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EPA rapport: Cold Starting Alcohol Eng With Fuel Atomization http://etanol.nu/forum/viewtopic.php?f=12&t=6697 |
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Författare: | aryan [ mån 12-12-10 11:06 ] |
Inläggsrubrik: | EPA rapport: Cold Starting Alcohol Eng With Fuel Atomization |
Intressant rapport med bränsleuppvärmning och aktiv atomatisering efter injektorn. http://nepis.epa.gov/Exe/ZyNET.exe/9100 ... ZyEntry=1# Citat: EPA/AA/TDG/93-02
Technical Report Cold Starting an Alcohol-Fueled Engine with Ultrasonic Fuel Ato»ization by Robert I. Bruetsch Fakhri J. Hamady March 1993 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 infc-the* release of such reports is to facilitate the exchange o£ 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 Regulatory Programs and Technology Technology Development Group 2565 Plymouth Road Ann Arbor, Michigan 48105 <xref image="9100RS4K.TIF|V3|2011:01:26:04:52:41.00|21684|0"> image: </xref> ------- UNITED STATES ENVIRONMENTAL PROTECTION AGENCY ANN ARBOR. MICHIGAN 48105 MAY 21 1993 OFFICE OF AIR AND RADIATION MEMORANDUM SUBJECT: Exemption from Peer and Administrative Review FROM: Karl H. Hellman, Chief Technology Development Grou TO: Charles L. Gray, Jr./ Director-?' Regulatory Programs and Technology^ / The attached report entitled "Cold Starting an Alcohol-Fueled Engine with Ultrasonic Fuel Atomization," EPA/AA/TDG/93-02, presents the test results of an engine modified to be cold started with the assistance of automatically controlled ultrasonic fuel atomizers and run on methanol fuel. This report represents the successful completion of an international cooperative program; the effective development of improved alcohol fuel cold start technology by the Japanese government and industry, and the associated technical evaluation by the U.S. government. Since this report is concerned only with the presentation of data and their analysis and does not involve matters of policy or regulation, your concurrence is requested to waive administrative review according to the policy outlined in your directive of April 22, 1982. Concurr enc^ ^\L^-^J. //^ _ Date : arles L. Gray, **/• Director, RPT Noncdncurr ence : _ _ Date : Charles L. Gray, Jr. , Director, RPT Attachment cc: E. Burger, RPT <xref image="9100RS4L.TIF|V3|2011:01:26:04:52:43.00|40131|0"> image: </xref> ------- Table of Contents Page Number I. Summary l II. Introduction 1 III. System Description 1 IV. Starting Procedure 4 V. Test Results 5 VI. Conclusions and Recommendations 9 VII. Acknowledgments 10 VIII.References 10 APPENDIX A - Ultrasonic Atomizer System Location .... A-l APPENDIX B - Starting Procedure Flow Diagram B-l APPENDIX C - Engine and Fuel Specifications C-l <xref image="9100RS4M.TIF|V3|2011:01:26:04:52:44.00|13393|0"> image: </xref> ------- Cold Starting an Alcohol-Fueled Engine with Ultrasonic Fuel Atomization I. A test program was devised at EPA's National Vehicle and Fuel Emissions Laboratory to evaluate a Tonen ultrasonic fuel atomizer system on a Honda B20 engine using both M85 (85% methanol, 15% hydrocarbons) and M100 (neat methanol) fuels to determine whether cold starting a premixed-charge port injected engine on alcohol fuels at low ambient temperatures can be improved. [1] Modification to the engine's intake manifold was performed at the Japanese Automotive Research Institute (JARI) in cooperation with the New Energy Development Organization (NEDO) to install heated injectors in close proximity to the ultrasonic atomizers. The engine is also equipped with the stock port injector system intact and functional. Successful M100 cold starts were obtained down to 20°F (-7°C). II. Introduction Tonen initially developed the ultrasonic fuel atomizer in the mid-1980's to investigate the relationships between spark ignition characteristics and combustion stability in gasoline-fueled race car engines. After Tonen achieved some success in this development program, a representative of EPA visited Tonen in November of 1988 to negotiate a cooperative agreement for the development of the ultrasonic atomizer as a cold start assist device for pre-mixed charge alcohol-fueled engines. Since the cooperative agreement involved working with the U.S. •government, the Tonen Corporation aligned itself with the New Energy Development Organization (NEDO) and the Japanese Automotive Research Institute (JARI) to take advantage of the testing facilities and related research expertise already in existence within the Japanese government.[2] What resulted was a three year development program between these Japanese organizations with periodic meetings to update the EPA on the status of their progress. At first, it was planned to adapt the ultrasonic atomizer syatea to a Toyota engine, but ultimately it was decided to instead, UM a Honda B20 four cylinder engine. Ill* Svat+M Description By trial and error, JARI engineers evaluated various different intake manifold locations to mount two of these atomizers in order to realize the best possible charge distribution to the four cylinders, with the minimum amount of distance and wall surface area between the ultrasonic atomizers and the cylinders. The final design featured a distance of roughly 6 inches (15 cm) between the ultrasonic atomizers and a nearly 90° elbow, followed by an <xref image="9100RS4N.TIF|V3|2011:01:26:04:52:47.00|67986|0"> image: </xref> ------- -2- approximately 8 inch (20 cm) distance between the elbow and the cylinders (see Appendix A). This is not exactly an optimum configuration, but is probably the best geometry given the constraints of the engine's intake manifold design. Throughout its development program/ Tonen continued to refine the design of the ultrasonic atomizer. At first it was merely a probe which, when energized, vibrated ultrasonically in the intake air stream between the port fuel injectors and the combustion chambers. Then the injectors were mounted in the same holder as the atomizers, such that the fuel stream leaving the injector became excited by the atomizer before it made its way into the intake air stream. Next, Tonen fitted the atomizer/injector assembly with an electrically heated glow plug. Three different heated atomizer configurations were tested.[3] The first of these heated atomizer configurations (Type A) is shown in Figure 1. In this design, the fuel is supplied close to the base of the glow plug, such that the fuel has to travel the length of the glow plug before being introduced near the tip of the ultrasonic atomizer, thereby adding as much heat to the fuel as possible before exciting it with the atomizer. The second atomizer configuration tested (Type B) is shown in Figure 2. In this version, the length of the glow plug is shortened, and the glow plug is fitted with an insulating shield and a preheat zone. The fuel is introduced closer to the tip of the glow plug into the preheat zone, where it first has to travel back toward the base of the glow plug over a greater surface area Ultrasonic Atoaiier Design* 01 trasonio Transducer i Fuel Supplier Glow Plug SPRAY Figure . 1. Type A Pre-heat zone Adiabator Figure 2. Type B <xref image="9100RS4O.TIF|V3|2011:01:26:04:52:48.00|56033|0"> image: </xref> ------- -3- to promote heat transfer between the fuel and the hot surface, before being introduced to the atomizer. This design also shields the glow plug from being quenched by the direct flow of the fuel spray. The third and final heated atomizer configuration (Type C) is similar to the second version with the addition of stainless steel beads at the tip of the glow plug (Figure 3). Tonen found that the addition of these beads provides an additional surface between the glow plug and the atomizer, which retains heat and transfers it to the fuel. The improvement in fuel atomization is significant enough to justify this subtle difference in the design of the heated injector/atomizer assembly. The final ultrasonic atomizer system design consists of two of these Type C glow plug heated injector/atomizer assemblies mounted on the intake manifold of the Honda B20 engine. The system is controlled by a Pantos Nippon Denshi Kagaku (NDK) Sofrecs 8604A Super Intelligent Data Logger/Analyzer with an AU-1208 signal conditioner. This unit is connected to a switching box with control of the glow plug heater, ignition and the engine's starter. Engine control parameters are traced and are monitored on a Pantos NDK Model LCD-8660 Color Display Unit. Power is supplied to these units by two Pantos NDK Model AC-8600 Power Supply Units. An oscilloscope is used to insure that injection events occur properly. Exhaust mixture concentration is sensed by four lambda sensors, one in each exhaust bank, and monitored by four Horiba Air Fuel Ratio Analyzers Model MEXA-l10(lambda). SPRAY Pre-h«at zont Adiabator Stainltss Figure 3. Type C Ultrasonic Atomizer Design <xref image="9100RS4P.TIF|V3|2011:01:26:04:52:49.00|51009|0"> image: </xref> ------- -4- The engine used for this test program is a 1991 Honda B20, such as is used in the Honda Prelude, a water cooled in-line four cylinder engine with a displacement of 2.0L modified for use of neat methanol (M100) and methanol/hydrocarbon blends such as M85.[4] The engine is equipped with four stock port fuel injectors in addition to the two temperature controlled electrically operated "cold start" injectors mounted in the ultrasonic atomizer assemblies. Engine compression ratio is 10.5:1 and rated horsepower is 135 @ 5800 rpm. IV. Starting Procedure Prior to each starting attempt, the battery, an Interstate Deep Cycle SRM-24 marine battery with 550 cold cranking amps, is charged at a slow rate overnight until fully charged. The engine is placed in the cold room and soaked at the desired test temperature overnight, or until the oil temperature is within + or - one degree centigrade of the desired test temperature. A flow chart for the starting procedure employed in this test program is shown in Appendix B. Initially, control of injection is selected between the choices of manual and automatic. The main injection system, based on the stock Honda gasoline engine maps, was automatically controlled throughout this test program. The ultrasonic atomizer injectors were also automatically controlled throughout the test program, but are based on methanol engine maps developed at JARI. Also prior to a cranking attempt, the fuel control system is switched on and the injection triggering mechanism is checked for proper operation. Injection events are then verified by the presence of a waveform on the oscilloscope. The ignition switch is then turned to the on position such that the glow plug heaters can be energized prior to cranking. The heaters are thus enabled for the desired glow plug preheat time, a period of 10 seconds per NEDO recommendation, and if sampling for emissions, the CVS is turned on and a sampling bag is initiated. NEDO recommended the 10 second preheat time, because fuel temperature is not significantly increased after 10 seconds as shown in Figure 4. The engine is then cranked by flipping a starter switch and holding it: in the on position for an increment of 10 seconds and then letting go. If the engine starts, the cranking time is recorded, and the engine is run at idle for five minutes to determine the idle emissions (g/min) until the engine is warmed up. If the engine does not start, the heater remains on, but the starter switch is allowed to automatically flip back to the off position for a waiting period of 10 seconds to protect the starter from overheating. After 10 seconds, the starter switch is turned back to the on position to crank the engine for another 10 seconds. If the engine does not start after six of these cranking and waiting periods, (i.e., after 120 seconds) it is determined that <xref image="9100RS4Q.TIF|V3|2011:01:26:04:52:51.00|76815|0"> image: </xref> ------- -5' 100 90 SO 70 60 50 u 40 £ 30 c. I 20 r^ a o iJ C 'J aJ LI u c <D U Cl4 10 0 Type-C Type-B Type-A Fuel : M85 Ambient temperature : -30 °C • 10 20 Time (sec) 30 Figure 4. Temperature Profiles of Ultrasonic Atomizers the engine is not startable at the temperature being tested within reasonable commercial acceptability. Once the engine does start, the starter switch is let go (and automatically flips back to the off position), and the glow plug heater switch is also turned off. At the end of a test, e.g., "after a five minute emission sample is taken, the ignition switch is turned off, and the STOP button on the fuel control system is pressed to terminate the logging of engine control parameter data. V. Teat Results The results obtained from this test program are quite similar to the result* obtained by the JARI engineers in Japan before the engine wa* shipped to the EPA for evaluation. [5] The heated ultra- sonic atoadies system helped to improve the cold startability of both MlOfr and M8S fuels at colder temperatures than normally observed fro» unassisted engines with only OB injection systems using these fuels. Th* engine is capable of being cold started on M100 at temperatures as low as 20T (-7»C) with a glow plug preheat time of 30 seconds. The engine is capable of being cold started on M85 without the ultrasonic atomizer system at ambient temperatures lower than are capable of being obtained in EPA's current cold room test facility. The engine was initially tested on 11.8 RVP M85 fuel at 50»F (10°C). Startup was almost instantaneous, with a required cranking <xref image="9100RS4R.TIF|V3|2011:01:26:04:52:52.00|45174|0"> image: </xref> ------- time of only 1.1 second. The cold engine idle speed was 1620 rpm, though after five minutes of operation, this speed was reduced to 1340 rpm. Average lambda values in the four exhaust runners were 0.84, and were quite stable except for cylinder No. 1 which was somewhat leaner at 0.94. Only the OEM injectors were required to start the engine. The ultrasonic atomizor injection system was not required, nor was the glow plug preheater. Figure 5 shows both the JARI and the EPA test results on both M85 and M100. Testing continued on M85 fuel, and cold starting was success- ful at 32°F (0°C), 15°F (-10°C), and 9°F (-13eC) . The results closely matched the results obtained at the JARI. Cranking time increased to 3.5 seconds at the 9°F (-13°C) test temperature, and idle engine speeds increased to 1800 rpm initially and 1400 rpm after 5 minutes of stabilizing. Average lambda values were similar to the 50°F (10°C) test except during the 9«F (-13«C) test where lambda values averaged a relatively rich 0.71, with cylinder No. l somewhat leaner at 0.77. Again, only the OEM injection system was required to start the engine. The cold start injectors, atomizers and preheaters were not required for any test using M85 fuel within the lower temperature limit of the cold room used in this test program. The engine oil and coolant were checked between each test, and the battery was fully charged before each starting attempt. After completing the MBS evaluations, the engine's fuel was drained and testing was initiated on M100 fuel. The M100 fuel used has an RVP of 4.6 psi. The first test on M100 was performed at 50°F (10°C). Testing with M100 required the use of not only the OEM injectors, but also the heated cold start atomized fuel injectors. Preheat time at this temperature was 10 .seconds. Cranking time to start was 5.5 seconds, and initial engine speed was 1622 rpm. Lambda values with M100 were leaner than with M85, and averaged 0.96. Cylinder No. 1 demonstrated a lambda value of 1.1. This cylinder, due to the placement of the two ultrasonic atomizers, was consistently the leanest throughout all tests of both fuels. The cold room temperature was cooled to 20°F (-7°C), and a cold start attempt was made with the use of the ultrasonic atomizer fuel injectors and the same glow plug preheat time of 10 seconds. The engine would not start under these conditions under the prescribed-cranking procedure. This same result occurred in the JARI tests, and it was decided to lengthen the glow plug preheat time before attempting another 20°F (-7°C) or colder test. First, however, a test was run at 32°F (0°C) in an effort to correlate data at other points along the curves already generated at the JARI laboratory. The engine started with the ultrasonic injectors and the 10 second glow plug preheat time after 28 seconds of cranking. Engine speed was slightly higher than observed during the 50°F (10°C) test, with an initial speed of 1650 rpm and a stabilized speed of 1400 rpm after 5 minutes. <xref image="9100RS4S.TIF|V3|2011:01:26:04:52:54.00|79141|0"> image: </xref> ------- -7- 60 50 o 0) w 0) s £ e. cd • J-. o 40 30 20 10 M85 — MI+US without heater EPA results T M85 OEM A M100 MI + US with heater Hollow symbols represent JARI results M100 MI+US with heater (lOsec preheat) o ,M* -30 10 -20 -10 0 Temperature (°C) Figure 5. JARI and EPA Engine Cold Startability Results on M85 and Ml00 20 <xref image="9100RS4T.TIF|V3|2011:01:26:04:52:55.00|20282|0"> image: </xref> ------- -8- Two more tests were run at the intermediate temperatures of 40°F (4°C) and 35°F (2°C) with the ultrasonic atomizer injectors and a glow plug preheat time of 10 seconds. Cranking times for successful starts were 11 and 14 seconds, respectively. Again, the results closely matched the results obtained at the JARI laboratory. However, lambda values, for some unknown reason, were considerably richer during the 40°F (4°C) test, averaging 0.73 compared with lambda values averaging 0.96 at 35°F (2°C). This anomaly, along with the highly variable meter readings, caused some skepticism with regard to the accuracy of the air/fuel ratio measurements. During engine operation after these two successful cold starts, engine speed was initially about 1700 to 1775 rpm, and 1265 to 1400 rpm after 5 minutes. The test cell was then cooled to 25°F (-4°C) and the lower limit of cold startability of the ultrasonic atomizer system on M100 was again investigated. This time the atomizer injectors were used with a glow plug heatup time of 30 seconds instead of only 10 seconds. Though NEDO found that the fuel temperature does not increase measureably after 10 seconds, it was decided to evaluate whether a longer preheat time added more heat to the system for improved cold start performance. The engine started after 49 seconds of cranking. Lambda values were relatively lean, and averaged near stoichiometric levels of 0.96. Engine speed was elevated, however, with an initial post startup measurement of 2200 rpm and a stabilized level of over 1600 rpm after 5 minutes. Another 20°F (-7°C) start attempt was made, this time with an extended glow plug preheat time. The preheat time in this case was 30 seconds as in the successful 25°F (-4°C) test. By the prescribed starting procedure, the engine did not start within the acceptable cranking time limit. After an additional waiting period with the heater still on, the engine finally did start, but this 'test would be considered a "no start1* condition within the prescribed starting procedure or within reasonable commercial acceptability. No emission samples were measured following the successful 20°F (-7°C) N100 test, though levels would be expected to be high given the excessive cranking time. During: most other successful cold starts on either M85 or M100, emissions were sampled as the engine warmed up under idle condition*; for a period of five minutes starting with the initial cranking period (i.e., coincident with turning the starter switch on) and ending five minutes later. As a result, the emissions of tests with short cranking times are generally less than those of tests with long cranking times, because a larger percentage of the emissions are collected while the engine is running and fuel is being burned more completely. Table 1 shows the post-start idle emissions of the test engine. Data points are not included in Table 1 for the successful cold starts on N85 at 50°F (10°C) and on M100 at 20°F (-7°C), because emissions were not sampled during these tests. The emissions of the engine on both fuels are, as expected, higher, and the cranking times are longer, at colder temperatures. . <xref image="9100RS4U.TIF|V3|2011:01:26:04:52:57.00|86197|0"> image: </xref> ------- -9- Table i Honda B20 Cold start Idle Emissions (g/min) Fuel Temp (°F) NOX HC" C02 CO M85 32 0.03 0.67 59 22.8 15 0.03 1.42 65 29.6 9 0.04 1.65 66 31.3 M100 50 0.02 0.32 60 6.3 40 0.03 0.40 61 5.3 35 0.04 0.65 70 7.9 32 0.04 1.70 65 11.3 25 0.11 1.85 81 9.8 21* - - - - ** Engine did not start at 21°F on M100 with a 10 second preheat time. No emission samples were obtained. HC emissions not adjusted for methanol fuel. Exhaust HC density assumed equal to that of gasoline = 16.33 g/ft3. VI • Conclusions and Successful cold starts on M100 fuel with a heated ultrasonic fuel atomizer system were obtained down to 20 °F (-7°) with a 30 second glow plug preheat period. With only the NEOO recommended 10 second preheat time, successful M100 cold starts were obtained at temperatures as low as 32°F (0°C) . Cold starting the engine on M85 does not require the use of the ultrasonic atomizer system or the glow plug heater at '-temperatures as low as 9°F, or the lower limit of the EPA cold test facility utilized in this test program. Successful cold starts were obtained on N85 with less cranking time than is required with only the stock fuel injection system. EPA and JARI data of measured cranking times on N100 with the heated ultrasonic atomizer system, and on M85 with and without the ultrasonic atomizer and the glow plug heater, are in close agreement » •- ---".•^ T--*W The cold start performance on M100 is similar to results obtained with long duration spark systems evaluated previously at the EPA. [6] The proximity of the ultrasonic atomizer system to the engine combustion chambers is not optimum. In particular, the near 90° elbow in the intake manifold makes it difficult for finely atomized fuel to reach the combustion chambers without condensing on the manifold wall and generating larger fuel droplets, especially at low ambient temperatures. <xref image="9100RS4V.TIF|V3|2011:01:26:04:52:58.00|54250|0"> image: </xref> ------- -10- Tonen engineers investigated the optimum glow plug preheat time, and found very little benefit in fuel temperature increase is obtained with preheat times longer than 10 seconds. Heat retention of the fuel (and M100 cold start performance) was found to improve with glow plug preheat times of up to 30 seconds, but the detriment to glow plug durability of these extended preheat times is unknown. EPA was not able to test the effects of variation in ignition timing, ignition duration, ignition energy, or injection quantity on cold start performance of M85 and M100 with the ultrasonic atomizer system. These parameters were fixed throughout this evaluation program. The accuracy of relative air fuel ratio measurements was not determined and is, therefore, unknown. Post cold start idle emissions of the Honda B20 engine increase with increased cranking time and decreasing ambient temperature. Cold start performance of an alcohol-fueled engine equipped with the ultrasonic fuel atomizer system in combination with long duration spark or plasma ignition systems, and perhaps variable control of ignition and injection parameters, is likely to promote improved alcohol engine cold start performance, and is worthy of further investigation.(7] VII. Acknowledgments The authors wish to acknowledge the efforts of NEDO, JARI, and Tonen managers and engineers for providing system development, operation, maintenance, and troubleshooting functions throughout this international cooperative development program. The authors also thank technicians Jim Garvey, Steve Halfyard, and craftsman Lenny Kocher for assisting with the test program. VIII.References 1. BruetscKr Robert I., and Fakhri J. Hamady, "Test Plan for Cold Start Evaluation of NEDO-Supplied Methanol Engine," EPA/OAR/ OMS/RPT/TDGv memorandum to Charles L. Gray, Ann Arbor, MI, December 22, 1992. 2. Iwai, Nobuo, Kiiechi Nagai, Hitoshi Yasuda, Tadashi Ayusawa, and Yong Kil Kim, "A Study on Cold Start ability and Mixture Formation of High-Percentage Methanol Blends," SAE Paper 880044, presented at the International Congress and Exposition, Detroit, MI, February 29 - March 4, 1988. 3. Hosogai, Daijiro, overhead presentation in meeting at EPA's National Vehicle and Fuel Emissions Laboratory, Ann Arbor, MI, <xref image="9100RS4W.TIF|V3|2011:01:26:04:53:00.00|61537|0"> image: </xref> ------- -11- Corporate Research and Development Laboratory, Tonen Corporation, Iruma-Gun, Saitama, Japan, January 7, 1993. 4. "1991 Test car List — Passenger Cars," U.S. EPA/OAR/OMS, Certification Division, Ann Arbor, MI, September 6, 1990. 5. Ivai, Nobuo, handout presentation in meeting at EPA's National Vehicle and Fuel Emissions Laboratory, Ann Arbor, MI, Japan Automobile Research Institute, Inc., Karima, Tsukuba, Ibaraki, Japan, January 7, 1993. 6. Bruetsch, Robert I., "Cold Starting a Neat Methanol (M100) Vehicle with Long Duration Spark Ignition," EPA/AA/CTAB/89-05, June 1989. 7. Gardiner, D. P., V. K. Rao, M. F. Bardon, J. D. Dale, P. R. Smy, R.F. Haley, J. R. Dawe, "Sub-Zero Cold Starting of a Port- Injected M100 Engine Using Plasma Jet Ignition and Prompt EGR," SAE Paper 930331, presented at the International Congress and Exposition, Detroit, MI, March 1-5, 1993. <xref image="9100RS4X.TIF|V3|2011:01:26:04:53:01.00|23847|0"> image: </xref> ------- Appendixes <xref image="9100RS4Y.TIF|V3|2011:01:26:04:53:02.00|1014|0"> image: </xref> ------- Appendix A: Ultrasonic Atoaizer Systea Location <xref image="9100RS4Z.TIF|V3|2011:01:26:04:53:03.00|1918|0"> image: </xref> ------- A-l Idle control valve First idle valve Type C Ultrasonic Atomizers nounted in locations "B" and "E" Intake manifold Equipment location of Ultrasonic Atomizer <xref image="9100RS50.TIF|V3|2011:01:26:04:53:05.00|24734|0"> image: </xref> ------- A-2 Radiator Intake U.S. Injector Main Injector Engine 2L,4cyc. 4cyl.SI Metrtanol EFI Exhaust Trig. Sig. Boost Pres. Water Temp. Starter Sig. etc. A/F Analyzer for detect combustion (4ch) Fuel Inj. Controller <xref image="9100RS51.TIF|V3|2011:01:26:04:53:06.00|9980|0"> image: </xref> ------- Appendix B: Starting Procedure Flow Diagram <xref image="9100RS52.TIF|V3|2011:01:26:04:53:07.00|1788|0"> image: </xref> ------- B-l Injectlc n Control Selector Auto HMter of U.S. Injector Sw. ON Engine Start below 10 sec king Check System Yee Starter Sw. OFF _L J Heater of U.8. Inlector Sw. OFF Iq. Sw. OFF Fuel Control System | Stop Test Procedure <xref image="9100RS53.TIF|V3|2011:01:26:04:53:08.00|15303|0"> image: </xref> ------- Fiji. EVALUATION METHOD FOR COLD STARTABILITY BATTERY VOLTAGE f • 1 CRANKINC f fcA A A AA/ULA/^ « T1 <0~- • Fi 'AIJSE | yT I / sufficient Burning vJU--^ T2 •H. 13 ' w K> TIME (SEC) TEST CYCLE: 10SEC. CRANKING ANPIOSEC PAUSE f FIRST BURNING TIM E=T1 +T2 I SUFHCIENT BURNING TIME sT1+T3 *- /must be x 6; CO sec. C 6 cycle*) l'f«««lHS TV-OOtl {or <xref image="9100RS54.TIF|V3|2011:01:26:04:53:10.00|17771|0"> image: </xref> ------- Appendix C: Engin* and Fu«l Specifications <xref image="9100RS55.TIF|V3|2011:01:26:04:53:11.00|1754|0"> image: </xref> ------- ingine Type ine output (ps/rpm) ©Displacement (cc) ©Compression ratio supply system Type Water cooled inline 4 cylinder type 135/5,800 1,958 10.5 Electronically controlled fuel injection system Near neat methanol M85 M V* M N so o 3 0 1X1 to 01 >- ta o m • ru <xref image="9100RS56.TIF|V3|2011:01:26:04:53:12.00|18784|0"> image: </xref> ------- SW UfXHZHC AB9 MARXRXU0 CO. CUSTOM PRODUCTS GR0UF C-2 CUSTOMER: SUN 1015150 & MARKETING CO. P.O. NO.: PH 2/9/90 PRODUCT: SOT MS* DATX SHIPWD: 2/9/90 SATCHNO.: 9001033 SPXC1FICATIONS PRODUCT: M83 (83% MTOANOt / 13% GASOLZ5I) Gr«viey, 'API, ASTM 0287 Specific Grcriey, «0«/«0* toy Volua* Mellat, by VoluM, Hydrocarbon Coopocieioa, Vol. ASTM D1319 ATOMtie* R«td V«por Pt««»ur«, p«i ASTM D323 Autom»c»d DiJtilUtlott iMidUft. .ASTM D86 L**d( Orgaaie f/litor, : ASTM 03229, 02599 Sulfur, We. %, ASTM D2«22 Pho«pboruaf f/litar, ASTM D3231 W«c«. by Voluao, AJTM 1203 Acidity, V€.%, ASTM OUU ToeAl Chloride Concoac, Orgxnio And Inorpnto* ASTM 03120 Hydrofra. W»fe %\ ASTM 03343 CAxboa, 47.4 0.7909 84.0 RAport Report 83 ±1 30. S 12.0 1.0 0.000 0.0009 0.0002 0.0493 Cl««r/Roaof«aou« 0.0013 0.0002 12.43 43.42 43.29 25-40% 7.0-13.0 1.0% MAX. .003 MAX. .01 MAX. .0002 MAX. 0.3% MAX. CloAr/Boaogonou* 0.003% MAX. .0002% MAX. Report Ropore Sunoco rrooucw 2,344716*4 900BAC8OAS P«« 21* **71643 Cuatoa <xref image="9100RS57.TIF|V3|2011:01:26:04:53:15.00|32816|0"> image: </xref> ------- INTERSTflTE OdlCflL. TO TQi 412 981 3363 C-3 13136684573 P. 02 OCT 10. 1991 6144AM P.0t METHANOL Mettanc/ /t • char, mfawhto alcohol with 9 mild odor. Auctions foe/weft oxftfofto dohydrogonatlon to form formoldthydo and add catalyzed addition to /sodufyfent to form the octon* enhancer MTSf. high ntto of oxygw to C9rt)on9l9orwK$ In wwllwtaolvtnt proportion SyrvryrMMelW alcohol, Wood akohol 99.99 190 miry LYON 5204 einanot wf aorn LVQVS204 ^S. OJXmax ASTM D1364 ^ASTM 01613 0.003 mat . w/% LYON 5195 Passes UON 6 &$VimiQn Rings, ^C HrtmcartoratvM9C&&v 1722 Nor> vfa»aa>. wi% 0.00 mar ASTM ASTM 1296 Time, . SOmin ASTMD1383 CNorkm <0.5<aom yONi Aor? LVONt <0.fflcm StHPFINBifFOMt/SnOltJ 1, 4. true*. SAffTYAKOHAHOim: «tf* 0*9* Wd 0MC «OI <xref image="9100RS58.TIF|V3|2011:01:26:04:53:35.00|76875|0"> image: </xref> ------- |
Författare: | ahto [ sön 12-12-16 15:03 ] |
Inläggsrubrik: | Re: EPA rapport: Cold Starting Alcohol Eng With Fuel Atomiza |
Maybe some of you remember what I told few years ago about fuel droplet size affecting ethanol cold start. We had setup where gasoline was injected into engine intake manifold through small volume wide angle full cone misting/fogging nozzle, during cold cranking. We used one setup with gear pump at pressure about 4 bar and another with vibration pump (so called ULKA pump from expresso coffe machine) at pressure close to 20 bar. At 20 bar fluid pressure, nozzle gave very fine fog like cloud at open space and at 4 bar more like mist with droplets. When testing these setupes at real world conditions 20 bar version gave much better cold start results. Cranking time was shorter and less attemptes to start engine where needed. |
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