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EPA Report: Cold Starting With Long Duration Spark Ignition http://etanol.nu/forum/viewtopic.php?f=12&t=6696 |
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Författare: | aryan [ mån 12-12-10 11:01 ] |
Inläggsrubrik: | EPA Report: Cold Starting With Long Duration Spark Ignition |
Intressant tycker jag. 100% metanol är väll ännu lite svårare att kallstarta än 100% etanol? http://nepis.epa.gov/Exe/ZyNET.exe/9100 ... SeekPage=x Citat: EPA/AA/CTAB/89-05
Technical Report Cold Starting A Neat Methanol (M100) Vehicle With Long Duration Spark Ignition by Robert I. Bruetsch June 1989 NOTICE Technical Reports do not necessarily represent final EPA decisions or positions. They are intended to present technical analysis of issues using data which are currently available. The purpose in the release of such reports is to facilitate the exchange of technical information and to inform the public of technical developments which may form the basis for a final EPA decision, position or regulatory action. U. S. Environmental Protection Agency Office of Air and Radiation Office of Mobile Sources Emission Control Technology Division Control Technology and Applications Branch 2565 Plymouth Road Ann Arbor, Michigan 48105 <xref image="9100USM5.TIF|V3|2011:04:21:20:33:50.00|21923|0"> image: </xref> ------- UNITED STATES ENVIRONMENTAL PROTECTION AGENCY ANN ARBOR. MICHIGAN 48105 OFFICE OF AIR AND RADIATION JUL 31 1989 MEMORANDUM SUBJECT: Exemption From Peer and Administrative Review FROM: Karl H. Control Hellman, Chief Technology and Applications Branch TO: Charles L. Gray, Jr., Director Emission Control Technology Division The attached report entitled "Cold Starting A Neat Methanol (M100) Vehicle With Long Duration Spark Ignition," EPA/AA/CTAB/89-05, describes the evaluation of a novel high energy ignition strategy originally developed for gasoline combustion stability applied to the challenge of cold starting neat methanol at low ambient temperatures. Since this report is concerned only with the presentation of data and its analysis and does not involve matters of policy or regulations, your concurrence is requested to waive administrative review according to the policy outlined in your directive of April 22, 1982. Date; 7- Concurrence:/, arles L. Gr,ay/ Jr., Dir., ECTD Nonconcurrence: Date: Charles L. Gray, Jr., Dir., ECTD cc: E. Burger, ECTD <xref image="9100USM6.TIF|V3|2011:04:14:23:05:39.00|29847|0"> image: </xref> ------- Table of Contents Page Number I. Summary 1 II. Background 1 III. System Description 2 IV. Starting Procedure 5 V. Test Results 6 VI. Discussion 8 VII. Acknowledgments 9 VIII.References 10 APPENDIX A - LDSI System Schematic A-l APPENDIX B - Pulse Characteristics and Circuitry .... B-l APPENDIX C - Vehicle Specifications and Modifications for M100 C-l APPENDIX D - Emission Test Results D-l <xref image="9100USM7.TIF|V3|2011:04:14:23:05:40.00|12347|0"> image: </xref> ------- I. Summary A test program was devised at EPA's Motor Vehicle Emission Laboratory to evaluate the Nissan long duration spark ignition (LDSI) system on an MlOO test vehicle to determine whether cold starting neat methanol at low ambient temperatures can be improved. Modifications were made to the vehicle's ignition system and stock cold start injectors were utilized. Successful cold starts were obtained down to 20°F (-7°C). II. Background Nissan initially developed this system to investigate the relationship between spark-ignition characteristics and combustion stability in a gasoline-fueled engine. They examined spark current, energy, and duration parameters and found that lengthening the spark discharge duration is particularly effective in achieving stabilized combustion.[1] More specifically, a longer spark duration was found to provide a continued supply of electrical energy to the mixture around the spark plug gap. A longer spark duration promotes more rapid flame initiation and faster flame kernel growth. The length of spark duration is generally regarded as the period from ignition to the onset of combustion pressure rise. Since energy is continually input as the flame kernel grows, the occurrence of misfire cycles should be suppressed in the vicinity of the advance limit for ignition timing and the heat release delay time should be shortened. The result should be a reduction in combustion fluctuations, thereby making it possible to expand the stable combustion zone and fire leaner mixtures. Combustion stability is essential for reduced NOx emissions and improved fuel economy in a lean burn engine. It is also beneficial for good combustion in cold weather and for better response in transient operating conditions. Lengthening spark duration should also expand the stable E6R rate limit.[2] In 1987, General Motors Research Labs published a paper describing a development program in which they claimed to achieve unassisted cold starts with a UPS direct injection stratified charge (DISC) engine at ambient temperatures as low as -20°F with MlOO and other alcohol fuels. The special characteristics optimized for this engine included high compression ratio, a multiple discharge spark system, in cylinder air motion and direct injection.[3] <xref image="9100USM8.TIF|V3|2011:04:14:23:05:42.00|61666|0"> image: </xref> ------- -2- The Nissan LDSI system is somewhat different in design and operation than the ignition system used in the UPS engine tested by GM, but is similar in its improved spark energy characteristics for cold starting alcohol fuels.[4] Improved cold start performance of M100 was the main objective of this test program, so it was decided to apply the Nissan LDSI to a high compression MIOO-fueled engine without direct injection, stratified charge, or optimized air motion, to evaluate its component contribution to the improvement of low ambient temperature neat methanol cold start performance. III. System Description The Nissan LDSI system consists of a power unit containing spark duration control circuitry and a high voltage output, an ignition relay, and a duration control box which allows spark duration to be varied from 4 to 10 milliseconds. Further lengthening of spark duration is believed by Nissan to cause fuel economy to deteriorate because of the increase in electric power consumption. Spark plugs may also wear out sooner due to electrode erosion. [2] When power to the system is cut off, the test vehicle runs on the stock ignition system with spark duration on the order of 1.5 milliseconds. A schematic of the Nissan LDSI hardware is shown in Appendix A. The control circuit in the LDSI power unit was treated as a "black box" in the evaluation, but is believed by EPA to include a DC-DC converter which enables the spark duration to be varied.[5] The LDSI power unit has a four-pin connector in addition to the high voltage output. One pin is connected to the battery or other +12V supply. A second pin is connected to ground. A third pin is provided to receive input from the vehicle ignition pulse generator, in this case a magnetic Hall-Effect transistorized crank position sensor system. The fourth pin can be used as an output to a tachometer if required. An additional pulse interface circuit was developed to mate the Nissan LDSI system to the test vehicle's ignition coil, distributor and pulse generator. The vehicle's ignition pulse was measured and recorded at 850 rpm (idle). A typical printout of the pulse characteristics and the pulse interface circuit are shown in Appendix B. The pulse printout data are displayed in graphic form as plots of voltage (mV) versus time (ms). These plots can be used to determine.the pulse width and the pulse frequency of a given engine condition as produced by the vehicle's ignition pulse generator. The pulse interface circuit was developed for use with the vehicle's ignition timing to regulate the pulse frequency or duty cycle of the LDSI, i.e., no delay circuit or other rpin-dependent circuit was incorporated into the pulse interface circuit. <xref image="9100USM9.TIF|V3|2011:04:14:23:05:43.00|72574|0"> image: </xref> ------- -3- The Nissan LDSI only accepts a 5-volt square-wave ignition pulse nominally 4 to 5 milliseconds wide. This is based on an ignition coil primary circuit current of approximately 5 amperes and an ignition coil secondary circuit current of approximately 40 to 50 milliamperes.[6] The test vehicle's ignition pulse was detected (located on the distributor) at idle (roughly 850 rpm) and at 1600 rpm using a Norland Digital Oscilloscope and printer. The pulse interface circuit was then designed to transform these pulse characteristics into the reguired 5V sguare-wave for the LDSI. The pulse interface circuit contains three integrated circuits: IC1, IC2, and IC3.[7] IC1 and its associated components (a metal oxide varistor, two diodes, and two capacitors) drop the nominal 12 volts from the battery down to 5 volts to power the rest of the circuit. The metal oxide varistor is a transient suppressor which protects the circuit from damaging voltage spikes. The diodes protect the circuit in case of accidental polarity reversal and the capacitors filter the power supply. IC2 and its components (two resistors and a capacitor) form a voltage comparator. The two resistors make up a voltage divider which provides IC2, an operational amplifier, with a reference voltage. Vr.f = (5)(1000) =1.79 volts (1000+1800) When the input voltage from the distributor pickup (pulse generator) exceeds the reference, the voltage at the output of IC2 switches from 0 volts to 5 volts. The output of IC2 is connected to a monostable multivibrator (IC3). A pull-down resistor ensures a relatively low resistance path to ground for IC3 when the output of IC2 is at a low level. When there is a low-to-high transition at the "B" input of IC3, there is a positive-going pulse at the "Q" output of IC3. The duration of the pulse is determined by resistors R4 and R5 and capacitor C4: tpui,. = In(2) x R x C = 4 msec The pulse current is amplified by two transistors before being output to the Nissan LDSI system. A schematic of the entire vehicle ignition system as modified for this test program is shown in Figure 1. A nominal 12 volts is sourced from the vehicle battery through fuses to the ignition switch and ignition relay. The relay is also connected to the other (coil) side of the ignition switch in order to trigger the LDSI system and pulse interface circuit <xref image="9100USMA.TIF|V3|2011:04:14:23:05:44.00|62174|0"> image: </xref> ------- -4- Figure 1 Modified Test Vehicle Ignition System Schematic PULSE INTERFACE CIRCUIT LONG DURATION SPARK IGNITION (LDSI) SYSTEM TACHOMETER <xref image="9100USMB.TIF|V3|2011:04:14:23:05:45.00|13782|0"> image: </xref> ------- -5- with 12 volts when the vehicle's ignition key is turned on. The rest of the ignition system operates the same as the stock breakerless ignition system, except that the high voltage input to the distributor is connected to the Nissan LDSI power unit rather than the center post of the vehicle ignition coil. The pulse generator signal is input to the pulse interface circuit and transformed into a 5-volt square-wave 4 msec wide as described above. Then, the pulse is input to the Nissan LDSI. The high voltage output of the Nissan LDSI is then input to the distributor and distributed to the spark plugs using the vehicle's stock specification ignition timing (3°ATDC at 850 rpm, 24° BTDC at 4500 rpm).[8] The test vehicle used for this program is a 1981 Volkswagen Rabbit modified for use of neat methanol (M100). The engine displacement is 1.61 liters and the compression ratio is 12.5:1. The vehicle was not equipped with a catalyst. The equivalent test weight of the vehicle is 2500 Ibs. and the actual dynamometer horsepower is 7.7 HP. A more complete description of the neat methanol test vehicle specifications and modifications made to accommodate methanol fuel are included in Appendix C. A few aspects of the vehicle fueling system are noteworthy. The vehicle is equipped with two cold start enrichment valves which are temperature controlled and electrically operated. These valves enrich the air/fuel mixture at coolant temperatures below approximately 16°C (60°F). They operate for a maximum of 8 seconds depending on outside ambient temperature. The cold start valves are controlled by the thermo-time switch. The thermo-time switch supplies negative current (ground) to the cold start valves so that they will inject fuel into the intake air distributor when the starter is operated and the engine is cold. If the starter is operated for longer than normal, the thermo-time switch cuts off the cold start valves in order to prevent engine flooding. All tests run in this program were performed at coolant temperatures within the operable range of the thermo-time switch (below 35°C). The vehicle's oxygen sensor works according to specification with an idle mixture (CO content) of 2.0 to 3.0 volume percent.[8,9] IV. Starting Procedure The vehicle was initially cranked to start in increments of 10 seconds, with the exception of a 15-second crank on the first attempt at each temperature. If the vehicle did not start, a pause of 15 seconds was taken to allow the starter to cool. This cycle of crank and pause was repeated until 55 seconds of cranking time (5 start attempts) had elapsed. <xref image="9100USMC.TIF|V3|2011:04:14:23:05:46.00|69698|0"> image: </xref> ------- -6- This procedure was originally developed for the protection of the starter when using a 24-volt battery system.[10] The test vehicle was returned to stock configuration for this test program and used a 12-volt battery. Upon repeated starting attempts it was found that if the vehicle didn't start on the first attempt, the 12-volt battery was significantly discharged such that the vehicle would not start or crank as well on subsequent start attempts. A new starting procedure was adopted which involved cranking for 30 to 45 seconds with the throttle closed. If the vehicle failed to start, a 15-second pause was taken and a second start attempt was made by cranking for approximately 15 seconds. If no start occurred, the vehicle's battery (625 CCA) was connected to a battery charger for 20 to 30 minutes and the procedure was repeated. If the vehicle started, the driver was instructed to throttle the engine in neutral, if necessary, to keep it going and avoid stalling during pre-test idling.[11] V. Test Results Test results showed that increasing spark duration up to 10 milliseconds increases the spark energy to over 280 mj (compared to 26 mJ at 1.5 ms spark duration), and enabled an M100 vehicle to be cold started at ambient, coolant and oil temperatures as low as 20°F (-7°C). Table 1 shows the results of cold start testing around the temperatures which were identified as representing the limits of the Nissan LDSI M100 cold starting capabilities. The first test listed was merely a baseline test at room temperature to see if the system was operable without relying on the stock ignition system. This test confirmed that the pulse circuit was designed correctly and that the Nissan LDSI could start the vehicle just as well as the stock ignition system can at 75°F. The "Cranking?" column in Table 1 is a subjective measure developed to compare the cranking speed at low temperatures to those at room temperature. Cranking rpm was not measured for these determinations. A rating of "fast" cranking speed is synonomous with the starter cranking speed at room temperature with the stock ignition system (roughly 300 rpm). All other cranking speed ratings were ranked relative to this. The vehicle was soaked overnight in MVEL's outdoor cold box such that inlet air, coolant, and oil temperatures were all within 1°F of each other, and the entire vehicle was at temperatures below the lower limit of the Controlled Environment Test Cell (CETC), i.e., below 20°F (-7°C). Several starting attempts were made in the cold box prior to putting the vehicle in the CETC for an attempted Federal Test Procedure <xref image="9100USMD.TIF|V3|2011:04:14:23:05:48.00|69815|0"> image: </xref> ------- -7- Table l Results of Cold Start Attempts With Long Duration Spark Ignition On An MIOO-Fueled VW Rabbit Air/H,0/Oil Temperature 22 20 75 24 30 -1 -6 -7 18 -8 16 -9 Start? (Yes/No) Yes Yes Yes Yes No No Cranking? (Fast/Slow) Fast Fast Fast Moderate Slow Very slow Comments Same performance as stock ignition Start after 28-second crank; FTP aborted in Bag 2 due to high exhaust temperatures Start after 15-second crank; FTP aborted in Bag 2 due to power loss Start after 15-second crank; immediate stall; failure to restart at this temperature Some firing No firing; starter failure on last attempt <xref image="9100USME.TIF|V3|2011:04:14:23:05:49.00|17999|0"> image: </xref> ------- -8- (FTP). The vehicle did not start in the teens, but exhibited some backfire and near-starts indicating that the temperature was probably near (just below) the lower limitations of the LDSI system. A 22°F (-6°C) start was obtained in the cold box after a 15-second cranking period with a 10 ms spark duration. At this point, it was decided to attempt a 20°F (-7°C) FTP in . the CETC. The vehicle started at 20°F <-7°C) after 15 seconds of> cranking and almost immediately stalled. Subsequent cranking attempts were unsuccessful as the battery quickly discharged. The battery was recharged and another cold start was attempted at 20°F <-7°C). This attempt failed as did the next three iterations. Finally, with the ambient, coolant, and oil temperatures raised slightly to 22°F (-6°C), the vehicle started after 15 seconds of cranking, idled roughly for about 1 minute, and an FTP test was attempted. Driveability was poor, but the vehicle achieved enough power to match the driver's trace throughout Bag 1, including the acceleration to 57 MPH. Immediately after the start of Bag 2, the vehicle exhibited a power loss and had difficulty running at speeds over 5 MPH, let alone matching the driver's trace. Approximately one-third of the way through Bag 2, the CO alarm in the test cell sounded and the test was aborted. Bag 1 of this test was analyzed and found to be very high in emissions with 469 grams of CO and 406 grams of methanol emissions. Complete test results for this and a subsequent attempt to perform an FTP test are contained in Appendix D. Gasoline equivalent fuel economy was 10.6 MPG for this one-bag test. Several cold starts were again attempted at lower than 20°F (-7°C) temperatures to stretch the limitations of the LDSI as an M100 cold start system. These attempts were again unsuccessful. It was decided to try another FTP in the CETC at a higher temperature, 30°F, in order to complete a successful test which would still represent a significant improvement in M100 cold startability. On this test, cranking time was almost 30 seconds, and driveability was again quite poor. However, the vehicle exhibited no power loss throughout the test and did not stall during idle periods. The exhaust temperatures rose sharply during Bag 2, and it was decided to stop the test because the rubber tailpipe boot which connects the vehicle to the CVS emission analyzer began to melt. Bag 1 was again analyzed and found to be much cleaner at 30°F (-1°C) than at 20°F (-7°C) with about one-half the CO and methanol emissions of the colder test. Gasoline equivalent fuel economy improved to 12.3 MPG in Bag 1 at 30°F. VI. Discussion The test results obtained here represent a significant improvement in lowering the minimum ambient temperature at which an MIOO-fueled vehicle can be cold started compared to other methanol cold start programs previously and currently being performed by EPA. With long duration spark ignition used <xref image="9100USMF.TIF|V3|2011:04:14:23:05:50.00|77390|0"> image: </xref> ------- -9- as the only cold start system, M100 vehicle cold starts were obtained down to 20°F <-7°C) where previously these vehicles had difficulty being started at temperatures much below the flashpoint of methanol, 52°F (11°C). There did not appear to be any correlation between cranking time and ambient temperature, though the same starting procedure was employed upon each low ambient temperature cold start attempt. The cold start emissions measured in Bag 1 of the FTP at 20°F and 30°F were quite high, particularly CO and methanol emissions. The vehicle obtained 10.6 MPG at 20°F and 12.3 MPG at 30°F over Bag 1 of the FTP on a gasoline-equivalent basis. More extensive testing may be needed to determine why the vehicle had difficulty completing the FTP at low ambient temperatures. The primary objective of the test program was the evaluate cold startability of the LDSI system at low temperatures, and this objective was accomplished. Optimization of warm-up emissions performance was not an objective of this test program since neither the LDSI system or any other control strategy was employed to limit exhaust emissions under these operating conditions. The warm-up (Bag 1) emissions are discussed here because they are an important indicator of cold start and cold transient combustion, and their measurement with M100 as the fuel is a result not previously accomplished by EPA. Future testing could include evaluation of the LDSI system on other vehicles, emission testing in conjunction with a catalyst and/or alternate cold start fueling strategies. The ignition system could be tested in combination with other neat methanol cold start systems under development such as an ultrasonic fuel atomizer, direct injection, or a higher speed starter. Further optimization of the long duration spark ignition strategy itself, including alternate ignition timing strategy development, may help achieve reliable cold starts at ambient temperatures lower than previously accomplished. VII. Acknow1edgments The author wishes to acknowledge the assistance of Hiroki Kawajiri of Nissan for supplying the LDSI system, Michael Murphy of SDSB for the development of the LDSI pulse interface circuit, James Garvey and Rodney Branham of TEB for performing the exhaust emission testing and analysis, and Jennifer Criss and Marilyn Alff of CTAB for word processing support and final report preparation. <xref image="9100USMG.TIF|V3|2011:04:14:23:05:52.00|65054|0"> image: </xref> ------- -10- VIII. References 1. "Stabilized Combustion in a Spark Ignited Engine through a Long Spark Duration," Nakai, Meroji, Yashuhiko Nakagawa, Kyugo Hamai, and Masazumi Sone, Nissan Motor Co., Ltd., SAE Paper 850075, International Congress & Exposition, Detroit, MI, February 25 - March 1, 1985. 2. "A Study of the Relationship between Spark Duration and Stability of Engine Combustion," Nissan Motor Co., Ltd., Hamai, Kyugo, Meroji Nakai, and Yasuhiko Nakegawa, JSAE Review, Vol. 7, No. 1, April 1986. 3. "Unassisted Cold Starts to -29°C and Steady-State Tests of a Direct-Injection Stratified Charge (DISC) Engine Operated On Neat Alcohols," SAE Paper 872066, Siewart, R. W. and E. G. Groff, International Fuels and Lubricants Meeting and Exposition, Toronto, Ontario, CANADA, November 2-5, 1987. 4. "EPIC—An Ignition System for Tomorrow's Engines," SAE Paper 840913, Clarke, B. C. and T. Canup, 31st Annual Milwaukee Lecture Series, Milwaukee, WI, April 7, 14, and 21, 1988. 5. "Combustion Fluctuation Mechanism Involving Cycle-To-Cycle Spark Ignition Variation Due to Gas Flow Motion in S.I. Engines," Hamai, Kyugo, Hiroki Kawajiri, Takashi Ishizuka, and Meroji Nakai, Twenty-First Symposium (International) on Combustion, The Combustion Institute, 1986. 6. "Nissan Long Duration Spark Ignition System Wiring Diagram," Kawajiri, H., Nissan Research and Development, Inc., facsimile to David Blair, U.S. EPA, Ann Arbor, MI, April 6, 1988. 7. "Description of 4 millisecond Pulse Circuit Used in Methanol Cold Start Project," Murphy, Michael J., EPA/ECTD/SDSB Memorandum to Robert I. Bruetsch, U.S. EPA, Ann Arbor, MI, June 14, 1989. 8. "1981 Volkswagen Rabbit Service Manual," Robert Bentley, Inc., Cambridge, MA, 1982. 9. "Development of a Pure Methanol Fuel Car," Menrad, Holger, Wenpo Lee, and Winfried Bernhardt, Volkswagenwerk AG, SAE Paper 770790, Passenger Car Meeting, Detroit, MI, September 26-30, 1977. 10. "Effects of Cranking Speed and Finely Atomized Fuel Delivery on Minimum Cold Starting Temperature of a Methanol- Fueled (M100) Vehicle," Blair, David M. , EPA/AA/CTAB-88-04, May 1988. <xref image="9100USMH.TIF|V3|2011:04:14:23:05:53.00|55132|0"> image: </xref> ------- -11- VIII. References (cont'd) 11. "Test Plan: Echlin Precision Ignition Control (EPIC) Evaluation on an M100 VW Rabbit," Bruetsch, Robert I., EPA/ECTD/CTAB Memorandum to Charles L. Gray, Jr., U.S. EPA, Ann Arbor, MI, November 28, 1988. <xref image="9100USMI.TIF|V3|2011:04:14:23:05:54.00|6718|0"> image: </xref> ------- 13 i-l O g ^> rt CD Q O Co O (U rt (t> oo UD ;o o en rn AD CD C rn 3 o £ /GA/ UNIT TRANS (HV. OUTPUT)-*- o 2 v^^^^^^f ••••» »i w 2 O CO H <xref image="9100USMJ.TIF|V3|2011:04:14:23:05:55.00|20217|0"> image: </xref> ------- APPENDIX B PX » 101.22 ns OX * 112.31 mS POX » 11.550 HS PY » ie0.i34 mV OY « -32.227 mV PQY « -102.37 nV PN » 10122 ON « 11251 PQN » 1155 33'23/39 99= OS -01 ' '2. zs •715 OY * -30.752 PQY = -206.6d r?V C f: a « 1 ' 7 C CM » 11225 PQN » 1055 33-'23--S3 09'37-51 Ji7 2* n* PY « 147 55 nv T.S OY • ^.3*77 mV n« POY • -141.60 nv/ ON » 1572* PQN » 4*1 <xref image="9100USMK.TIF|V3|2011:04:14:23:05:59.00|40207|0"> image: </xref> ------- ;*» *° o i i» o f *• I 1 8.8 II o> VO 5 ? 0 S R4 INPUT <xref image="9100USML.TIF|V3|2011:04:14:23:06:00.00|17737|0"> image: </xref> ------- APPENDIX B Parts List C1: C2: C3: C4: C5: D1.D2: IC1: IC2: IC3: 01: 02: R1.R3: R2.R7: R4: R5: R6: R8: R9: 0.33nF polyester capacitor 0.1 u.F ceramic capacitor 47pF ceramic capacitor 0.22}iF polyester capacitor 0.1 u.F polyester capacitor 1N4003 diode LM340-T-5 voltage regulator CA3130 op amp SN74121 monostable multivibrator 2N3904 transistor 2N4239 transistor 1 .8kQ 1/4 w resistor 1.0 kQ 1/4 w resistor 10kQ trimmer 22kQ 1/4 w resistor 10kQ 1/4 w resistor 470 Q 1/4 w resistor 22 a 1/4 w resistor <xref image="9100USMM.TIF|V3|2011:04:14:23:06:01.00|14013|0"> image: </xref> ------- APPENDIX C METHANOL-POWERED VOLKSWAGEN TEST VEHICLE SPECIFICATIONS AND CHANGES TO ACCOMMODATE METHANOL FUEL Vehicle Item Engine: Displacement Bore Stroke Compression ratio Valvetrain Basic engine ^T Main Fuel System; General Pump life Accumulator-maximum holding pressure Fuel filter Fuel distributor Air sensor Fuel injectors Cold-start injectors Spec i f i c at i on/Change 1.61 liters 8.00 cm 8.00 cm 12.5:1 Overhead camshaft GTI basic engine - European high-performance engine to withstand higher loads - U.S cylinder head Bosch K-jetronic CIS fuel injection with Lambda feedback control; calibrated for methanol operation 1 year due to corrosiveness of methanol; improved insulation on wiring exposed to fuel 3.0 bar One-way check valve deleted because of fuel incompatibility 5.0-5.3 bar system pressure, calibration optimized for methanol, material changes for fuel compatibility Modified air flow characteristics Material changes for fuel compat- ibility; plastic screen replaced by metal screen 2 injectors, valves pulse for 8 seconds beyond start mode below 16°C (60°F) <xref image="9100USMN.TIF|V3|2011:04:14:23:06:02.00|31805|0"> image: </xref> ------- APPENDIX C (CONT'D) METHANOL-POWERED VOLKSWAGEN TEST VEHICLE SPECIFICATIONS AND CHANGES TO ACCOMMODATE METHANOL FUEL Vehicle Item Fuel injection wiring Idle setting PCV: Ignition; Distributor Standard spark plugs Transmission; General Torque converter ratio Stall speed Gear ratios; 1 2 3 Axle Fuel Tank; Material Coating Seams and fittings Cap Fuel Spec i f i c at i on/Change Modified to accommodate relays and thermo-switch Specific to methanol calibration PCV valve with calibrated plunger no orifice Slightly reduced maximum centrifugal advance and slightly modified vacuum advance/retard characteristics Bosch W4CC 1981 production automatic 3-speed 2.44 2000-2200 rpm 2.55 1.45 1.00 3.57 Steel Phosphated steel Brazed European neck and locking cap Neat methanol (Ml00) <xref image="9100USMO.TIF|V3|2011:04:14:23:06:03.00|23654|0"> image: </xref> ------- COMPOSITE TEST RESULTS FROM 2660S-MX13 TEST NUMBER 893480 METHANE MEASURED ? NO METHANOL MPG 5.28 M100.FUEL METHANOL MEASURED ? NO GASOLINE MPG 10.62 OTR TEST PROCEDURE "FACTOR" 2.0105 TEST B < CURRENT TEST RESULTS > < PROPOSED TEST CALCULATIONS (GRAMS/MILE) > NUMBER A MILES H C CO C02 NOX CH4 NMHC H C CO C02 NOX OMHCE CH30H HCHO G — — — — — — — S 893480 1 3.162 47.178148.258 351.41 1.080 -9.999 -9.999 5.554148.264 351.53 1.08161.091••••••-0.00017 TEST NUMBER 893621 METHANE MEASURED ? NO METHANOL MPG 6.13 Ml00.FUEL METHANOL MEASURED ? NO GASOLINE MPG 12.32 OTR TEST PROCEDURE "FACTOR" 2.0105 TEST B < CURRENT TEST RESULTS > < PROPOSED TEST CALCULATIONS (GRAMS/MILE) > NUMBER A MILES H C CO C02 NOX CH4 NMHC H C CO CO2 NOX OMHCE CH30H HCHO G S 893621 1 3.295 32.076 72.000 426.11 1.931 -9.999 -9.999 3.774 72.005 426.27 1.93141.51187.144-0.00018 nj M <xref image="9100USMP.TIF|V3|2011:04:14:23:06:04.00|17373|0"> image: </xref> ------- BAG BV BAG TEST RESULTS FROM 2660S-MX13 TEST NUMBER 893480 M100.FUEL METHANE MEASURED ? NO OTR TEST PROCEDURE METHANOL MEASURED ? NO TEST B < CURRENT TEST RESULTS > < ----- PROPOSED TEST CALCULATIONS (GRAMS/BAG) ------ > NUMBER A MILES H C CO C02 NOX CH4 NMHC H C CO C02 NOX OMHCE CH30H HCHO 893480 1 3.162149.176468.792 1111.14 3.414 -9.999 -9.999 17.561468.810 1111.54 3. 419******405. 521-0. 00052 TEST NUMBER 893621 M100.FUEL METHANE MEASURED ? NO OTR TEST PROCEDURE METHANOL MEASURED ? NO TEST B < CURRENT TEST RESULTS > < ----- PROPOSED TEST CALCULATIONS (GRAMS/BAG) ------ > NUMBER A MILES H C CO C02 NOX CH4 NMHC H C CO C02 NOX OMHCE CH30H HCHO 893621 1 3.295105.689237.241 1404.04 6.363 -9.999 -9.999 12.434237.257 1404.56 6. 363»»**»»287 . 140-0.00059 ^) W 25 D H X a o § <xref image="9100USMQ.TIF|V3|2011:04:14:23:06:06.00|15783|0"> image: </xref> ------- BAG BV BAG TEST RESULTS FROM 2660S-MX13 TEST NUMBER B93480 Ml 00. FUEL METHANE MEASURED ? NO OTR TEST PROCEDURE METHANOL MEASURED 7 NO TEST B < CURRENT TEST RESULTS > < -------- PROPOSED TEST CALCULATIONS (GRAMS/MI) ---------- > NUMBER A MILES H C CO C02 NOX CH4 NMHC H C CO C02 NOX OMHCE CH30H HCHO 893480 1 3.162 47.178148.258 351.41 1.080 -3.162 -3.162 5.554148.264 351.53 1.08161.091128.248-0.00017 TEST NUMBER 893621 Ml 00. FUEL METHANE MEASURED ? NO OTR TEST PROCEDURE METHANOL MEASURED 7 NO TEST B < CURRENT TEST RESULTS > < -------- PROPOSED TEST CALCULATIONS (GRAMS/MI) ---------- > NUMBER A MILES H C CO C02 NOX CH4 NMHC H C CO C02 NOX OMHCE CH30H HCHO 893621 1 3.295 32.076 72.000 426.11 1.931 -3.035 -3.035 3.774 72.005 426.27 1.93141.511 87.144-0.00018 PI 2 D M X o o o z <xref image="9100USMR.TIF|V3|2011:04:14:23:06:07.00|15663|0"> image: </xref> |
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