to drive our automobiles, knowledge of automotive fuels will also be essential to those working with automotive engines. Small quantities of fuel additives increasingly play an important role in bridging the gap that often exists between fuel that can easily be produced and fuel that is needed by the ever-more sophisticated automotive engine. This book pulls together in a single, extensively referenced volume, the three different but related topics of automotive fuels, fuel additives, and engines, and shows how all three areas work together. It includes a brief history of automotive fuels development, followed by chapters on automotive fuels manufacture from crude oil and other fossil sources. One chapter is dedicated to the manufacture of automotive fuels and fuel blending components from renewable sources. The safe handling, transport, and storage of fuels, from all sources, are covered. New combustion systems to achieve reduced emissions and increased efficiency are discussed, and the way in which the fuels’ physical and chemical characteristics affect these combustion processes and the emissions produced are included. There is also discussion on engine fuel system development and how these different systems affect the corresponding fuel requirements. Because the book is for a global market, fuel system technologies that only exist in the legacy fleet in some markets are included. The way in which fuel requirements are developed and specified is discussed. This covers test methods from simple laboratory bench tests, through engine testing, and long-term test procedures.
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Author: 
Author: Marco Nuti
Author: Xavier Llamas
Author: Ananth Padmanabha Rao Vemuri
Author: Xavier Llamas
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Author: Paul Richards
Author: 
Author: Society of Automotive Engineers
Author: Philip H. Smith