DOE 1981 - Development of a Dual Fuel Alcohol-Gasoline

Final Project Report
D e p a r t m e no
t f E n e r g yA p p r o p r f a t e T e c h n o l o g y
SmalI Grants program
DOEGrant No. DE-FG48-80R801414
D R I P r o j e c t B u d g e tN o . S - 3 1 3 9 4
D e v e l o p m e notf a D u a ' lF u e l A l c o h o l / G a s o l i n e
V e h i c l e U s i n gE l e c t r o n j c F u e l I n j e c t i o n
- S u b m i t t e db y -
D e n v e rR e s e a r c hI n s t i t u t e
Unfversity of Denver
C h e m i c a al n d M a t e r i a l s S c i e n c eD i v Í s i o n
2450So. Gaylord
D e n v e r ,C o l o r a d o g 0 2 0 g
Príncipal Investjgator: Carl A. MacCarleyp
, E.
19 0ctober 1981
Datsun200SXConvertedby the DenverResear ch
Institute, U n i v e r s i t yo f D e n v e r to
,
Muti
l p' le Fuel llethanol
/Ethanol/Gasoli ne C a p a bI i t y .
Table of Contents
Section
Page
1.
Project Summary.
1
2.
D e t a i l e d T e c h n i c a lD e s c r i p t Í o n
2
2.I
T h e S t a n d a r dV e h i c l e
2
2.2
A l c o h o l F u e l T a n kI n s t a l l a t i o n
6
2.3
A l c o h o l F u e l P u m pa n d F u e ' ìS u p p ì yC o m p o n e n t s
B
2.4
Alcohol Fuel inject'ionSystem
11
2.5
Fuel Injector Selectjon
16
E m i s s í o n s ,F u e l E c o n o m ay n d P o w e r0 u t p u t T e s t R e s u l t s .
19
4.
Vehicle Service Record
28
5.
Areas For Future Studv
31
6.
A c k n o wel d g m e n t s
J5
7.
References
36
B.
Tablesand Fjgures
37
v.
A p p e n dxi
49
1.
Project Summary
A 1 9 8 1 D a t s u n2 0 0 S Xa u t o m o b i l e w a s m o d i f i e d t o e n a b l e i t
to operate on
e i t h e r m e t h a n o l ,e t h a n o l , o r g a s o ì i n e . T h e e l e c t r o n i c f u e l i n j e c t i o n s y s t e mo f
t h e v e h i c l e w a s m o d í f i e dt o p r o v i d e t h i s m u l t i p l e f u e l c a p a b i ì i t y , w i t h o p t i m u m
operation on each fuel.
T w o f u e l t a n k s a r e u s e d ; t h e e x i s t i n g g a s o ' l j n et a n k
a n d a n a l c o h o l f u e l t a n k w h i c h m a y c o n t a i n e i t h e r m e t h a n o lo r e t h a n o l .
Selection of
either
gasoline or
alcohol operation is
e l e c t r o n i c a ì ] y b y s i m p ' l yt h r o w i n g a s w i t c h i n s i d e t h e c a r .
accomp'lished
Selection of the
k i n d o f a l c o h o l t o b e u s e d , e i t h e r m e t h a n o lo r e t h a n o l , j s a c c o m p l i s h e db y
t u r n i n g a s e l e c t o r v a l v e i n t h e e n g i n ec o m p a r t m e n t .
C o m p a r a t i v ee x h a u s t e m i s s i o n s a n d f u e l e c o n o m yt e s t s w e r e p e r f o r m e do n t h e
vehícle using each of the three fuels.
Best energy efficiency and lowest
e x h a u s t e m i s s i o n sw e r e a c h i e v e d s i m u ì t a n e o u s ' l u
y s ' i n gm e t h a n o l . E t h a n o l w a s
s e c o n d i n b o t h c a t e g o r i e s , a n d g a s o ' l i n ea c h i e v e d j n f e r i o r
e m i s s i o n sc o m p a r e d
to both alcohols.
efficiency and
2.
D e t a í l e d T e c h n i c a lD e s c r i o t i o n
2.I
T h e S t a n d a r dV e h i c l e
A 1 9 8 1 D a t s u n 2 0 0 S Xa u t o m o b i ' l em a n u f a c t u r e db y N i s s a n M o t o r C o m p a n o
yf
J a p a n w a s s e l e c t e d f o r t h i s c o n v e r s i o n . I t s s e l e c t i o n w a s b a s e du p o n s e v e r a l
technical critería:
o
It
uses a pu'lse duration contro'l1ed, exhaust oxygensensing feedback
c o n t r o l l e d e l e c t r o n ' i c f u e l i n j e c t Í o n s y s t e m ( t h e B e n d ' i x , / B o s cLh- J e t r o n i c
S y s t e mm a n u f a c t u r e db y J E C Si n J a p a n ) .
o
It
i s t h e l e a s t e x p e n s i v ev e h i c l e u s i n g t h e L - J e t r o n i c i n j e c t i o n s y s t e m
( s e v e r a ' l m o r e e x p e n s ' i v ev e h i c l e s a r e a v a i r a b l e , a r r o f f o r e i g n
manufacture).
o
I t u s e s t h e r e c e n t l y i n t r o d u c e dN A P S - Z
( N i s s a n A n t i p o l l u t i o n S y s t e m )f o u r
cylinder engine which achieves improvedfuel
utilization
by high
t u r b u l e n c e , f a s t b u r n c o m b u s t i o nm a d ep o s s ' i b ì e b y t h e u s e o f t w o s p a r k
p ' l u g s p e r c y ' l i n d e r a n d a u n ' i q u ec o m b u s t i o nc h a m b e rg e o m e t r y .
o
T h e h a r d t o p m o d e l o f t h e 2 0 0 S Xe a s i l y a c c o m m o d a t et h
se addition of an
alcohol fuel tank in the trunk.
o
Certain fuel
i n j e c t ' i o n s y s t e m c o m p o n e n t sa n d e n g i n e c o m p o n e n t sw e r e
d e s i g n e df o r t o l e r a n c e o f w a t e r c o n t e n t i n t h e g a s o l i n e , w h i c h e a s e s t h e
t a s k o f e n s u r j n gc o m p a t i b ì l i t yw i t h a l c o h o l f u e l s .
R e g r e t t a b l y , a U . S . m a n u f a c t u r e da u t o m o b i l er + a sn o t a v a i l a b l e w i t h t h e
requìredtechnícal features to permit the conversion.
The official
E P Ae s t i m a t e d f u e l e c o n o m yr a t i n g o f t h e 2 0 0 S Xi s 2 8 m i l e s
p e r g a ] i o n o f g a s o l i n e , w h i c h i s a n i n t e r m e d j a t er a t i n g i n j t s v e h i c l e c l a s s ,
rangìng from 15 to 42 miles per gaìlon.
B e c a u s eo f i t s s o p h ' i s t i c a t e df u e l
Ínjectìon system and the use of a three-way exhaust cataìyst, the standard
v e h i c l e e x h a u s t e m i s s i o n sa r e n o t a b ' l y c ' l e a n a n d w e lI w i t h i n b o t h F e d e r a l a n d
C a li f o r n i a e m i s s i o n ss t a n d a r d s .
T h e N A P S - Z( 7 2 0 T y p e ) e n g i n e u s e d i n t h e 2 0 0 S Xi n c o r p o r a t e s a n u m b e ro f
features which make'it a good candidatefor alcohol operation. This engine
a c h i e v e s v e r y r a p i d c o m b u s t i o nb y t h e u s e o f t w o s p a r k p l u g s p e r c y ] . i n d e r , a n d
a n i n t a k e p o r t a n d c o m b u s t i o nc h a m b e rd e s j g n e d f o r h i g h t u r b u l e n c e .
N.issan
e n g i n e e r s r e p o r t a 3 0 %i m p r o v e m e n itn f u e l e c o n o m yo f t h e 2 2 0 e n g í n e c o m p a r e d
to its
i m m e d i a t ep r e d e c e s s o r ,t h e L 2 0 B e n g i n e . B o t h e n g i n e s a r e i n - l i n e
o v e r h e a dc a m , f o u r c y 1i n d e r e n g ' i n e sw i t h a d i s p ì a c e m e n to f 1 , 9 5 2 c m 3 . B o t h
h a v e b o r e a n d s t r o k e o f 8 5 a n d 8 6 m mr e s p e c t i v e ì y a n d a c o m p r e s s i o nr a t i o
of
8.5.
A p p r o x i m a t e ì ya I 0 % i m p r o v e m e n tí n f u e l e c o n o m yi s a s s í g n e d t o t h e
i m p r o v e d c o m b u s t i o ns y s t e n r ,w h i j e t h e r e m a j n i n g 2 0 % i s d u e t o t h e c o m b i n e d
e f f e c t s o f t h e e l e c t r o n i c f u e l i n j e c t i o n s y s t e m ,o p t i m i z e d i g n i t - i o n t i m i n g ,
an
a d v a n c e de x h a u s t g a s r e c í r c u l a t i o n s y s t e m , a n d v e h i c l e d r í v e t r a i n o p t j m i z a t i o n
t o m a t c ht h e e n g i n e c h a r a c t e r j s t i c s .
Due to the large fuel quantit'ies required and the poor atomization and
v a p o r i z a t i o n c h a r a c t e r j s t i c s o f a l c o h o l f u e l s , c o m b u s t i o ne f f i c i e n c y
can be a
p r o b l e m . T h i s i s e s p e c i a i l y t r u e d u r f n g c o l d e n g i n eo p e r a t i o n
conditjons. The
h i g h t u r b u l e n c e , f a s t b u r n s y s t e m o f t h e 7 2 0 e n g i n e i s a d v a n t a g e o u sf o r
alcohol
in this respect.
T h e 7 2 0 e n g i n e e m p ì o y sa s o p h Í s t i c a t e d f e e d b a c kc o n t r o l l e d E G R( e x h a u s t
g a s r e c i r c u l a t i o n ) s y s t e mw h i c h a l l o w s t h e r e c i r c u l a t i o n o f
e x h a u s tg a s i n t o
the intake manifold up to 20% of
intake charge composition. Spec.ia'l
consideration has been gÍven to ensuring that the cy'linder-to-cyìinder
d i s t r i b u t i o n o f t h e e x h a u s t g a s i s u n i f o r m . I n t y p i c a ' l e n g ' i n e s ,a p r a c t i c a l
E G Rl i m i t
j s o n l y 5 % . E G Ra l l o w s i m p r o v e dt h e r m a l
efficiency (and thus fuel
e c o n o m yb
) y e f f e c t í v e 1 y r e d u c i n g p u m p i n gl o s s e s j n t h e e n g i n e , p r o v i d e d t h a t
c o m b u s t j o nq u a l i t y i s n o t d e g r a d e d . T h e f a s t - b u r n f e a t u r e s o f t h e e n g i n e a l l o w
a h i g h e r E G Rl i m i t b e f o r e t h e o n s e t o f c o m b u s t i o nq u a ' l i t y d e g r a d a t j o n . E G R
also reduces N0* exhaust emissìons by decreasing the peak combustion
temperatures.
B o t h m e t h a n o la n d e t h a n o l h a v e w i d e r u s a b l e f l a m m a b i l i t y l i m i t s t h a n d o e s
gasoìine.
This is notably true of the lower limit which is approximateìy
Ø = 0 . 7 f o r m e t h a n o. l
(ø is defjned as the ratio of the actual molar fuel-air
r a t i o t o t h e c h e m i c a ' l 1cyo r r e c t o r " s t o ' i c h i o m e t r i c "f u e l - a i r r a t î o . )
Although
s p e c i f i c d a t a h a s n o t b e e n t a k e n , i t i s a s s u m e tdh a t t h i s l o w e r l e a n - b u r n l i m i t
f o r a 1 c o h o l f u e l s í s í n d i c a t i v e o f a g r e a t e r t o l e r a n c e f o r E G Rp r i o r t o
c o m b u s t i o nq u a l i t y d e g r a d a t i o n . T h u s , t h e j n c r e a s e d E G Rf l o w r a t e p r o v í d e d o n
t h e 7 2 0 e n g Í n e i s c o n s j d e r e da p o s i t i v e f e a t u r e f o r a l c o h o l o p e r a t i o n .
The intake manifold legs (or runners) on the 720 engine contain water
h e a t i n g p a s s a g e se x t e n d í n g b a c k a p p r o x i m a t e ' l y6 c m f r o m t h e j n t a k e p o r t , u p
each leg.
T h e s e p a s s a g e sa r e f e d b y e n g i n e c o o l a n t t h a t b y p a s s e s t h e
t h e r m o s t a t , s o t h e y a r e h e a t e d r a p ' i d l y d u r i n g t h e e n g i n e w a r m - u pp e r i o d .
Thjs
m a n i f o l d h e a t i n g f e a t u r e j s d e f i n i t e ' l y a d v a n t a g e o u fso r t h e i m p r o v e m e not f f u e l
v a p o r i z a t j o n a n d t h e p r e v e n t i o n o f f u e j c o n d e n s a t i o no n t h e l o w e r m a n j f o ì d ì e g s
w h e n u s í n g m e t h a n o lo r e t h a n o l . T h e a l c o h o l f u e l i n j e c t i o n s y s t e m( w h i c h w í l l
b e d í s c u s s e dì a t e r ) i n j e c t s f u e l p a r t i a ] ì y a g a i n s t t h e b a c k o f t h e i n t a k e
v a l v e s , a n d p a r t i a l ' l y o n t o t h e h e a t e ds u r f a c e s o f t h e l o w e r m a n i f o l d ì e g s .
T h e 2 0 0 S Xu s e s a J E C S( B e n d i x / B o s c hl i c e n s e d ) e l e c t r o n i c f u e l í n j e c t i o n
system. Ïndividual electronical'ly actuated fuel Ínjectors are used for each
cy'linder. A constant fuel pressureis supplied to the injectors, and the fuel
q u a n t i t y i s m e t e r e db y t h e e l e c t r o n i c p u l s e d u r a t i o n t h a t a c t u a t e s e a c h
Ínjector.
revolution.
All
i n j e c t o r s a r e a c t u a t e d s i m u l t a n e o u s l y ,o n c e e v e r y e n g i n e
Thus each injector is actuatedtwice for every jntake cycle.
4
I n j e c t i o n t i m i n g i s t r i g g e r e d f r o m t h e s a m ee l e c t r o m a g n e t i cp i c k u p a s i s t h e
i g n i t i o n t i m i n g , l o c a t e d i n t h e e n g i n ed i s t r i b u t o r .
(ECU) provides the injector
An electronic control unit
a c t u a t i o n p u ' l s e s , a n d c o m p u t e st h e a p p r o p r i a t e
p u l s e d u r a t i o n ( a n d t h u s f u e ' l q u a n t i t y ) b a s e du p o n t h e i n p u t s o f s e v e r a ì e n g i n e
t r a n s d u c e r s . S e n s o r sa r e u s e d f o r j n t a k e a i r f i o w , i n t a k e a i r t e m p e r a t u r e ,
coolant temperature, throttle
position, and exhaust oxygen content.
The
e x h a u s t o x y g e n s e n s o r i s a n o t e w o r t h yf e a t u r e o f t h e s y s t e mb e c a u s ei t a l l o w s
f e e d b a c kc o n t r o l o f t h e i n j e c t i o n s y s t e mi n o r d e r t o m a i n t a i n a s t o i c h i o m e t r i c
(Ø = I)
fuel-air ratio under ajl conditÍons (except during cold starting and
hard accelerationtransients).
T h e p r e s e n c eo f o x y g e ni n t h e e x h a u s t i n d i c a t e s
that the fuel-air ratio is on the lean sjde of stoichiometric (ø ( f).
The ECU
c o r r e c t s f o r t h i s b y i n c r e a s i n gt h e p u l s e d u r a t i o n s u f f i c i e n t ì y * t o r e s t o r e t h e
Ø = I condition.
If
n o o x y g e ni s p r e s e n t i n t h e e x h a u s t , t h e E C Ub e g i n s t o
s h o r t e n t h e p u l s e d u r a t i o n s , t h u s l e a n i n g t h e f u e i - a i r r a t i o u n t i l s o m es m a l l
o x y g e n c o n t e n t i s d e t e c t e d . I n n o r m a l o p e r a t i o n , t h e s y s t e md i t h e r s a b o u t t h e
Ø = I m i x t u r e w i t h a c y c l e t i m e o f a b o u t o n e s e c o n d . T h i s f e e d b a c kc o n t r o l
f e a t u r e e n s u r e s t h a t a s t o i c h i o m e t r i c f u e l - a i r r a t j o ' i s m a i n t a i n e dr e g a r d l e s s
o f v a r i a t i o n s i n t h e f u e l p r o p e r t ì e s , f u e l p r e s s u r e ,o r a ' i r d e n s i t y . T h i s . i s
required for the use of a three-way (oxidation and reduction) type exhaust
c a t a ì y s t , w h ' i c hs i m u l t a n e o u s ' l yr e d u c e sH C , C 0 a n d N 0 * e m i s s i o n so n ì y i f t h e
f u e l - a i r r a t í o o f t h e e n g i n e i s p r e c i s e l y m a i n t a i n e da t Ø = 1 .
T h i s f e e d b a c k c o n t r o l f e a t u r e i s a d v a n t a g e o u sf o r a l c o h o l o p e r a t ' i o nf o r
t h e s a m er e a s o n s a s f o r g a s o l i n e . A m o r e s u b t l e , b u t v e r y i m p o r t a n t a d v a n t a g e
o f p r e c i s e f u e l - a i r r a t j o c o n t r o l , i s t h a t i t e n s u r e st h e p r e d i c t a b i ' l i t y o f t h e
ignition timing characterjstics of the engine. Variations in the fuel-air
r a t i o h a v e a s i g n i f i c a n t e f f e c t o n c o m b u s t i o nc o m p l e t i o nt i m e , a n d t h u s o n
o p t i m u mi g n i t i o n t i m i n g .
T h j s p r o v i d e s a n i m p o r t a n t a d v a n t a g ef o r a l c o h o l
o p e r a t i o n o f t h e e n g ì n e , s i n c e t h e o p t i m u mi g n i t i o n t i m i n g c u r v e m u s t b e
e x p e r i m e n t a ' l l yd e t e r m i n e do v e r a r a n g e o f e n g i n e o p e r a t i o n a l c o n d j t j o n s , a n d
t h e n i s e x p e c t e dt o r e m a i n i n t a c t t h e r e a f t e r .
2.2
A i c o h o l F u e ' l T a n k I n s t a ' lI a t i o n
Ï h e e x i s t i n g g a s o ì i n e t a n k w a s r e t a i n e d i n i t s n o r m a l l o c a t i o n b e n e a t ht h e
floor of the trunk in the rear section of the vehicle.
A t a n k f o r s t o r a g e o f t h e a l c o h o l f u e l ( e i t h e r m e t h a n o lo r e t h a n o ì ) w a s
i n s t a l l e d i n t h e t r u n k , a b o v e a n d s l i g h t ì y f o r w a n do f t h e l o c a t i o n o f t h e
gaso'line tank.
F i g u r e 1 s h o w st h e l o c a t j o n o f t h e a l c o h o l t a n k Í n a p h a n t o m
víew of the vehicle.
A racing-type ATL (Aero Tech Laboratories) fuel cell was
selected for use as the alcohol fuel tank.
It
i s s p e c i f i c a l l y d e s i g n e df o r
s t o r a g e o f m e t h a n o l ,w h î c h i s a p o p u l a r r a c i n g f u e ì , a n d j t
numberof safety features whjch allow it
i n c o r p o r a t e sa
to withstand severe accident
situations wjthout loss or ignition of the fuel.
Its capacity is 22 gallons,
which was chosento provide a range similar to that provided by the 14 ga'llon
gasoìÍne tank.
The fuel cell contains an jnternal bladder which collapses
w i t h o u t r u p t u r i n g i n t h e e v e n t o f t h e t a n k b e i n g c r u s h e di n a n a c c j d e n t .
l . / i t h ' i n t h e b l a d d e r i s a s e m i - r i g i d , o p e n - c e l i u r e t h a n e f o a mw h i c n s u p p r e s s e s
f u e l s ' l o s h i n g a n d r e d u c e s f u e l ' l e a k a g ei n t h e e v e n t o f a p u n c t u r e o f t h e
bladder.
Both the fuel filler
n e c k a n d t h e t a n k v e n t c o n n e c t i o nc o n t a i n
gravity check valves which close in the event of vehicle rollover, to prevent
fuel leakage.
A s d e l i v e r e d , t h e u r e t h a n e f o a m j n t h e f u e l c e l l c o n t a i n e d a n u m b e ro f
volatile
s u b s t a n c e su s e d a s f o a m p ì a s t ' i c i z e r s .
I n t h e p r e s e n c eo f e i t h e r
m e t h a n o lo r e t h a n o l , t h e s e a r e l e a c h e d f r o m t h e f o a m i n t o s o l u t i o n j n t h e
alcohol.
S a m p ' l e so f t h e f o a m w e r e t e s t e d i n t h e l a b o r a t o r y u s i n g a c t u a l
m e t h a n o la n d e t h a n o l f u e l s a m p l e s . U p t o 3 % o f t h e w e j g h t o f t h e f o a mw a s
f o u n d t o b e r e m o v e dd u r i n g a l c o h o l e x t r a c t í o n .
The presence of these
s u b s t a n c e s i n t h e a l c o h o l c a n p o t e n t i a ' l' l y c a u s e t h e b l o c k a g e o f t h e i u e l
i n j e c t o r s , o r t h e f o r m a t i o n o f g u m md
yeposits in the fuel system. Their effect
o n t h e f u e ' l p r o p e r t i e s o f e f t h e r m e t h a n o lo r e t h a n o l i s u n k n o w n . p e r h a p s g u m m y
d e p o s í t s c o u l d f o r m i n t h e u p p e rc y l i n d e r o f t h e e n g i n ea l s o .
Ï t w a s f o u n d t h a t b y p r e - c o n d i t i o n i n g t h e f o a m w i t h a w e e k - ] o n ga l c o h o l
e x t r a c t i o n p r i o r t o i t s i n s e r t i o n i n t h e f u e l c e ì 1 , a l m o s ta l l o f t h e s o l u b l e
materfals could be removed. The foam still
after
this
r e t a i n e d a c c e p t a b l ep ' l . i a b i l i t y
extraction, aìthough the long-term integrity
of the foam may be
r e d u c e d . T h e l a b o r a t o r y r e p o r t o n t h e a n a ì y s i s o f t h e f o a m a n d f u e l s a m p l e si s
i n c l u d e d i n A p p e n d i xI .
A s t e e l s u p p o r t f r a m e w a s c o n s t r u c t e d f r o m 1 " a n g l e i r o n f o r m o u n t i n gt h e
fuel cell ín the trunk of the vehicle.
The frame is bolted to the trunk floor
i n f o u r p ì a c e s , a n d r u b b e r s h o c k i s o l a t i o n m o u n t sa n d s t r e s s d í s s i p a t i o n p l a t e s
a r e u s e d a t e a c h o f t h e m o u n t j n gp o i n t s .
I n t h e u n m o d i f i e dv e h i c l e , t h e o n l y b a r r i e r s b e t w e e nt h e t r u n k a n d t h e
rear seat are thjn sheets of pressboard. To further ensure the safety of
m o u n t i n gt h e a l c o h o j f u e l t a n k i n t h e t r u n k , t h e t r u n k w a s i s o l a t e d f r o m t h e
p a s s e n g e rc o m p a r t m e n b
t y the installation
forward sections of the trunk.
of sheet stee'l barriers in the
A l l j o i n t s b e t w e e nt h e s h e e t s t e e l b a r r i e r s a n d
t h e v e h f c l e b o d y a n d f r a m e p a n e ' l sw e r e s e a l e d w i t h h i g h t e m p e r a t u r es i l í c o n
sealant to ensure against possible fuel vapor intrusjon into the passenger
c o m p a r t m e n itn t h e e v e n t o f a l e a k f r o m t h e a l c o h o l f u e l t a n k o r f u e l s y s t e m
p ' l u m bni g .
Refilìing
the alcohol tanking requires openingthe trunk.
This ís
c o n s i d e r e da c o m p r o m i s e
i n t h e o r i g i n a ì d e s i g n , b u t ì s c o m m o pn r a c t i c e o n
s e v e r a l E u r o p e a nm a n u f a c t u r e dc a r s .
The alcohol tank occupiesthe majority of
t h e t r u n k a r e a , a ' l t h o u g ha p p r o x i m a t e ì y f i v e c u b i c f e e t o f u s a b l e t r u n k a r e a
r e m a i n s b e t w e e nt h e t a n k a n d t h e r e a r o f t h e t r u n k .
The spare tire remajnsin
the trunk in its normallocation under a panel in the trunk floor, with a
c o n f o r m a l n e c e s sp r o v ' i d e d i n t h e g a s o l i n e t a n k b e n e a t hi t .
tank is located abovethe forward half of the spare tire,
unbolt and slightly lift
sparetire.
Since the alcohol
it
i s n e c e s s a r yt o
t h e a l c o h o l f u e l t a n k f r a m e i n o r d e r t o r e m o v et h e
T h i s i s v e r y i n c o n v e n i e n ta n d i s c o n s i d e r e da n e x p e r i m e n t a ld e s i g n
compromi
se.
2.3
A l c o h o l F u e l P u m pa n d F u e l S u p p l v C o m p o n e n t s
After evaluation of the alcohol compatíbi'lityof several high pressure
e l e c t r i c f u e l p u m p s ,o n ' l y o n e p r o v e d t o b e b o t h r e l i a b l e j n a u t o m o t i v es e r v i c e
and capableof handling a'lcoholfuels.
T h e p u m ps e l e c t e d i s a n e a r ' l y - s t y ' l e
B o s c hr o t a r y v a n e f u e l p u m pm a n u f a c t u r e df o r o n ' l y n j n e m o n t h sj n 1 9 6 7 a n d 1 9 6 8 .
It was used on the first
B o s c hf u e l ' i n j e c t e d c a r s , t h e 1 9 6 8 V o ' l k s w a g eVna r j a n t
m o d e l s . T h e d i s t i n c t j o n b e t w e e nt h i s f u e l p u m pa n d a ì ' l o t h e r a v a i l a b l e p u m p s
is in its
"dry motor" construction.
commod
nesign practice jn all
fuel
i n j e c t i o n t y p e e l e c t r i c f u e l p u m p si s t o c i r c u l a t e t h e f u e l a r o u n dt h e m o v i n g
parts of the electric motor.
This provides cooling for the motor, whjch
d i s s ' i p a t e s c o n s i d e r a b l e h e a t d u r i n g e x t e n d e do p e r a t ' i o n . T h e s t a n d a r d g a s o l i n e
f u e l p u m po f t h e D a t s u n2 0 0 S Xi s o f t h i s t y p e .
T h e i n t e r n a l c å m p o n e n to
sf the
m o t o r a r e c o m p a t i b l ew ' i t h g a s o l j n e . T h e y a r e n o t , h o w e v e r ,c o m p a t i b l ew i t h
e i t h e r m e t h a n o lo r e t h a n o l .
M e t h a n o lw a s f o u n d t o c a u s e s w e l l i n g o f a r m a t u r e
w ' i n dn
i g s i n s e v e r a l " i . / e t m o t o r " p u m p st e s t e d .
Methanol al so causes the
formation of a hard black copper oxide coatjng on the surface of the copper
aì1oy commutatoo
r f the motor. This oxíde is an insulator which prevents
proper electrical
c o n t a c t b e t w e e nt h e g r a p h i t e b r u s h e s a n d t h e c o m m u t a t o r . I f
the methanol contains a considerable percentage of water, ìt
may be
e i e c t r í c a ì ' l y c o n d u c t i v e e n o u g ht o i n t e r n a l l y s h o r t t h e m o t o r . G a s o l i n e , b y
c o m p a n i s o nw, i l l n o t a b s o r b s i g n i f i c a n t a m o u n t so f w a t e r a n d i s c o n s i s t e n t ' l ya n
insulator.
C e r t a i n e l a s t o m e r sa n d p i a s t i c c o m p o n e n t si n " w e t m o t o r r rp u m p sv / e r e
a l s o f o u n d t o b e a f f e c t e d b y m e t h a n o l . S o m ed e g r e e o f s w e l l i n g a n d s o f t e n . i n g
o f c e r t a i n s e a l m a t e r i a l s b / a sn o t i c e d .
T h e u s e o f a I ' d r y m o t o r t ' p u m pa v o i d s m o s t o f t h e s e p r o b ' l e m s i n c e t h e f u e l
d o e s n o t c o n t a c t t h e m o t o r c o m p o n e n t s . O n ì y t w o " d r y m o t o r , ' p u m p sw e r e f o u n d
t o m e e t t h e p r e s s u r e a n d f ' l o w r a t e r e q u i r e m e n t so f t h e f u e l i n j e c t i o n s y s t e m .
T h e s e w e r e t h e p r e v i o u s ' l y m e n t i o n e dB o s c h p u m pa n d a M o d e l V 2 - 3 0 3g e a r - t y p e
p u m p m a n u f a c t u r e db y M i c r o p u m pC o r p o r a t i o n . T h e V 2 - 3 0 3 p u m pi n c o r p o r a t e s
graphite fiber fílled
sealíng plate-
Teflon gears rotating agaínst a Type316 stainless steel
A f t e r a p p r o x i m a t e l yo n e h o u r o f m e t h a n o lo p e r a t . i o no n t h e t e s t
b e n c h , t h e p u m pb e g a nd i s c h a r g i n ga b l a c k d e p o s i t w h i c h p r o m p t l y c ì o g g e da f u e l
filter jn t,he test system.
A n a ì y s i s w a s p e r f o r m e d o n t h e d e p o s ' i t u s i n g a n E D A Xe n e r g y d i s p e r s i v e
X-ray ana'lysis system in order to determine the origin of the deposit.
The
deposit was found to be small particles of type 316 stainless steel whichwere
abraded from the sea'lÍng plate by the graphite filled
reflon gears.
Apparently, the poor lubrication propertíes of the methanolaggravated
the
a b r a s i o no f t h e e n d g r a i n g r a p h í t e f i b e r f i l a m e n t s a g a i n s t t h e s t a i n l e s s s t e e l .
A s t h e s e a ì i n g p ' l a t e w o r e , t h e p u m pp e r f o r m a n c ed e g r a d e dr a p i d ì y u n t i l
it
f a i l e d t o p r o d u c ea d e q u a t ep r e s s u r e a f t e r a p p r o x i m a t e l yt w o h o u r s o f o p e r a t i o n .
T h e o l d - s t y ' l e B o s c hp u m pi s a r o t a r y v a n e d e s i g n i n w h i c h c a r b o n s t e e l
r o l l e r s r u n a g a i n s t a n o d i z e da l u m i n u ma l l o y s u r f a c e s o f t h e v a n e c h a m b e r . N o
d e g r a d a t i o n o f p u m pp e r f o r m a n c ew a s n o t j c e d a f t e r e i g h t h o u r s o f c o n t i n u o u s
o p e r a t i o n o n m e t h a n o l . T h r e e o f t h e s e p u m p sw e r e o b t a i n e d f r o m a u t o s a ì v a g e
yards.
A l l w e r e u s a b l e , a l t h o u g h t h e j r p r e v ' i o u ss e r v i c e r e c o r d s w e r e u n k n o w n .
R o b e r t B o s c h , L t d . h a s n o t p r o d u c e d t h í s p u m ps i n c e 1 9 6 8 a n d c o u l d n e i t h e r
supply newunits nor provide information on ít.
The accumulationof a white granuiar deposit was observed in the vane
c h a m b e ro f o n e o f t h e s e p u m p sa f t e r a p p n o x i m a t e l y2 4 h o u r s o f s e r v i c e o n t h e
t e s t b e n c h . E D A Xa n a l y s i s i n d i c a t e d t h a t t h e d e p o s i t w a s z i n c o x i d e , a n d w a s
n o t d u e t o d e g r a d a t i o no f e i t h e r t h e s t e e l r o l l e r s o r t h e a n o d i z e da l u m i n u m
w a l l s o f t h e v a n e c h a m b e r . T h e m o s t p r o b a b ' l es o u r c e s o f t h e z ' i n c a r e e i t h e r
t h e g a ' l v a n i z e df i t t i n g s
zinc fuel filter
u s e d o n t h e p u m p( w h i c h a r e r e m o v a b l e ) ,o r a d Í e - c a s t
body used in the test system. Removao
l f the galvanized
c o a t i n g o n t h e f i t t i n g s a n d r e p ì a c e m e nwt i t h a n i r i d i t e
w o u l d r e m o v et h e f i r s t
(iridium pìate) coating
s o u r c e , a n d s u b s t i t u t i o n o f a s t e e l o r a l u m i n u mf i l t e r
b o d y w o u l d r e m o v et h e s e c o n d s o u r c e , í f t h e a m o u n to f t h e d e p o s i t s b e c a m ea
prob'lem.
A pu]sation dampeneris required in the fuel line downstream
of the fuel
pumpfor removal of pressure pu'lses which might affect the fuel metering
c a p a b i ' l i t y o f t h e f u e l i n j e c t i o n s y s t e m . P u l s a t i o n d a m p e n e rm
s a n u f a c t u r e df o r
g a s o l i n e f u e l i n j e c t i o n b y e i t h e r B o s c ho r N i s s a nw e r e f o u n d t o b e a c c e p t a b l e
f o r e i t h e r m e t h a n o lo r e t h a n o l . N o f a i l u r e h a s y e t b e e n o b s e r v e di n e i t h e r t h e
test bench apparatus or the actual vehicle, although the synthetic rubber
d i a p h r a g m su s e d i n t h e s e u n i t s m a y e v e n t u a l ì y d e g r a d ei n a l c o h o l s e r v i c e . A
N i s s a nu n i t w a s u s e d i n t h e a l c o h o l c í r c u i t o f t h e v e h i c l e .
T h e f u e l p u m pa n d t h e p u ] s a t i o n d a m p e n ear r e i n s t a l l e d i n a v a c a n t s p a c e
b e h i n d t h e r i g h t r e a r q u a r t e r p a n e l . T h e y a r e a c c e s s i b l ef r o m i n s i d e t h e t r u n k
b y r e m o v a lo f a m e t a l c o v e r p l a t e .
fue'l filterlocated
The filter
the filter
Also located jn this section is a primary
i n t h e h o s e f r o m t h e a ' l c o h o lt a n k d r a i n t o t h e p u m pi n l e t .
h a s a g l a s s h o u s i n gw h i c h a l l o w s i n s p e c t i o no f r e s i d u e b u i ' l d u pi n
without disassemblv.
10
S e v e r a l s h e e t s o f p o ' l y u r e t h a n ef o a m s o u n d i n s u l a t i o n m a t e r i a l w e r e
i n s t a l l e d a r o u n dt h e a l c o h o l f u e l p u m pt o r e d u c en o i s e t r a n s m i s s i o n .
A d r a i n c o c k i s l o c a t e d a t t h e r ì g h t r e a r o f t h e v e h i c l e , b e ì o wt h e f u e l
p u m ps e c t i o n .
it
is protected from road dirt buiìdup by a splash plate.
drajn cock facilitates
Thjs
d r a i n i n g t h e a l c o h o l t a n k , w h i c h m a yb e r e q u Í r e d w h e n
switching from one type of alcohol to another.
T w o t y p e 3 0 4 s t a i n l e s s s t e e l 5 / 1 6 " 0 . D . t u b i n g f u e ' l ' ìi n e s a r e r u n p a r a ì ' l e i
to the existing gasoìine fuel ljnes from the tank to the engine compartment.
OneÍs used for fuel feed to the alcohol fuel rail of the engíne; the other is
used for fuel return to the tank.
With this type of injection system, fuel
recjrculates constantly from the tank to the engine and back to the tank.
2.4
A l c o h o l F u e l I n . ' i e c t ' i o nS v s t e m
I n o r d e r t o p r o v i d e f o r e n g i n e o p e r a t i o n o n m e t h a n o l , e t h a n o ' 1 ,o r
g a s o l i n e , a m e a n sf o r t h e s e l e c t i v e i n j e c t i o n o f e ' i t h e r g a s o l i n e o r a l c o h o l w a s
r e q u ir e d .
I n t h e s t a n d a r d L - J e t r o n i c i n j e c t i o n s y s t e mu s e d o n t h e v e h i c l e , f u e l i s
c i r c u l a t e d u n d e r p r e s s u r e t h r o u g h a f u e l r a i l w i t h b r a n c h e sf o r e a c h o f t h e
f o u r f u e l ' i n j e c t o r s . A t t h e e n d o f t h e f u e l r a i l j s a b a c k p r e s s u r er e g u ì a t o r
( B P R )w h i c h m a i n t a i n s a c o n s t a n t p r e s s u r e i n t h e f u e l r a i l ,
fuel to the fuel tank.
and returns excess
The flow rate of fuel in the fuel rail is alwaysin
e x c e s s o f t h e f u e l r e q u i r e m e n t so f t h e e n g i n e , s o t h a t t h e f u e l p r e s s u r e i s
m a i n t a i n e du n d e r a l l c o n d i t i o n s , a n d s o m ef u e l ' i s a ì w a y sr e t u r n e d t o t h e t a n k .
T h e b a l a n c e p o r t o f t h e B P R i s c o n n e c t e dt o t h e i n t a k e m a n i f o l d s o t h a t
a c t u a ' I 1 y , t h e a b s o l u t e p r e s s u r e i n t h e f u e l r a i l d o e s n o t r e m a i nc o n s t a n t , b u t
rather the differential
i s h e ld c o n s t a n t .
p r e s s u r e b e t w e e nt h e f u e l r a i l a n d t h e j n t a k e m a n i f o l d
As a resu'lt, the di f f erential pressure across each f ue'l
11
injector ís constant, which assures a consïstent pulse duratjon to fuel
d e ] i v e r y r e l a t i o n s h i p r e g a r d ' l e s so f v a r i a t i o n s i n t h e i n t a k e m a n i f o l d p r e s s u r e .
Ït
had been originally
p r o p o s e dt h a t a c o m m o fnu e l r a i l w o u l d b e u s e d t o
circulate either gasoline or alcohol.
for both fuels.
T h e s a m ef u e l i n j e c t o r s w o u l d b e u s e d
C o m p a r etdo t h e v o l u m eo f g a s o ' l i n ed e l i v e r e d b y e a c h i n j e c t o r ,
thís volume must be Íncreasedby factors of 1.56 for ethanol and 2.I7 for
m e t h a n o l . T h i s i n c r e a s e d f l o w r a t e w a s t o b e a c h i e v e d b y i n c r e a s ' i n gt h e f u e ì
rail
pressure for ethanoì, and by both jncreasing the fuel rai'l pressure and
m o d i f y i n g t h e E C Ut o i n c r e a s e t h e p u l s e d u r a t i o n p e r i o d s f o r m e t h a n o l . T h e
a d v a n t a g eo f t h í s a p p r o a c h i s t h a t n o a d d i t i o n a l f u e l i n j e c t o r s w o u l d b e
r e q u i r e d a n d t h a t n o r e - r o u t í n g o f e x i s t i n g f u e l i n j e c t i o n c o m p o n e n tasn d l i n e s
would be needed.
T h e d í s a d v a n t a g e so f t h i s a p p r o a c hw e r e d e s c r i b e d i n t h e f Í r s t
report.
quarter'ly
The pressure increase required to flow ethanol through the gaso'l'ine
i n j e c t o r s a t t h e r e q u i r e d r a t e w o u l d b e 9 5 p s i c o m p a r e dt o 3 6 p s i f o r g a s o l i n e .
T h e m a x i m u mp u l s e d u r a t i o n t h a t c a n b e g e n e r a t e d b y t h e E C Ui s 1 0 . 0 m s .
A ì t h o u g h u n d e r s t e a d y s t a t e c o n d i t i o n s , t h e e n g i n e n e v e r r e q u i r e s m o r et h a n a
7.8 ms puìse duration, the 10.0 ms pulse js requíred for sharp acceleration
transients and for cold starting the engine. Thus, extendÍngthe pulse
d u r a t i o n b y a c o n s t a n t f a c t o r f o r m e t h a n o lo p e r a t i o n w o u l d b e d e l e t e r i o u s t o
b o t h t h r o t t ' l e r e s p o n s ea n d e n g i n e c o j d s t a r t i n g a b i l r ' t y .
m o d i f y t h e E C Ut o e x t e n d t h e 1 0 . 0 m s u p p e r l i m i t ,
It
ís possible to
b u t t h i s c a u s e sa n e n g i n e
speed'limitation since the maximum
t i m e a v a i l a b l e f o r i n j e c t i o n d e c r e a s e sw i t h
ì n c r e a s i n g e n g i n e s p e e d . A t 6 , 0 0 0 R P M ,t h e m a x j m u m
tjme avajlable for
i n j e c t i o n i s 1 0 . 0 m s . E v e nw i t h t h e 9 5 p s i f u e l p r e s s u r e , t h e e n g i n e s p e e d
w o u l d b e l f m í t e d t o 4 , 3 1 0 R P Mu n d e r m a x i m u m
load conditions for methanol
o p e r a t io n .
12
A t r a n s ì t i o n p e r i o d w o u l d o c c u r w h e n s w ' i t c h i n gf r o m g a s o l i n e t o a l c o h o l
(or the reverse), during which time the fuel rail and fuel 'injectors are being
d r a i n e d o f o n e f u e l a n d f i l l e d w ì t h t h e n e wf u e l .
B e c a u s eo f t h e v e r y 1 o wf u e l
f'low rates at engine idle conditions, this transjtion períod might extendfor
several seconds. During this perÍod, the old fuel would be injected at the
r a t e r e q u i r e d f o r t h e n e wf u e l .
I f a g a s o l i n e t o m e t h a n o lt r a n s i t i o n ' i s m a d e ,
t h e r e m a i n i n gg a s o ì i n e i n t h e ' i n j e c t o r s w o u l d b e i n j e c t e d a t m o r e t h a n d o u b l e
its
correct rate.
The engine would run extremely rich, or stall.
If a
m e t h a n o l t o g a s o l i n e t r a n s i t i o n í s m a d e , t h e r e m a i n i n g m e t h a n o li n t h e
injectors would be injected at jess than half its correct rate.
its fìammability limit,
s o t h a t t h e e n g í n ew o u l d s t a l l .
This js below
It wouldbe necessary
t o c r a n k t h e e n g i n e f o r s e v e r a l s e c o n d su n t i l t h e o l d f u e l i s d r a i n e d f r o m t h e
'injectors,
a n d t h e n e w f u e l i s b e i n g i n j e c t e d b e f o r e t h e e n g i n ew o u l d r e s t a r t .
In order to avoid this prob'lema
, nd to simplify other desígnrequ'irements
( s u c h a s t h e v e r y h i g h f u e l p r e s s u r e ) , a d i f f e r e n t d e s i g n a p p r o a c hw a s c h o s e n .
S e p a r a t ef u e ì i n j e c t o r s a r e u s e d f o r a l c o h o l a n d g a s o l i n e . E a c hc y ] j n d e r n o w
h a s t w o f u e l ì n j e c t o r s , e a c h s u p p l i e d b y a s e p a r a t ef u e l r a i l .
and fuel filters
S e p a r a t eB p R ' s
are also used. In this configuration, the vehicle contains
t w o c o m p l e t ea n d s e p a r a t e f u e ' l i n j e c t Í o n s y s t e m s : o n e f o r g a s o l j n e a n d o n e f o r
alcohol.
T h e y s h a r e a c o r n m oEnC U ,a n d a s a r e s u i t , t h e f u e l i n j e c t i o n c o n t r o l
s t r a t e g i e s a r e t h e s a m er e g a r d ' l e s so f t h e f u e l .
Switching from one fuel to the
o t h e r e l e c t r o n i c a ' ì 1 y d i s c o n n e c t so n e s e t o f f o u r j n j e c t o r s a n d c o n n e c t st h e n e w
s e t , a n d a l s o t u r n s o f f t h e o l d f u e l p u m pa n d t u r n s o n t h e n e w f u e l p u m p . N o
modification of
the EcU is
required.
Trans'ition between fuels js
i n s t a n t a n e o u s , e x c e p t f o r t h e t i m e r e q u í r e d f o r t h e f u e l p u m pt o c o m eu p t o
s p e e d , w h i c h i s u n d e r o n e s e c o n d . S i n c e t h e s y s t e mr e t a í n s i t s p r e s s u r e f o r
13
s e v e r a l h o u r s a f t e r s h u t d o w n ,s w i t c h i n g b a c k t o a f u e l t h a t w a s r e c e n t l v u s e d
c a u s e sn o d e t e c t a b l e t r a n s i t i o n p e r i o d .
A schematic diagram of the dual fuel injection
Figure 2.
In the a'lcohol circuit
through the primary fue'l fílter,
system is shown in
of the system, fuel flows from the tank,
i n t o t h e f u e l p u m p ,t h r o u g h t h e f u e l l i n e s u p
t o t h e e n g i n e c o m p a r t m e n t ,t h r o u g h t h e s e c o n d a r yf u e l f i l t e r ,
rail
into the fuel
t o w h i c h f o u r f u e l i n j e c t o r s a r e c o n n e c t e d ,o u t o f t h e f u e l r a i l
selector valve where it'is
.into the
directed to one of the two BpR's,and finalìy
returns to the tank via the fuel return line.
E i t h e r m e t h a n o lo r e t h a n o l m a yb e u s e d i n t h e a l c o h o l c i r c u i t o f t h e f u e l
i n j e c t í o n s y s t e m . T h î s i s a c c o m p l i s h e db y u s e o f a d j f f e r e n t f u e l r a i l
pressure for each. A selector valve is used to direct the fuel
leaving the
a l c o h o l f u e l r a i l t o e i t h e r o f t w o B P R ' s . O n ei s s e t f o r 2 4 p s i , t h e o t h e r
for
45 psi.
which is
T h í s p r o v i d e s a f l o w r a t i o o f 1 . 3 9 : 1 b e t w e e nm e t h a n o la n d e t h a n o l ,
the required raio for stoichiometric operation on each fuel.
Selection of the type of alcohol is accomplisheb
d y s ' i m p l yt u r n i n g t h e s e l e c t o r
vaive 90o.
B o s c h b a c k p r e s s u r er e g u l a t o r s f r o m t h e 1 9 6 8 - 7 3 V o ì k s w a g e nT y p e I I I
are
u s e d f o r b o t h t h e e t h a n o l a n d m e t h a n o l B P R r s . B e n c ht e s t s w e r e c o n d u c t e d
to
d e t e r m j n et h e a l c o h o l c o m p a t i b ' i l i t y o f t h i s B P R . N o f a ' i l u r e o r d e g r a d a t i o n
in
p e r f o r m a n c eh a s b e e n o b s e r v e d o v e r 5 0 h o u r s o f s e r v i c e o n m e t h a n o l .
The
r e g u ì a t i o n c a p a b i ì i t y o f t h e B o s c hB P Ri s e x c e l l e n t a n d p r e s s u r e s e t t j n g
drift
w i t h t i m e j s n e g l i g i b l e . B y c o m p a r i s o n a, V e r i f l o T y p e B p R - 4 0s t a i n l e s s
steel
a n d T e f l o n b a c k p r e s s u r er e g u l a t o r d e m o n s t r a t e ds ì g n i f i c a n t p r e s s u r ev a r j a t i o n
with flowrate, aìthoughits alcohol compat'ibilitywas unquestÍonable.
Since
t h e B o s c hu n i t s h a d s u p e r ì o r p e r f o r m a n c ea n d l o w e r c o s t , t h e y w e r e u s e d f o r
the
alcohol circuit
o f t h e f u e l i n j e c t i o n s y s t e m . S i n c e t h e d i a p h r a g mm a t e r . i a l i n
14
t h e B o s c h u n i t s i s u n d e t e r m í n e d l, o n g t e r m a l c o h o l c o m p a t i b i ì i t y m a y b e
q u e s t io n a b el .
T h e s e c o n d a r yf u e l f i l t e r
injection type fuel filter
the gasoline fuel filter
e'ither this fue'l filter,
selected is a standard gasoline type fue'l
m a n u f a c t u r e db y J E C Sf o r N i s s a n . I t i s t h e s a m ea s
o n t h e 2 0 0 S X . N o p r o b ì e m sh a v e b e e n e n c o u n t e r e dw i t h
o r a n e q u i v a ] e n t B o s c hf i l t e r ,
in extensiveservjce on
b o t h m e t h a n o la n d e t h a n o l .
O r i g í n a lì y , N i s s a n ' r H y p r e x 'f u e ' l h o s e sw e r e u s e d ' i n t h e a l c o h o l c i r c u i t o f
t h e i n j e c t i o n s y s t e m . T h e s e a r e t h e s a m eh í g h p r e s s u r e f u e l h o s e s t h a t a r e
usedin the gasoline circuit of the system. The inside surfacesof these hoses
e v e n t u a l l y b e c a m eg u m m ya n d b e g a n t o s e c r e t e a t a r - l i k e
s u b s t a n c ea t t h e h o s e
c o n n e c t j o n s . T h i s w a s f o u n d t o b e c a u s e db y t h e s o f t e n i n g a n d d e c o m p o s i t Í o no f
the hose in methanol or ethanol.
T h e s e w e r e r e p ì a c e d b y W e a t h e r h e a 6d 2 0 2
hydraulic hose, which contains a nitrile
rubber inner hose and a neoprene
( c h l o r o p r e n e ) r u b b e r o u t e r c a s í n g . N o p r o b l e m sh a v e b e e n e n c o u n t e r e dw j t h t h e
n e w h o s e , w h i c h i s c o n s i d e r a b l y ' l e s se x p e n s j v et h a n t h e N i s s a nf u e l i n j e c t i o n
hose.
T h e i n t a k e m a n i f o l dw a s m o d í f i e dt o a c c e p t a n a d d i t i o n a l i n j e c t o r f o r e a c h
cyìinder.
Theseare located just beneaththe gasoline injectors in each
m a n i f o l d 1 e g . F i g u r e 3 i s a p h o t o g r á þ ho f t h e m o d i f i e d m a n i f o l d w i t h j u s t t h e
alcohol 'injectors and the alcohol fuel rail in place. The alcohol fuel rail
was fabricated from type 304 stainless steel.
F i g u r e 4 s h o w sa d o w n s t r e a m
view
of both the gasolineand the alcohol fuel injector nozzles. The spray patterns
from both are against the back of the intake valve, aìthoughthe alcohol
i n j e c t o r a ' l s o s p r a y s s o m ef u e l o n t h e f i n a l 2 c n o f t h e m a n i f o l d ì e g , u n d e r
w h i c h i s l o c a t e d t h e m a n i f o l dw a t e r h e a t i n g p a s s a g e . F i g u r e 5 i s a p h o t o g r a p h
15
o f t h e m a n i f o l d w i t h b o t h t h e g a s o ' l i n ea n d a l c o h o l ' i n j e c t i o n c o m p o n e n t s
attached, just prior to installation on the engine.
F i g u r e 6 i s a p h o t o g r a p ho f t h e e n g i n e w i t h a l l f u e l ' i n j e c t i o n c o m p o n e n t s
a n d o t h e r a c c e s s o r i e si n s t a l l e d .
2.5
Fuel Injector Selection
It
w a s n e c e s s a r yt o f i n d a f u e l i n j e c t o r h a v i n g a s u í t a b l e f l o w
c o e f f i c i e n t s o t h a t e i t h e r e t h a n o l o r m e t h a n o lc o u l d b e i n j e c t e d a t t h e
r e q u i r e d f l o w r a t e f o r e a c hw h i l e u s i n g t h e g a s o l i n e p u l s e d u r a t í o n r a n g e o f t h e
E C U ,a n d r e a s o n a b l ea l c o h o l f u e l p r e s s u r e s . A n a d d i t i o n a l r e q u i r e m e n tw a s t h a t
t h e i n j e c t o r b e c o m p a t , i b ' lw
e i t h b o t h m e t h a n o la n d e t h a n o l .
A l l f u e l i n j e c t o r s m a n u f a c t u r e db y B o s c h , B e n d i x , J E C S ,o r N i p p o nD e n s o
are identical
in
basic design.
They are all
essentia]ly the Lg67
B o s c h - d e s ì g n eídn j e c t o r o r i g i n a ' l l y u s e d o n t h e 1 9 6 8 V o l k s w a g eTn y p e I I i .
Bosch
a n d B e n d i x h a v e c o - l i c e n s i n g a g r e e m e n t sb e t w e e nt h e m w h e r e b yB e n d i x m a y u s e t h e
B o s c h i n j e c t o r , a n d B o s c hm a y u s e e l e c t r o n i c f u e l i n j e c t i o n p e r s e , s i n c e
B e n d i x p r o d u c e da n d p a t e n t e d t h e f í r s t
e ' l e c t r o n i c f u e l i n j e c t i o n s y s t e mj n 1 9 5 7
( u s e d b r i e f i y o n t h e 1 9 5 8C h r y s l e r 3 0 0 S e d a n ) .
A w j d e r a n g e o f f l o w c o e f f i c i e n t s a r e a v a i l a b l e i n B o s c hm a n u f a c t u r e d
injectors used on the ear'ly (prior to 1975) D-Jetronic type systems. Since the
d e v e l o p m e n to f t h e l a t e r L - J e t r o n i c s y s t e m , a l ì B o s c h i n j e c t o r s h a v e h a d t h e
s a m ef l o w c o e f f i c i e n t , a n d t h e t a j l o r i n g o f t h e f u e l d e ì i v e r y r a t e f o r a n y
g Í v e n e n g i n e h a s b e e n a c c o m p l i s h e db y s e t t í n g o f t h e f u e l p r e s s u r e a n d p u l s e
duration range generated by the ECU. Since the L-Jetronic injectors had
i n s u f f i c i e n t f l o w c a p a b i ' l i t y f o r a l c o h o l, s e v e r a ì e a r ' l i e r D - J e t r o n i c t y p e
injectors
were used.
I n j e c t o r s f r o m s y s t e m s u s e d o n v o ' l k s w a g e n ,F o r d
( L i n c o l n ) , V o ' l v oa n d M e r c e d e s - B e nwze r e e v a l u a t e do n a f l o w m e a s u r ì n ga p p a r a t u s
f o r t h i s a p p l i c a t i o n . T h e V o l k s w a g eTn y p e I I I
l-o
injector tested with the desired
f l o w c a p a b i ' l í t y , a p p r o x i m a t e l yt w í c e t h a t o f t h e L - J e t r o n i c i n j e c t o r s u s e d . i n
the gasoline circuit on the 200SX. This was fortunate since the Volkswagen
i n j e c t o r s a r e t h e l e a s t e x p e n s i v e a v a i l a b l e ( $ 3 0 e a c h c o m p a r e dt o a s h i g h a s
$80 each on other cars, even thoughthe parts are identical).
D a t a o n t h e q u a n t i t y o f f u e l d e l i v e r e d v s p u l s e d u r a t i o n a r e s h o w ni n
F i g u r e 7 f o r t h e V o l k s w a g e inn j e c t o r f l o w i n g a l c o h o l a t 2 4 a n d 4 5 p s í , a n d t h e
D a t s u n 2 0 0 S Xi n j e c t o r f ' l o w i n g g a s o l i n e a t 3 6 p s i .
The 24 and 45 psi fuel
p r e s s u r e s w e r e s e l e c t e d f o r t h e u s e o f e t h a n o l a n d m e t h a n o lr e s p e c t i v e ' l y . T h i s
w a s b a s e d u p o n t h e c a l i b r a t i o n d a t a w h i c h i s s u m m a r i z e di n t h e g r a p h s o f
Fígure7.
Compatibility of the injector with methanoland ethanol is an important
requirement. Several 'injectors were cut apart lengthwìse and soaked in
methanol and ethanol solutions.
B o s c h i n j e c t o r s m a n u f a c t u r e dp r i o r t o 1 9 7 g
c o n t a i n e dc a r b o n s t e e l p a r t s w h i c h c o r r o d e dr a p i d l y i n e i t h e r a l c o h o l .
s a m eo c c u r s f o r a l l
B e n d i x i n j e c t o r s m a n u f a c t u r e dt o d a t e .
The
H o w e v e r ,a f t e r
1 9 7 8 , B o s c h s u b s t i t u t e d t h e E u r o p e a ne q u i v a l e n t o f t y p e 4 4 0 s t a i n l e s s s t e e l f o r
t h e c a r b o n s t e e l p a r t s , a n d a l s o s u b s t i t u t e d V i t o n r ¡ 0 r rr i n g s e a l s f o r t h e
previous Nitrile
rubber seals.
T h e i r c o n c e r nw a s a n a c i d e t c h ì n g p r o b l e md u e
to water absorption in gaso'line. Sulfur from the gasoìineformssulfuric acid
i n t h e p r e s e n c eo f t h e w a t e r , w h i c h c a u s e s ' i n c r e a s e dw e a r i n t h e i n j e c t o r
m o v i n gp a r t s d u e t o c o r r o s i o n .
Fortunately, these newmaterjals are also
c o m p a t i b l ew i t h b o t h m e t h a n o la n d e t h a n o ì , e v e n w i t h s u b s t a n t i a l w a t e r c o n t e n t .
T h e l a t e r t y p e B o s c h i n j e c t o r s s h o w e dn o c o r r o s i o n p r o b i e m si n t h e a l c o h o l s o a k
tests.
T h e J E C Sí n j e c t o r s m a n u f a c t u r e du n d e r B o s c h l j c e n s e a r e a l s o o f t h j s
n e w t y p e , w h i c h B o s c hd e s i g n a t e da s t h e T y p e X . i n j e c t o r .
A n o t h e r f o r t u n a t e b r e a k w a s t h a t r e p l a c e m e n tì n j e c t o r s m a n u f a c t u r e db y
B o s c ha f t e r 1 9 7 8 f o r t h e e a r l y D - J e t r o n i c i n j e c t i o n s y s t e m sa l s o e m p l o yt h e n e w
T7
materials.
T h u s i t w a s p o s s Í b 1 et o o b t a i n a n e a r ' l y t y p e i n j e c t o r w h i c h h a d t h e
d e s i r e d f l o w c o e f f i c i e n t , a n d a l s o h a v e t h e b e n e f i t o f t h e n e wa l c o h o l t o l e r a n t
materials.
A s t a n d a r d r e p l a c e m e n tp a r t f o r a 1 9 6 8 - 7 8V o ì k s w a g e T
n ype III was
perfect for the alcohol fuel ínjection system.
18
3.
E m i s s i o n s ,F u e l E c o n o mayn d P o w e rO u t p u t T e s t R e s u l t s
Fol'lowing completion of the injection system and related vehicle
modifications, the enginewas first
that it
o p e r a t e d o n g a s o l ' i n ei n o r d e r t o v e r i f y
was fu1'ly operationa'lin its standard configuration.
The alcohol tank
w a s f i ' l l e d w i t h m e t h a n o l( V I , J R
technical grade) and the alcohol fuel circujt was
primed by briefly
s w ì t c h i n g o n t h e f u e l p u m po v e r r i d e s w i t c h l o c a t e d i n t h e
trunk of the vehìcle.
T h e m e t h a n o lb a c k p r e s s u r e r e g u l a t o r w a s a d j u s t e d f o r a
4 5 p s i g r a t i n g o n t h e f u e l p r e s s u r e g a u g e l o c a t e d i n t h e e n g ' i n ec o m p a r t m e n t .
W h i l e t h e e n g i n ew a s o p e r a t i n g o n g a s o l i n e , t h e f u e ' l s e l e c t o r s w i t c h w a s t h r o w n
to the "alcohol" position.
noticed.
operation.
A s ì i g h t j n c r e a s e i n t h e e n g ì n e i d l e s p e e dw a s
E n g i n e o p e r a t i o n o n m e t h a n o lw a s u n d i s c e r n i b l e f r o m g a s o l i n e
l./ith no special adjustments made, the vehicle performed
i mpress i ve'ly we1I on methano
I.
First
engine operation on ethanol followed a few days later,
after
s u b s t i t u t Í n g e t h a n o l f o r m e t h a n o li n t h e a j c o h o l t a n k , a n d s e t t i n g t h e e t h a n o l
b a c k p r e s s u r er e g u ì a t o r t o 2 4 p s i g .
The initial
r e s u l t s w e r e t h e s a m ea s w ' i t h
m e t h a n o l ;e x c e l l e n t d r i v e a b i ì i t y a n d a s l j g h t l y i n c r e a s e di d l e s p e e d .
A p r e f i m i n a r y e v a l u a t í o n o f e x h a u s t e m i s s i o n so n e a c h o f t h e t h r e e f u e l s
w a s p e r f o r m e d a t e n g ' i n ei d l e c o n d i t i o n s , a n d n o - l o a d " r e v - u p " t r a n s j e n t s .
N'itrogen di oxi de (Ì'tO¡ concentrati ons i n the exhaust were measuredwi th a
T h e r m o e l e c t r o nC o r p . S e r i e s 1 0 4 C h e m ì l u m i n e s c e n cNe0 * a n a ' l y z e r . C a r b o n
m o n o x i d e( C 0 ) c o n c e n t r a t i o n s w e r e m e a s u r e dw i t h a B e c k m a nT y p e 8 6 5 i n f r a r e d
absorption C0 analyzer.
T h e s e t e s t s w e r e p e r f o r m e di n o r d e r t o r o u g h l y a s s e s s
t h e c o m p a r a t i v ee m i s s i o n s o n e a c h f u e ì , a n d t o p n e ì i m i n a r i l y d e t e r m ì n et h e
effect of
i g n i t i o n t í m i n g v a r i a t i o n o n e m i s s j o n sf o r m e t h a n o la n d e t h a n o l
operat'ion.
19
C0 emissions for methanolor ethanol were undetectable for any no-load
steady-state condition, either at. idle or hÍgher engine speeds. Ignition
timing had no effect on this.
T h e s e o b s e r v a t i o n sv e r i f í e d t h a t , Í n d e e d , t h e
e l e c t r o n i c c o n t r o l s y s t e mw a s p r e v e n t i n g o v e r - r i c h e x c u r s i o n s o f t h e f u e l - a i r
ratio during steady state operation.
Laboratorydata of other researchers(1)
h a s s h o w nt h a t C 0 e m i s s i o n so n e i t h e r e t h a n o l o r m e t h a n o lo n l y o c c u r f o r ø
> L.
T h e l a c k o f d e t e c t a b l e C 0 e m i s s i o n sd u r i n g t h e s e s t e a d y s t a t e t e s t s i n d i c a t e d
that Ø was not noticeably greater than 1.0.
Exhaust oxygen concentration was measuredwith a BeckmanModel F3 magnetic
def'lection oxygen ana'lyzer. No more than 1% oxygen appeared in the exhaust
during these tests.
T h e l a c k o f s i g n i f i c a n t e x h a u s t o x y g e nv e r i f i e d t h a t Ø w a s
not noticeabìy lean (ø < 1).
T h e c o m b j n e di n f o r m a t i o n f r o m t h e C 0 a n d 0 2
c o n c e n t r a t i o n m e a s u r e m e n tvse r i f i e d t h a t , i n d e e d , t h e o x y g e ns e n s i n g f e e d b a c k
c o n t r o l i n j e c t i o n s y s t e mh / a s o p e r a t i n g a c c o r d i n g t o i t s
gasoline design
s t r a t e g y d u r i n g a l c o h o l o p e r a t i o n . T h a t i s , i t m a i n t a i n e dø = ! d u r i n g s t e a d y
state conditions.
D u r i n g n o - l o a d " r e v - u p " t e s t s , i n w h i c h t h e t h r o t t l e w a s o p e n e df u l 1 y f o r
a p p r o x i m a t e ' l yt w o s e c o n d s , t h e e l e c t r o n j c c o n t r o l u n i t t e m p o r a r i l y i g n o r e s t h e
o x y g e nf e e d b a c ks i g n a ' l , a n d p r o v í d e s a n o v e r - r j c h f u e l - a i r m i x t u r e j n o r d e r t o
i m p r o v et h e t h r o t t ì e r e s p o n s e . C 0 e m i s s i o n c o n c e n t r a t i o n s a s h i g h a s 2 . 6 %
were
o b s e r v e dd u r i n g t h e s e t e s t s u s i n g m e t h a n o l . T h i s f i g u r e w a s c o m p a r e w
d jth the
4.1X C0maximum
c o n c e n t n a t i o no b s e r v e do n " r e v - u p " t e s t s u s i n g g a s o ì ì n e . T h e s e
observations indicated that the acceleration enrichment feature of the
e l e c t r o n i c c o n t r o l s y s t e mw a s c o r r e c t l y o p e r a t i n g d u r i n g u s e o f m e t h a n o lo r
e t h a n o l , a n d a ì s o p r o v i d e dt h e f i r s t ' i n d j c a t i o n t h a t C 0 e m i s s i o n sm i g h t b e
l o w e r o n m e t h a n o lt h a n o n g a s o l . i n e .
20
N0.. emissions data were also taken during these tests, but due to the
x
n o - l o a d t e s t c o n d ' i t j o n s ,p r o v ' i d e dl i t t l e
u s a b l e ' i n f o r m a t j o n . I t w a s h o p e dt h a t
t h e i d l e i g n i t i o n t i m ' i n g m i g h t b e o p t i m i z e df o r l o w e s t N 0 * e m i s s i o n s . T h e N 0 *
c o n c e n t r a t i o n s m e a s u r e da t v a r i o u s i g n i t i o n t i m i n g s e t t . i n g s o n ' l y v e r i f i e d t h e
e x p e c t e dt r e n d t h a t r e t a r d i n g t h e i g n i t i o n t i m Í n g p r o d u c e dl o w e r N 0 * e m i s s i o n s ,
b u t w i t h a c o n c o m i t a n t ( a n d u n m e a s u r e dr)e d u c t ' i o n i n e n g i n e e f f i c i e n c y a n d
power output.
I d ' l e N 0 * e x h a u s t c o n c e n t r a t i o n s w e r e m e a s u r e da t 5 p p m o n m e t h a n o l a n d
15 ppm on gasoline.
" R e v - u p " N 0 * m a x i m u mc o n c e n t r a t j o n s w e r e 9 0 p p m o n
m e t h a n o 'al n d 1 8 0 p p mo n g a s o l i n e .
A further observation was that variatjon of the fuel rail
pressure for
e i t h e r m e t h a n o l o r e t h a n o l s e e m e dt o h a v e n o e f f e c t ( e x c e p t f o r v e r y w i d e
v a r i a t Í o n s ) o n e i t h e r t h e e m i s s ' i o n os r d r j v e a b i l í t y o f t h e v e h i c l e . C l e a r l y ,
ng for the reduced f uel de'l'ivery that
the ECUv/as automatical 1y compensati
o c c u r s w i t h l o w e r f u e l p r e s s u r e sb y e x t e n d i n g t h e ' i n j e c t i o n p u l s e d u r a t i o n
a c c o r d ín g l y .
A s i m i I a r s h o r t e n in g o f t h e p u ' l s e d u r a t ' i o n o c c u r r e d f o r i n c r e a s e d
fuel pressure.
Overal1, it
w a s c o n c l u d e dt h a t t h e e l e c t r o n i c f e e d b a c kc o n t r o l l e d
i n j e c t i o n s y s t e m w a s d o i n g e v e r y t h ì n g ' i t w a s d e s i g n e dt o d o ( f o r g a s o l i n e )
during alcohol operation.
Sinceljttle
c o u l d b e l e a r n e da b o u t o p t i m u mì g n i t i o n t i m i n g d u r i n g n o - 1 o a d
t e s t s , t h e i g n i t i o n t i m i n g w a s n o m i n a i l y s e t t o t h e m a n u f a c t u r e r ' sr e c o m m e n d e d
settÍng for gasoline.
lines connected. It
T h ' i s w a s 1 6 0 B T D Ca t 7 0 0 R P M ,w i t h a l l v a c u u ma d v a n c e
should be noted that the NAPS-Z
e n q i n e i s u n í q u ei n i t s
u s e o f a h i g h a d v a n c es e t t i n g a t i d l e c o n d ' i t i o n s .
N o o t h e r a d j u s t m e n t sw e r e m a d e , s o t h a t t h e e n g i n e w a s o p t i m a ì 1 y s e t u p
f o r g a s o l i n e o p e r a t i o n a c c o r d i n gt o t h e n a n u f a c t u r e r ' s s p e c i f i c a t i o n s .
2t
In this
c o n f i g u r a t i o n , c o m p l e t eE P As t a n d a r d e m i s s i o n sa n d f u e l e c o n o m cy e r t i f i c a t i o n
t e s t s w e r e p e r f o r m e do n t h e v e h i c l e u s i n g e a c h o f t h e t h r e e f u e l s .
T h e s et e s t s
w e r e p e r f o r m e db y E n v i r o n m e n t aT
l esting Corporation (ETC)in Aurora, Coìorado.
T h e E P AF u l l T e s t P r o c e d u r e( F T P ) w a s r u n o n g a s o l i n e a n d m e t h a n o l . T h e E P A
H i g h w a yF u e ì E c o n o m yT e s t ( H I . J F E Tw)a s r u n o n g a s o ì í n e , e t h a n o l , a n d m e t h a n o l .
T h e r e s u l t s o f t h e s e t e s t s a r e s u m m a r i z e d ' i nT a b l e 1 .
A vehicle inertial
w e Í g h t s e t t i n g o f 2 , 8 7 5 l b s w a s u s e d f o r t h e s e t e s t s , i n a g r e e m e nwt j t h t h e
manufacturer's information on the certifjcatíon
p r o c e d u r e st h a t w e r e u s e d b y
t h e E P Ao n t h e i r U . S . c e r t i f í c a t i o n v e h i c l e .
A c a r b o n b a l a n c e m e t h o dj s u s e d f o r d e t e r m i n a t j o n o f f u e l c o n s u m p t i o n
d u r i n g t h e E P As t a n d a r d t e s t s .
J1094a,SS 5.4.
T h i s i s d e s c r i b e db y S A Es p e c i f i c a t i o n n u m b e r
U s e o f t h i s m e t h o d( w h i c h w a s p r o g r a m m eidn t o E T C ' s c o m p u t e r s )
g e n e r a t e se r r o n e o u sf u e l c o n s u m p t i o nd a t a w h e n u s i n g a l c o h o l f u e l s .
This 'is
d u e t o t h e a s s u m p t i o ni n t h e S A Es p e c i f i c a t i o n , t h a t t h e f u e l j s e n t i r e ' l y
h y d r o g e na n d c a r b o n . T h e o x y g e n c o n t e n t o f a l c o h o l f u e l s d o e s n o t a l l o w t h i s
a s s u m p t i o n . A c o r r e c t i o n t o t h e S A Es p e c i f i e d p r o c e d u r ew a s d e r j v e d f r o m t h e
c o r r e c t c h e m i c a l m a s sb a l a n c e , a n d t h i s w a s u s e d t o d e t e r m i n ef u e l c o n s u m p t i o n
on either methanolor ethanol.
A p p e n d i xI I .
will
T h e c o m p ' l e t ed e r i v a t i o n j s l ' i s t e d j n
I t j s n o t e d t h a t w i t h o u t t h i s c o r r e c t i o n , E P AF T Pa n d H f , l F EtTe s t s
g e n e r a t e e r r o n e o u sf u e l c o n s u m p t i o fni g u r e s f o r a l c o h o l f u e l s .
A copy of
t h e r e v i s e d m e t h o d ! , r a s r e q u e s t e d b y a n d h a s b e e n s e n t t o t h e E P AV e h i c l e
E m i s s i o n sl a b o r a t o r i e s i n A n n A r b o r , M i c h i g a n .
As indicated in the data summaro
y f T a b l e 1 , e m i s s i o n so f C 0 a n d u n b u r n e d
h y d r o c a r b o n sw e r e s i g n i f i c a n t l y
l o w e r o n e i t h e r m e t h a n o lo r e t h a n o l , c o m p a r e d
t o g a s o ì i n e , d u r i n g b o t h t h e c j t y a n d h i g h w a yd r i v i n g c y c l e s .
It is notedthat
n o c o r r e c t i o n f a c t o r s w e r e a p p l j e d t o t h e H C r e s p o n s eo f t h e F l a m el o n i z a t ' i o n
D e t e c t o r ( F I D ) u s e d t o m e a s u r ee x h a u s t H C c o n c e n t r a t i o n s d u r j n q t h e s e t e s t s .
22
No reliable
correction factor has yet been arrjved at for the decreased
r e s p o n s eo f a n F I D t o t h e p r i m a r i ì y a l c o h o l c o m p o s i t i o no f H C e m i s s i o n sf r o m
a l c o h o l f u e l s , a ' l t h o u g h0 . 6 5 h a s b e e n u s e d b y s o m eo t h e r r e s e a r c h e r s( 1 ) ( 3 ) .
If
t h e 0 . 6 5 r e s p o n s ef a c t o r v { e r ea p p l i e d t o t h e H C d a t a o f T a b l e 1 , e a c h g r a m s
p e r m ì 1 e f i g u r e w o u l d b e i n c r e a s e db y a f a c t o r o f 1 . 5 4 .
This would not affect
t h e t r e n d s h o w nb y t h e s e d a t a c o m p a r e dt o t h e g a s o f i n e H C f i g u r e s , w i t h e i t h e r
m e t h a n o lo r e t h a n o ì p r o d u c i n gì o w e r H C e m j s s ' i o n st h a n g a s o l i n e .
T h e m o s t s i g n i f i c a n t i m p r o v e m e ni tn e m i s s i o n sw a s f o r C 0 . I n t h e H W F E T
t e s t , C 0 e m i s s i o n s o n e i t h e r m e t h a n o lo r e t h a n o l w e r e 2 3 %o f t h e C 0 e m i s s i o n s
on gasoline.
N o c o m e c t i o n f a c t o r s a r e n e c e s s a r yf o r a n a l y z e r r e s p o n s et o C 0
or N0*.
to gasoljne. This was
N0* was slìghtly higher on the alcohols compared
later found to be due to the non-optimum
ignition timing and poor exhaust
cataìyst efficiency during a'lcohol operation.
that as little
It was found after these tests,
a s a 2 o r e t a r d i n g o f t h e i g n i t i o n t j m i n g b r o u g h t N O xe m i s s i o n s
o n m e t h a n o l o r e t h a n o l b e l o w t h e g a s o ' l i n eN 0 * f í g u r e s .
s a m p ì e da t t h e t a i l p ' i p e ( a f t e r
E x h a u s te m i s s i o n sw e r e
t h e c a t a i y s t ) b y t h e C V S( C o n s t a n t V o l u m e
S a m p ' l í n gp) r o c e d u r e( 2 ) d u r i n g a l l t h e s e t e s t s .
F o r c o m p a r i s o n ,e m i s s i o n sa n d f u e l e c o n o m yd a t a p r o v ì d e d b y N i s s a n , t h e
v e h i c l e m a n u f a c t u r e r ,a r e a l s o s h o w n ' i nT a b l e I .
T h e s ed a t a w e r e t a k e n a t n e a r
s e a l e v e 1 , u s i n g g a s o l i n e , i n a s i m i l a r 1 9 8 1 D a t s u n2 0 0 S Xa t t h e E P Al a b o r a t o r y
i n A n n A r b o r , M i c h i g a n . A s m a l l r e d u c t i o n j n f u e l e c o n o m iys o b s e r v e db e t w e e n
the hjgh altitude (5,300 ft.)
data.
data from our vehícle and the low altjtude Njssan
H o w e v e r ,a s i g n i f i c a n t w o r s e n i n gi n e m j s s i o n si s n o t e d a t t h e h i g h
a l t i t u d e i n a l 1 c a t e g o r " i e se x c e p t N 0 * , w h i c h i s l o w e r i n t h e h i g h a l t i t u d e
data.
T h j s i s p r e d i c t a b l e c o n s i d e r i n g t h e 2 0 %r e d u c t i o n i n a t m o s p h e r i co x y g e n
a v a i l a b l e a t D e n v e ra l t ' i t u d e c o m p a r e d
t o A n nA r b o r .
23
A l t h o u g h n o t a n o r m a l p a r t o f t h e s t a n d a r d E P At e s t s , t h e e x h a u s t s t r e a m
w a s a l s o s a m p ì e dp r i o r t o t h e c a t a l y t i c c o n v e r t e r j n a n e f f o r t t o d e t e r m j n e t h e
e f f e c t i v e n e s s o f t h e t h r e e - w a y - c a t a ì y s t ( T I , / C )d u r i n g a l c o h o l o p e r a t i o n . M o d a l
( r e a ì - t f m e ) p i o t s o f c e r t a i n e m i s s i o n sw e r e p l o t t e d d u r i n g t h e c o u r s e o f e a c h
test,
w i t h s a m p l e st a k e n b o t h p r i o r t o a n d a f t e r t h e c a t a l y t i c c o n v e r t e r .
T h e s ea r e i n c l u d e d i n A p p e n d i xi I I .
Thesemodal data clearly indicated that the catalyst effectiveness during
either methanol or ethanol operation was significantly
g a s o ' l i n eo p e r a t i o n .
indicated that,
This was true for all
lower than during
species sampled. Thesedata
contrary to the trend of the taÍlpipe emissions data, N0*
e m i s s i o n sm e a s u r e dp r i o r t o t h e c a t a l y s t w e r e a c t u a l l y ì o w e r o n b o t h a l c o h o l s
c o m p a r e dt o
significantly
gasolÍne.
The reduction capabi'lity of the catalyst, was
d i m í n i s h e d d u r i n g a l c o h o l o p e r a t i o n c o m p a r e dt o g a s o ì i n e
o p e r a t i o n - T h u s , a l t h o u g h N 0 * e m í s s i o n sl e a v i n g t h e e n g i n e i t s e l f w e r e h í g h e r
o n g a s o ' l i n e , t h e y a p p e a r e d l o w e r a t t h e t a i ' l p i p e w h e n c o m p a r e dt o a l c o h o l
o p e r a t io n .
N o r e a s o n f o r t h i s w a s d e t e r m i n e d ,a l t h o u g h t h e p r o b l e mh a s b e e n d j s c u s s e d
w i t h o t h e r r e s e a r c h e r s w h o h a v e m a d es i m i l a r o b s e r v a t i o n s ( 4 ) .
A thermocoupìe
\ ¡ / a si n s t a l l e d í n t h e e x h a u s t s t r e a m í m m e d i a t e i yp r i o r t o t h e c a t a l y s t b e d i n
o r d e r t o d e t e r m i n e i f e x h a u s t g a s t e m p e r a t u r ed i f f e r e n c e s b e t w e e ng a s o l j n e a n d
a l c o h o l , w h i c h m i g h t c a u s e d i f f e r e n t c a t a l y s t b e d t e m p e r a t u r e s ,m i g h t a c c o u n t
for the efficiency dÍfference.
E x h a u s tg a s t e m p e r a t u r e so n e j t h e r m e t h a n o jo r
g a s o l i n e w e r e a l m o s t e x a c t l y t h e s a m ea s o n g a s o ì i n e . U n d e rn o c i r c u m s t a n c e s
d ' i d t h e y d i f f e r w i t h i n l i m i t s o f e x p e r i m e n t a le r r o r .
The most varied case
o c c u r r e d b e t w e e nm e t h a n o l a n d g a s o l Í n e u n d e r h i g h l o a d c o n d i t i o n s , w h e n t h e
m e t h a n o l e x h a u s t t e m p e r a t u r e a p p e a r e dt o b e a p p r o x i m a t e i y1 0 0 o Cl o w e r t h a n t h e
g a s o ì i n e e x h a u s t t e m p e r a t u r e . T h i s s ' l i g h t t e m p e r a t u r ed i f f e r e n c e c o u l d n o t
24
a c c o u n t f o r t h e r a d i c a l d i f f e r e n c e i n c a t a ' l y s t e f f e c t f v e n e s s b e t w e e ng a s o ì i n e
a n d a l c o h o l . T h i s i s a n o b v i o u sa r e a f o r f u r t h e r s t u d y .
F u e l e c o n o m yd a t a w e r e t a k e n d u r i n g t h e E P At e s t s u s ' i n g t h e c o r r e c t e d
c a r b o n b a l a n c e m e t h o dp r e v f o u s l y d e s c r i b e d . T h e " g a s o 1i n e e q u ' i v a ' l e n t ,f, u e l
e c o n o m yr e s u l t s o f T a b l e 1 w e r e a n r i v e d a t b y e q u i l i b r a t i o n o f t h e l o w e r
h e a t i n g v a ' l u e so f e i t h e r m e t h a n o lo r e t h a n o ì , t o t h e l o w e r h e a t i n g v a l u e o f
I n d o l e n e ( s t a n d a r d g a s o ì i n e u s e d i n t h e E P At e s t s ) .
fair
T h i s t e c h n i q u ep r o v i d e s a
s t a n d a r d o f c o m p a r i s o no f e a c h f u e l o n a n " e q u a ì e n e r g y , , b a s i s .
The
s u p p o r t i n g e q u a t i o n s f o r t h i s c o n v e r s i o n a p p e a r i n A p p e n d i xI V .
C l e a r l y , t h e e n g i n e e f f i c i e n c y ( a n d t h u s f u e l e c o n o m y )w a s h ' i g h e r o n
e i t h e r a l c o h o l c o m p a r e dt o g a s o ìi n e .
A 9 . 0 % i m p r o v e m e n itn e f f e c t ' i v e f u e ' l
e c o n o mw
y a s r e a l i z e d b y m e t h a n o lo v e r g a s o l j n e i n t h e E P AF T P . I t s h o u l d a g a i n
b e n o t e d t h a t t h e i g n i t i o n t j m i n g w a s s e t f o r o p t f m u mg a s o l i n e o p e r a t ' i o n ,a n d
u n c h a n g e db e t w e e n t h e g a s o l i n e a n d a l c o h o l t e s t s .
Ignition timing !ì/as,
t h e r e f o r e , n o t o p t ' i m u mf o r m e t h a n o lo r e t h a n o l .
T h e c o m p ì e t e c o m p u t e rp r i n t o u t s g e n e r a t e d f o r e a c h o f t h e E P At e s t s a r e
c o n t a i n e d i n A p p e n d i xV .
T h e s e p r o v i d e t h e r a w e m i s s i o n sc o n c e n t r a t i o n s d a t a
t a k e n f r o m b o t h t h e b a g s a m p ì e sa n d d u r i n g m o d a l a n a ì y s i s d u r i n g t h e t e s t s .
F o l l o w í n g t h e E P As t a n d a r d t e s t s , a n e f f o r t w a s m a d et o d e t e r m i n eo p t i m u m
i g n i t i o n t i m i n g o n m e t h a n o l . D u e t o b u d g e t a r yc o n s t r a i n t s , i t w a s n o t p o s s i b 1 e
t o r e - r u n t h e E P At e s t s p a r a m e t r i c w i t h d i f f e r e n t i g n i t i o n t i m i n g s e t t i n g s ,
a ì t h o u g h t h i s w o u l d h a v e t o b e t h e b e s t a p p r o a c h . I t w a s n e c e s s a r yt o a s s u m e
t h a t b e s t f u e l e c o n o m yo c c u p s w i t h M i n i m u mB e s t T o r q u e ( M B T )i g n í t Í o n t ' i m i n g .
T o r q u e i s a d i r e c t ì y m e a s u r a b l ep a r a m e t e ru s i n g a d y n a m o m e t e r .
Using a chassis dynamomete
a rt S p i t z e r A u t o m o t i v eE l e c t r i c C o . i n D e n v e r ,
full
p o w e r / v a r i a b l e R P Mt e s t s w e r e p e r f o r m e do n m e t h a n o l a t v a r i o u s i g n i t i o n
timing sett'ings. An identjcal test was run on gasoline with the standard
25
ignition timing setting.
Ït
D a t a g e n e r a t e di n t h e s e t e s t s i s s h o w ni n F i g u r e B .
must be noted that the timing was varied simply by rotation of the
dístributor.
T h i s m e t h o d r e t a i n s t h e s h a p e o f t h e i g n i t i o n a d v a n c ec u r v e
( f u n c t i o n a ì w i t h R P Ma n d m a n i f o l d v a c u u m ) ,w h i c h i s o p t i m u mf o r g a s o l i n e . I t
i s p r o b a b l y n o t o p t i m u mf o r e i t h e r m e t h a n o lo r e t h a n o ' | , a ì t h o u g h n o t h i n g c o u ' l d
b e d o n e a b o u t t h i s d u e t o b u d g e t l i m i t a t i o n s i n t h i s l i m i t e d s c o p ep r o j e c t .
U s i n g m a x i m i z a t i o no f t o r q u e a s t h e s o l e c r i t e r i o n , t h e o p t i m u mi g n i t i o n t i m i n g
o n m e t h a n o l a p p e a r e dt o b e 2 0 r e t a r d e d f r o m t h e g a s o ì ' i n e s e t t i n g ( 1 4 " i d l e
a d v a n c ev s 1 6 0 o n g a s o ' l i n e ) .
T h e s et e s t s a l s o r e v e a l e d a n o t h e r a t t r a c t ì v e b e n e f i t t o a l c o h o l o p e r a t i o n :
a maximumroad horsepoweroutput of 59 BHPon methanol comparedto 53 BHp on
gasoline, an 1.1-.3%
improvement.
W i t h t h e i g n i t i o n t i m i n g a t t h e n e w s e t t i n g , t h e v e h i c l e c o m p e t e dj n t h e
1 9 8 1 S o c i e t y o f A u t o m o t i v eE n g i n e e r s ( S A E ) C l e a n A i r a n d F u e l E c o n o m R
y a'l'ly,
h e l d J u l y 9 a n d 1 0 , 1 9 8 1 . V e h í c l e s w e r e e v a l u a t e d f o r e m i s s i o n su s i n g t h e
t h i r d p h a s e ( h o t , s t a b i ì i z e d ) o f t h e E P AF T P . T h e y t h e n w e r e d r j v e n o v e r a
1 8 1 m i l e r o a d c o u r s e c o n s i s t ' i n go f c i t y ,
total
h ì g h w a y ,a n d m o u n t a i nd r i v i n g .
The
R a l l y s c o r e w a s b a s e d u p o n t h e w e i g h t e d s u m m a t i o no f f u e l e c o n o m y ,
e m i s s i o n s , a n d r a ' l ' l y p e r f o r m a n c e( t i m e a n d d j s t a n c e t e c h n ì q u e ) s c o r e s .
G r e a t e s t e m p h a s i sw a s a s s i g n e dt o f u e l e c o n o m y ,t h e n t o e m ' i s s i o n s ,a n d l e a s t t o
r a ì ' l y p e r f o r m a n c e . A s u m m a r yo f t h e r a l l y
scoring criterion appear in
A p p e n d i xV I .
No speciaì preparationwas done to the vehicle for the rally, other than
t h e i n f l a t j o n o f t h e t i r e s t o 4 8 p s i p r e s s u r e , a n d d e c r e a s i n gt h e í d ì e s p e e dt o
6 0 0 R P M . M e t h a n o lb / a s u s e d e x c l u s i v e l y .
The gaso'line tank was drained.
A
s u m m a ro
yf the ra]ly performance
o f t h e c a r j s s h o w ni n T a b l e I I , w h i c h j s t h e
official
ra]ly score sheet for the entry.
26
T h e c a r a c h i e v e da t o t a l s c o r e o f
884 out of 1,000 possible, which was the hìghest in the ra'|ly.
The closest
" ward, as
c o m p e t i t o r w a s a 8 3 7 p o i n t s c o r e . T h e c a r w o n t h e " 0 v e r a j l C h a m p i o na
well
a s s i x o t h e r a w a r d s f o r f u e l e c o n o m ya n d e m i s s i o n s . A t o t a l
of
2 1 v e h i c l e s c o m p e t e di n t h e r a ' l 1 y . T h e m a j o r i t y o f t h e s e w e r e d i e s e l p o w e r e d ,
a l t h o u g h t h r e e o t h e r m e t h a n o l p o w e r e dv e h i c l e s c o m p e t e d . T h i s c a r w o n b e s t
f u e l e c o n o m yb, e s t e m i s s i o n s ,a n d b e s t o v e r a l l a w a r d si n t h e s p e c i a ' l " r e n e w a b l e
'l
f u e le d v e h ic l e " c l a s s, Í n a d d ' i t io n t o t h e o v e r a lI a w a r d , a n d a ' l a w a r d s i n t h e
3 - 4 p a s s e n g e rv e h i c l e c l a s s .
b y t h e S A Eo f f i c i a l s
E m ' i s s i o n sa n d f u e j e c o n o m yd a t a t a k e n o n t h e c a r
d u r i n g t h e r a l ì y i s a l s o s u m m a r i z e ìdn T a b l e 1 .
The
s ì g n i f i c a n t l y h í g h e r C 0 a n d H C e m i s s i o n sm i g h t b e e x p ì a i n e d b y t h e u s e o f a
t:i
highelinertial
l o a d d u r i n g t h e R a l y e m i s s i o n st e s t ( 3 , 2 5 0 v s 2 , 8 7 5 l b s u s e d
in previous tests).
T h e l o w e r N 0 * e m i s s i o n sw e r e a n e x p e c t e dr e s u l t o f t h e
r e t a r d e d ' i g n i t i o n t ' i m i n g c o m p a r e dt o t h e p r e v i o u s t e s t s .
A l l e m i s s i o n sw e r e
s i g n i f i c a n t l y b e l o w t h e p r o p o s e dF e d e r a l h i g h a l t i t u d e e m i s s i o n ss t a n d a r d s .
A s a f u r t h e r c o m p a r a t i v ee v a l u a t i o n , t h e c a r h a s b e e n e n t e r e d i n t h e
" F u t u r e F u e l s C h a l l e n g eR a l l y , " t o b e h e l d O c t o b e r! 7 - 2 3 , 1 9 8 1 . T h i s i s a f u e l
e c o n o m cy o m p e t i t i o n f o r r e n e w a b l ef u e l v e h ' i c l e sw h i c h w i l l r u n f r o m L o s A n g e ' l e s
t o N e wY o r k .
27
4.
Vehicle Service Record
S i n c e i t s c o m p l e t i o ni n J u 1 y , t h e v e h i c l e h a s b e e n i n c o n s t a n t d a i l y u s e .
T o d a t e , 4 , 9 2 0 m i l e s h a v e b e e n l o g g e d . A p p r o x i m a l e l y6 0 %o f t h i s u s e h a s b e e n
o n g a s o l i n e , p r i m a r i l y a s a m a t t e r o f c o n v e n i e n c e . T h e r e m a j n i n g 4 0 %h a s b e e n
o n m e t h a n o l . O n ' l y a p p r o x i m a t e l y2 0 0 m i l e s o f o p e r a t i o n o n e t h a n o l h a v e b e e n
'logged,
s p e c i f i c a l l y f o r t e s t e d p u r p o s e so n l y .
This js due to the high cost of
e t h a n o l c o m p a r e dt o e i t h e r g a s o ' l i n e o r m e t h a n o l . M e t h a n o l i s p u r c h a s e di n
55 gaìlon drumquantities for 65 cents per gallon from Alternat'iveFuels, Inc.
i n B r o o m f i e l d , C o l o r a d o , o r f o r 7 5 c e n t s p e r g a l l o n f r o m M o u n t a j nC h e m i c a l
C o m p a n yí n G o l d e n , C o ì o r a d o . A l t e r n a t i v e F u e l s a c t u a l ì y p u r c h a s e sm e t h a n o l
f r o m M o u n t a i nC h e m í c a lC o m p a n yb, u t b u y s i n 3 , 0 0 0 g a 1 1 o nl o t s a t a r e d u c e d
price, such that it
c a n r e s e l l t h e m e t h a n o l' i n s m a l l q u a n t i t i e s f o r l e s s t h a n
M o u n t a i n C h e m j c a lC o m p a n y . T h j s m e t h a n o l j s a c t u a ' l 1 y r e c y c l e d i n d u s t r i a l
solvent which contains a small (less than 2%)water content.
Actual tests for
w a t e r c o n t e n t i n d i c a t e t h a t t h e m e t h a n o lw e h a v e p u r c h a s e df r o m e j t h e r s u p p ì i e r
has varied from 0.A" ú
0 . 6 %w a t e r .
T h e r e a r e a t l e a s t f i v e o t h e r m e t h a n o 'sl u p p ' l i e r s i n t h e D e n v e ra r e a , f r o m
w h i c h h i g h p u r i t y m e t h a n o 'cl a n b e o b t a i n e d , a t a s o m e w h aht ì g h e r c o s t .
T h e v e h i c l e j s c a p a b l e o f o p e r a t i n g o n m e t h a n o lw i t h s u b s t a n t i a l w a t e r
c o n t e n t w i t h o u t d e g r a d a t i o n i n e n g i n e p e r f o r m a n c e ,a l t h o u g h t h e a c t u a l w a t e r
tolerance limit
has not been determined. The small water content of the
m e t h a n o l\ { e h a v e b e e n u s i n g h a s n o d e t e c t a b l e e f f e c t o n e i t h e r f u e l e c o n o m y ,
e m i s s i o n so r d r i v e a b i li t y .
U s i n g t h e E P AF T P t e s t d a t a o n m e t h a n o la n d g a s o ' l i n e f u e l e c o n o m y ,i t
is
d e t e r m ' i n e dt h a t w i t h m e t h a n o l a t 6 5 c e n t s p e r g a ì ì o n , a v e h i c l e f u e l c o s t o f
4.7 cents per miìe 'is realjzed.
B y c o m p a r i s o n u, n l e a d e dg a s o l j n e a t $ 1 . 4 0 p e r
gallon yields a vehjcle fuel cost of 5.4 cents per mile.
28
Consequent'ly,
o p e r a t i o n o f t h e v e h i c l e o n m e t h a n o l i s L 3 % l e s s e x p e n s i v et h a n o p e r a t i o n o n
gasoìine.
ï f r i r h a s b e e n a n i n c e n t i v e f o r m e t h a n o lo p e r a t i o n , a n d h a s m a d et h e
i n c o n v e n i e n c eo f l o c a l r e f u e l i n g m o r e a c c e p t a b l e . T h e l a r g e 2 2 g a ì ' l o n c a p a c i t y
o f t h e a l c o h o l f u e l t a n k h a s a l s o b e e n a v a l u a b l e a s s e t . U s i n g t h e E P Ah i g h w a y
f u e l e c o n o m yt e s t d a t a o n g a s o ' l i n e , m e t h a n o l , a n d e t h a n o l , t h e v e h i c l e r a n g e
u s i n g o n l y t h e a l c o h o l t a n k i s 4 2 1 m ' i 1 e so n m e t h a n o lo r 5 5 7 m i ' l e s o n e t h a n o l .
The vehjcle range on gasoline using the standard14 ga'llon gasoline tank is
The total vehicle range using both the gasoìine tank and the
513miles.
alcohol tank fil'led with ethanol is 1,070 m'iles. This long rangecapabiìity
has beenparticularly valuable on long trips.
I n A u g u s ta t r j p f r o m D e n v e rt o
L o s A n g e l e s a n d b a c k w a s m a d eu s i n g e t h a n o l a n d g a s o ' l i n e o n t h e D e n v e r t o
L o s A n g e ì e sl e g , a n d m e t h a n o la n d g a s o ì i n e o n t h e r e t u r n ì e g .
T h e r e h a v e b e e n n o f a i l u r e s o f a n y c o m p o n e n t rse l a t e d t o t h e a l c o h o l f u e l
injection
system or fuel tank during normaì vehicle operation.
Two of the
a l c o h o l f u e l ì n j e c t o r s f a i l e d j m m e d i a t e ì ya f t e r t h e e n g i n e o f t h e v e h j c l e w a s
w a s h e d . T h i s w a s c a u s e d b y t h e e n t r y o f w a t e r i n t o a c o n n e c t o r b e t w e e nt h e
i n j e c t o r s a n d t h e i r d r o p p ' i n gr e s i s t o r s .
short circuit
The waterin
t h e c o n n e c t o r c a u s e dt h e
of the droppingres'istors on the two injectors, which caused
e x c e s s i v ec u r r e n t t o f l o w r e s u l t i n g í n t h e b u r n - o u t o f t h e ì n j e c t o r s o l e n o i d
coils.
R e p l a c e m e not f t h e t w o f a i l e d ' i n j e c t o r s c o m p l e t e l y r e p a i r e d t h e
prob'lem. The connector has since beenweather sealed to ensure against water
p e n e t r a t io n .
T h e o n l y o t h e r r e p a i r s p e r f o r m e do n t h e c a r t o d a t e a r e t h e r e p ' l a c e m e not f
o n e r e a r s h o c k a b s o r b e r ( u n d e r w a r r a n t y ) , a n d t h e r e p l a c e m e n to f o n e l o w b e a m
h e a d l i g h t . P r e v e n t i v em a j n t e n a n c w
e a s p e r f o r m e da t 2 , 2 0 0 m ' i l e s . T h i s i n c l u d e d
a n o i 1 c h a n g e , o i ' l f i I t e r r e p ' l a c e m e n ta, n d s p a r k p ìu g r e p l a c e m e n t .
29
I n p r e p a r a t i o n f o r t h e u p c o m i n g" F u t u r e F u e l s C h a l l e n g eR a ì 1 y , , a n u m b e ro f
m o d i f í c a t i o n s a r e b e í n g m a d et o m i n i m i z ef u e l c o n s u m p t ' i o n .T h e s ei n c l u d e u s e
o f n a r r o w , h a r d c o m p o u n tdi r e s a n d t h e i n s t a l l a t i o n
o f a f u e l c o n s u m p t . i orna t e
meter and electronic throttle posÍtioner system.
Since the vehicle has only been in operation since July, it
dffficult
has been
t o a s c e r t a i n t h e i m p r o v e m e ni n
t cold startabi'lity on alcohol that the
i n j e c t i o n s y s t e mi s e x p e c t e dt o a j l o w .
To date, the coldest starting condition
w a s 4 0 o F . T h e e n g i n e s t a r t e d o n m e t h a n o la f t e r a p p r o x i m a t e l yf i v e s e c o n d so f
c r a n k i n g - W i t h w i n t e r a p p r o a c h i n g ,t h e r e w i ' 1 1 b e a m p ' l eo p p o r t u n i t y t o f u r t h e r
a s s e s s c o l d s t a r t i n g c a p a b i ' l í t y o n m e t h a n o la n d e t h a n o l .
A t s o m ea p p r o p r i a t e t i m e i n t h e f u t u r e , i t
will
is anticipated that the engine
b e d i s a s s e m b l e df o r a n e v a l u a t i o n o f t h e ì o n g - t e r m w e a r o f f r i c t i o n a l
s u r f a c e s a n d a n o b s e r v a t i o no f p o s s i b l e c o r r o s i o n p r o b l e m s .
30
5.
Areas For Future Studv
D u r i n g t h e c o u r s e o f t h i s p r o j e c t s e v e r a l p r o b l e ma r e a s a n d p o s s i b l e
' i m p r o v e m e n thsa v e b e e n i d e n t Í f i e d f o r f u t u r e s t u d y a n d d e v e l o p m e n t .
Cataivst Efficiencv
A s p r e v i o u s ì y d e s c r i b e d , m o d a l t e s t d a t a d u r i n g t h e E P AF T P a n d E P AH W F E T
t e s t s ' i n d i c a t e d t h a t t h e t h r e e - w a ye x h a u s tc a t a l y s t c u r r e n t ì y u s e d f o r g a s o l i n e
e n g i n e s s u f f e r s a s m u c ha s a 8 0 %r e d u c t j o n i n c o n v e r s i o ne f f i c i e n c y f o r a l l
e m i s s i o n sw h e n u s e d o n a n a l c o h o l e n g i n e . T h ' i s i s n o t d u e t o e j t h e r i n c o r r e c t
s t o i c h i o m e t r y o r a r e d u c e de x h a u s t t e m p e r a t u r ed u r i n g a l c o h o l o p e r a t i o n .
No
information has beenfound jn current literature on exhaustcata'lyst effíciency
for alcohol engines.
This'is
an important area for further study since, with an effective
cata'lyst, the a'lready notably clean emissions of an electronica'l'ly f uel
i n j e c t e d a l c o h o l e n g i n e c o u l d b e m a d ee x c e p t i o n a l l y c l e a n .
0ptimal Fuel In.iection Control Strateqv for Alcohol
In the present work, the fuel injection control strategies of an ECU
d e s i g n e df o r o p t i m u mg a s o ì i n e o p e r a t i o n w e r e u s e d f o r m e t h a n o la n d e t h a n o l w i t h
good results.
H o w e v e r ,i t i s d o u b t f u l t h a t t h e s e a r e t r u ì y o p t ì m u mf o r e f t h e r
a l c o h o l . N o p r e v i o u sw o r k h a s b e e n . f o u n di n p u b l i s h e df o r m w h i c h ' i n v e s t i g a t e s
o p t i m u ma l c o h o l f u e l i n j e c t i o n c o n t r o l s t r a t e g i e s u s i n g a f e e d b a c kc o n t r o l l e d
e'lectronic fuel injectíon system. The construction and testing of an EFI
systemof this type specifica'lly optimized for alcohol mìght yieìd further
i m p r o v e m e n tjsn e f f f i c ' i e n c y a n d e m i s s j o n s .
O p t i m i z a t í o no f l q n i t i o n T i m i n q o n t h e F a s t - B u r nA l c o h o l E n q i n e
T h e s t a n d a r d t i m ' i n g c u r v e o f t h e N A P S - Ze n g i n e w a s r e t a ' i n e d , b u t s h i f t e d
slightly by rotation of the d'istributor.
P a r t i a l t h r o t t l e p o w e ro u t p u t t e s t s
h a v e i n d j c a t e d t h a t t h e M B T( M j n i m u mB e s t T o r q u e ) t i m ' i n g c u r v e d u r i n g m e t h a n o l
31
operation djffers
s i g n í f i c a n t l y f r o m t h e g a s o l i n e c u r v e . M o r e a d v a n c ei s
n e e d e da t i d ì e , a n d l e s s a d v a n c ea t h j g h e r R P M ' s ,c o m p a r e w
d ith the gasotine
c u r v e . T h e e f f e c t o f m a n i f o l d v a c u u mo n i g n i t i o n a d v a n c ej s l e s s p r o n o u n c e d
on
m e t h a n o l t h a n o n g a s o ' l i n e . F u r t h e r s t u d y i s n e e d e dt o f u l l y d e f i n e t h e t i m i n g
c o n t r o ' l f u n c t i o n s f o r m e t h a n o l o p e r a t i o n , a n d a m e a n sf o r i m p l e m e n t i n gt h e
different curve must be installed.
A n e l e c t r o n i c d u a l - a d v a n c ec u r v e g e n e r a t o r
h a s b e e n d e v i s e d f o r t h i s p u r p o s e . t ^ / j t h k n o w l e d g eo f t h e d e s i r e d t i m ì n g
d e p e n d e n c yo n R P Ma n d v a c u u m ,o p t i m u mi g n i t i o n t i m i n g d u r i n g a l c o h o l o p e r a t i o n
c o u l d b e i m p l e n e n t e d ,w i t h o u t c o m p r o m ' i s i nt g
h e o p t i m u mi g n í t i o n t i m i n g f o r
g a s o li n e o p e r a t i o n .
Increasing CompressioR
n atjo
The theoretìcal thermal efficiency of an Otto cycle engine increaseswith
i n c r e a s e d c o m p r e s s i o nr a t i o .
C o m p r e s s i orna t i o i s l j m i t e d i n g a s o ' l i n ee n g . i n e s
by the rather low octane rating or "knock resjstance" of gaso'line. Methanoì
has a significantìy
h i g h e r o c t a n e r a t i n g t h a n g a s o ' l i n e ( 1 0 g R g Nc o m p a r e dt o
9 1 R O Nr e s p e c t i v e l y ) .
T h i s a l l o w s t h e u s e o f m u c hh i g h e r c o m p r e s s i o nr a t i o s
without encounteringknock. Typicalìy, alcohol engines are modifjed to
i n c r e a s e t h e c o m p r e s s i o nr a t j o b y m i l ì ' i n g t h e c y l i n d e r h e a da n d , / o rÍ n s t a ' l ì i n g
h i g h c o m p r e s s i o np i s t o n s .
This was not doneon this project sjnce it was
necessary to retain the capabi'lity fon operation on gaso'line. H-igher
e f f i c i e n c y c o u l d b e r e a l i z e d d u r i n g m e t h a n o lo p e r a t i o n w í t h t h e i n c r e a s e d
compression
ratio.
If
t h e c o m p r e s s i o nr a t i o w e r e i n c r e a s e d , i t
operate on gasoline if
maybe possible to still
an electronic detonatjonsensor is usedto retard the
i g n i t i o n t i m i n g a t t h e o n s e t o f a k n o c k i n gc o n d i t i o n .
This could be made
i n t e r a c t i v e w i t h t h e a l c o h o l f u e l i n j e c t í o n s y s t e ms u c h t h a t a l c o h o l f u e l
32
i n j e c t i o n w o u l d b e e n g a g e da u t o m a t í c a l ' l y u n d e r k n o c k i n g c o n d i t i o n s .
Several
o t h e r v a r i a t i o n s o f t h i s a p p r o a c hh a v e b e e n s u g g e s t e db y c o l l e a g u e s .
Turbocharging
Dueto the low octane rating of gaso'line, turbocharger boost pressure must
b e l Í m i t e d t o a v o i d k n o c k i n g i n t u r b o c h a r g e dg a s o l i n e e n g i n e s . M e t h a n o lo r
e t h a n o l a n e t o l e r a n t o f m u c hh i g h e r b o o s t p r e s s u r e s d u e t o t h e i r h Í g h o c t a n e
ratings.
T u r b o c h a r g e dm e t h a n o l e n g i n e s a r e t h e r u l e r a t h e r t h a n t h e e x c e p t i o n
i n m a n yf o r m s o f c o m p e t i t i v e r a c i n g .
In a dual-fuel alcohol/gasolinevehicle such as this, the electronic
c o n t r o l o f t h e w a s t e - g a t es e t t i n g ( w h i c h l i m i t s b o o s t p r e s s u r e ) i s p o s s i b l e ,
thus allowing different
boost limits
turbocharging produces an efficiency
for gasoìine and alcohol.
Sínce
advantageduring high load engine
o p e r a t i o n , t h e u s e o f a " s e l e c t i v e b o o s t " t u r b o c h a r g e rj n s t a l l a t i o n o n a n
alcohol/gasoline dual fuel vehícle might further increase efficiency during
al cohol operat'ion.
M a t e r i a l s C o m p a t i b ij lt v w i t h A l c o h o l
C o n s i d e r a b l ea n a ' l y s i s o f f u e l s y s t e mm a t e r i a j s w a s r e q u i r e d i n o r d e r t o
s p e c i f y a l c o h o l t o l e r a n t c o m p o n e n t si n t h e f u e l i n j e c t i o n s y s t e m . A l l
i n d j c a t i o n s t o d a t e a r e t h a t t h e s e l e c t e d c o m p o n e n t sa r e c o m p a t i b l e w i t h
m e t h a n o la n d e t h a n o ' 1 ,s i n c e n o m a t e r i a l s r e l a t e d p r o b l e m sh a v e b e e n e n c o u n t e r e d
other than initial
oneswhich have since been corrected. Inevitably, some
c o m p r o m i s em
s u s t b e m a d e ' i n m o s t a l c o h o l e n g ì n ec o n v e r s i o n s ,s i n c e a u t o m o t i v e
f u e l s y s t e mc o m p o n e n tas r e s p e c i f Í c a l ì y d e s i g n e df o r g a s o l Í n e c o m p a t i b i l i t y ,
a n d a l c o h o l c o m p a t i b i ' l í t y i s f g n o r e d . ! , j ew e r e f o r t u n a t e i n l o c a t i n g a ì c o h o l
compatibìe critical
c o m p o n e n t sf o r t h e s y s t e m s u c h a s t h e f u e l p u m p , b a c k
p r e s s u r e r e g u ' l a t o r s , p u l s a t i o n d a m p e n ear n d f u e l i n j e c t o r s .
It mustbe noted
t h o u g h , t h a t n o c u r r e n t ì y m a n u f a c t u r e dv e r s i o n s o f a n y o f t h e s e p a r t s a r e
33
a c t u a l l y d e s i g n e df o r a l c o h o l u s e . T h e f a c t t h a t t h e o n ì y a v a i l a b l e f u e l p u m p
for use with electronic fuel injection that is tolerant of alcohol service was
l a s t m a n u f a c t u r e di n 1 9 6 8 i s a n e x a m p ì eo f t h í s p r o b ' l e m .
T h e p r o d u c t i o n o f a l c o h o l f u e l e d v e h i c l e s , w h e t h e ru s í n g f u e l i n j e c t i o n o r
carburetors, will
alcohol service.
r e q u i r e t h e m a n u f a c t u r eo f c o m p o n e n t s p e c i f i c a l l y f o r
E v e n i n B r a z i l , w h e r ec a r b u r e t e da l c o h o l v e h j c l e s a r e b e i n g
p r o d u c e d b y f o u r m a j o r m a n u f a c t u r e r s , f u e l s y s t e m c o m p o n e n t sa r e o f t e n
comprom
i s o l u t i o n s a n d m a t e r ia l s c o m p a tbi i I i t y
se
present (5)-
Surprisingly, little
on t,his subject.
p r o b le m s a r e s t i I I
i n f o r m a t í o nw a s f o u n d i n a l i t e r a t u r e s e a r c h
T h e f e w a l c o h o l c o m p a t i b i ' l í t yp a p e r s a v a i l a b l e s i m p ì y r e v i e w
k n o w nf a c t s i n t h i s a r e a , b u t d o n o t r e p o r t o n n e w d e v e l o p m e n t s . T h e m o s t
u s e f u l i n f o r m a t i o n u / a s o b t a i n e d f r o m t h e p r o d u c e r so f t h e v a r i o u s p l a s t i c s ,
e l a s t o m e r sa n d m e t a l s , a n d f r o m e x p e r í m e n t a la n a ' l y s i s .
It does not appear that there is any lack of alcohol tolerant materÌals
a v a i l a b ì e ; t h e p r o b ' l e mi s t h a t t h e s e m a t e r i a l s a r e n o t b e i n g u s e d f o r t h e
m a n u f a c t u r eo f a u t o m o t i v ef u e l s y s t e mc o m p o n e n t s .T h e r e i s s t i l l
insufficient
i n c e n t i v e f o r m a n u f a c t u r e r st o d o s o , c o n s i d e r ì n g t h e v e r y l i m i t e d m a r k e t f o r
such comDonents.
The long term effects of alcohol operationon enginereliability
havebeen
s t u d f e d , b u t h a v e b e e n c o n s t r a i n e d t o c a r b u r e t e d e n g ' i n e sw i t h k n o w np r o b l e m so f
poor fue'|,/airratio controj and poor cold operationcharacteristics (6).
It is
s u g g e s t e dt h a t w i t h t h e m o r e s o p h i s t i c a t e d f u e l m a n a g e m e n
mta d ep o s s i b l e w i t h
e l e c t r o n i c f u e l i n j e c t i o n m a n yo f t h e p r e v i o u s i n d j c a t j o n s o f p o o r e n g i n e
rel'iability on alcohol fuel mjght be contradicted.
T h e s ea r e c l e a r l y a r e a s f o r f u r t h e r s t u d y a n d d e v e l o p m e n t .
34
6.
Acknowiegments
I w i s h t o p e r s o n a 1ì y t h a n k t h e f o l I o w in g p e o p 'el a n d o r g a n iz a t ' i o n s f o r
t h e i r i n v o l v e m e n ti n a n d s u p p o r t o f t h i s p r o j e c t .
T h e U . S . D e p a r t m e n ot f E n e r g y , A p p r o p r i a t e T e c h n o l o g yS m a ì l G r a n t s P r o g r a m
for the fínancial supportof this projectT r e n t t ¡ i l l s , t e c h n i c ' i a n ,f o r h i s h i g h q u a l i t y m e c h a n i c a f' la b r i c a t i o n w o r k .
Joel $sborne, work-study student, for
his work on the fuel cell
i nstali ati on.
A l M a c k y , v i c e - p r e s i d e n t o f E n v i r o n m e n t a lT e s t i n g C o r p o r a t i o n , f o r t h e
d o n a t i o n o f t h e E P Ae m i s s i o n sa n d f u e l e c o n o m yt e s t i n g p e r f o r m e do n t h e c a r A n d y E l I i s , g r a d u a t e s t u d e n t i n c h e msi t r y , f o r h i s E D A Xa n a ' l y s ' i sw o r k o n
f u e l s y s t e md e p o s i t s .
T h e e n t i r e s t a f f o f t h e C h e mcia l a n d M a t e r ia l s S c ie n c e D ' i vj s ' i o n, h e a d e db y
Dr. J'im Mote, for their
support and assjstance during the course of the
project.
55
7.
References
1.
N.D. Brinkman. "Ethanor Fuel--A singìe cyìinder Engine study of
E f f i c i e n c y a n d E x h a u s t E m i s s i o n s". S A Ep a p e r N o . 8 1 0 ã 4 5 , c o n t a i n e d i n
"Alternative Fueìs," sAE No. sp-4g0, international congress and
Exposition, Detroit, MI, 1ggl.
2.
S A E S p e c i f i c a t i o n N o . J 1 0 9 4 a , " C o n s t a n t V o l u m eS a m p ' l e S
r y s t e mF o r E x h a u s t
E m í s s i o n sM e a s u r e m e nI 't . S A EH a n d b o o k 1. g 7 g .
3.
J . B . P u l j m a n . " M e t - h a n o lE, t h a n o ì a n d J e t F u e l E m i s s i o n sC o m p a r i s o fnr o m
a
s m a l l G a s T u r b f n e . " s A E p a p e r N o . 7 9 1 0 1 3 ,A e r o s p a c eM e e t i n g , s a n D i e g o ,
cA, Lg7g.
4.
L o u B r o w n i n g ,u n i v e r s i t y o f s a n t a c l a r a .
5.
s ith the Utilization of
9 r . P i s c h i n g e ra n d N .L . M . P i n t o . " E x p e r i e n c e W
E t h a n o l / G a s o l i n ea n d p u r e E t h a n o l i n B r a z i l i a n P a s s e n g e rC a r s .
" Proc.
Thírd International Symposium
on Alcohol Fuels TechnologyA
, silomar, CA,
1979.
6.
U . S ..A rmy F u e l s a n d L u br icantsResear chLabor ator y,SouthwestResear c h
Ï n s t i t u t e . " E f f e c t o f A l c o h o l - C o n t a i n i nFgu e ' l so n ' S p a r kI g n i t i o n E n g i n e
wear." DOE/D0D
AgreementNõ. E(49-2g)-iozt, u. s. Dept. of
E n erg y H i g .l w a y_.Inter-agency
systém
s contr actor s coór dinaiing Meeting,
v_ e h i cles
D e arb o rn MI,
,
Lg7g.
36
p e r s o n a lc o n v e r s a t j o n s .
8.
Tablesand Fiqures
37
\
I.
TABLE
S u mmarofy EmissionTest Data
Datsun200 SX
Mu l ti p ìe F u e' lExper imentai
gms,/mi
.:
c0
HC
N0*
F/e
(mpg)
t/E
( gasoli ne
e q u í v).
G a s oi ln e
i
I
J
l
t
,¡il
E P A1 9 7 8F T P :
Ph a s eI
P h a s eI I
P h a s eI I I
I'leighted Average
.994
.055
.244
.301
EPAHI,JFET
.082
N i s s a nd a t a :
( s e a 1 e v e)l
EPAi978 FTP
( w e i g h e da ve ra g e )
EPAHLfFET
.156
,023
i .35
0 .i 8
0.58
0.31
28
37
.522
.034
.028
.133
7.420
. 155
i. i38
1.930
1.252
.803
1.089
.974
i3.066
13.343
1 5 .i 8 8
1 3 .7 4 i
2 7.052
?7.625
31.445
28.449
.0L?
.087
1 .1 3 0
1 9 .1 4 6
3 9.640
.2t4
2.978
.838
rs.872
25.52
3?.86L
54.33
25.339
38.5i0
.192
6 .1 i 3
4.502
1.011
.427
.622
.602
24.847
?5.342
28.859
2 6 .i 0 8
.382
.738
36.624
IJ.IJI
f'lethanol
EPA1978FTP:
P h a seI
P h a seI I
P h a seI I I
Average
l,'le'ighed
tPA H!,lFET
S A ER a l ' l y d a ta :
EPAi978 FTP
(Phase
III)
R o a dC o u rsemi l e a g e
Ethanol
EPAHI^¡FET
.02r
.087
L.0?l
'independantly
Testing
perfonnedby Environment,al
Note: Ail tests
' C o rp o ra ti o n ,A u ro ra ,C Ó( exceptNissandata)
38
T A B L EI I .
C O M P A R A TF
I VUEE LP R O P E R T I E S
Unleaded
G a s o il n e
Methanol
( M e t h y l A l c o h o l)
Ethanol
( E t h y l A l c o h o l)
C s Hzr*
cH30H
D e n s i t y ( 2 2 o C ,1 A t m )
( kglL)
n,.73
.79
.79
'l
Boi i ng Point
(oc)
25-2r0
6 5 .0
78.0
L o w e rH e a t i n g V a ì u e
(MJ/kg)
4 3 .5
t9.7
26.8
ReseanchOctane Number
93
115
r07
Latent Heat of
Vaporizati on
(MJ/ks)
^,0.440
1.110
0.904
t0.6
t8.0
5.5
26.0
J-J
M o l e c u l a rF o r m u l a
c 2H s 0 H
Ignition Limits in Air
at 22oC,1 Atm
(% volumevaporin ai r)
I ower
upper
ffiofvarioushydrocarbonsrangingfromCnHrothrough
A v e r a g ev a l u e s a r e s h o w nf o r f o r m u l a a n d p h y s i c a l p r o p e r t i e s .
C o n v e r s i o nf a c t o r s
for S.I. Units:
1 MJlkg = 430 Btu/lb
I k g / L = 8 . 3 5 1 b / g a 1( U . S . )
39
150
.
crzïzø.
OISTRIBUTOR
FUEL INJECTORS
AIR FLOW
S E N S O RA N O
AIR TEMP
SENSOR
GASOLINE
F E E DF U E L
LINE
SOLINE
RETURN
L I NE
ALCOHOL
F E E DF U E L
LINE
ALCOHOL
RETURN
LINE
ALCOHOL
TANK
-r - -
----l
l
r
i
F T G U R EI . D I A G R A MO F M U L T I P L EF U E L S Y S T E MI N V E H I C L E
4D
11
#
t!:
F i g u r e1 a .
A l c o h o lF u e lT a n kI n s t a l l e d i n T r u n ko f V e h i c l e .
4l
VENTTO
INTAKEMANIFOLD
P R E S S U RTEA P
PRESSURE
REGULATOR
R[iih;'HIfl+ËF
FUEL
FILTER
GASOLINE
FUELINJECTICI,|
crRcurT
FUEL
GASOLINE
I N J E C T O R( 4SI
SENSOR
AND
INPUTS
TRIGGER
DROPPING
REStST0RS(41
FUEL PUMP
C OI'TPUT
TOINTAKEMANIFOLDPRESSURE
TAP
Þ
l\)
NJECTOR
RELAY METHANOL./
ETHANOL
SELECTOR
VALVE
FUEL
FILTER
ALCOHOL
(4I
FUELINJECTORS
ETHANOLBACKPRESSURE
REGULATOR
METHANOL
BACKPRESSURE
REGULATOR
FUELPUMPRELAY
MANUAL
PUMP
IDE
TO
o--.¡IGNIT¡ON
+
SWITCH
VENTTO
ATMOSPHERE
PULSATlON
DAMPENER
F U E LC E L L
D R O PIP
NG
RESISTORS
14)
F I G U R2E. S C H E M A TDI C
I A G R AOMFD U A LA L C O H O L / G A S O LEI N
L E C T R O NFIU
CE LI N J E C T T O N
INSTALLED
SYSTEM
INDATSUN
2OOSX.
ALCOHOL
FUEL ]NJECTION
CIRCUIT
ffi
Fiqure 3.
Intake Manifoldwith Alcohol Fuel Injectors in Place.
+J
F i g u r e4 .
F i g u r e5 .
Port V i e w o f I n t a k e M a n i f o l d w i t h G a s oi n
l e a n dA l c o h o l
F u e l I n j e c t o r N o z z l e sV î s j b l e
I n t a k e l ' l a n i f o l dw i t h A l I F u e l Injection Components
Installed.
44
q
--
,Þ
Engine.
o n D a t s u n2 0 0 S X
F i g u r e6 . C o m p l e t eIdn s t a l l a t i o n o f D u a l F u e l I n i e c t i o n S y s t e m
Þ
CJì
$r
ffi
'úq,
Þ r ,
f,Íi,
F i g u r e6 a .
F u e l S e l e c t i o nS w i t c hI n s i d e V e h i c l e .
I
- l
l
l
1
VWTYPE3(C)
M e t h o n o l ,P
4 s5i 9 .
r34
E
= n 4
v,
VWTYPE 3(C)
Mel honol,24.0ps¡9
CL
É
l¡¡
è
É
l¡¡
= .os
l¡¡
o
l¡¡
=
=
o
I98I
DATSUN
2 . 0 L , G o s o l i n e3,6 . 0P s i g
( mNs )
PULSE
DURATIO
DATA
CALIBRATION
INJECTOR
?. COMPARITIVE
FIGURE
47
É,
g 5 0
I
o
CL
l¡l
a,t7
,'//
É
o
r
4,
--.\
\
,,/}
t'
no
\ \\ \h-'METHAN0L
'i. !!_LTtt4J'¡01_
t¿ob
IOO
\ \ - METHANOL
l¡,
-
\qrunHorg.
é 4 0
fr¡
l¡J
l¡J
=
CE
H 3 0
5000
R.PM.
ENGINE
F I G U R8
E. F U L LT H R O T T LVEA- R I A B LREP MT E S T SR. E A R
W H E EB
L R A KH
E 0 R S E P 0 WvEs R
.
E N G I NR
EP M ,F O RM E T H A NA
OIL{ D G A S O L IPNAER. A M E TW
R IIC
T HI G N I T I O
TN
IMING.
48
9.
Appendix
I.
L a b o ra to ryre p o rt on analysís of alcohol fuel sam pìesand fuel
ce l I fo a m.
II.
C o r r e c t j o nt o S A EJ l 0 9 4 a ,S S 5 - 4 , f o r u s e o f a l c o h o l f u e l s ,
IIL
Modae
l m i s s i o n sp l o t s f r o m 3 - p h a s eF u l l T e s t P r o c e d u r eosn
g a so il n e a n d me th anol
.
IV.
V.
vI.
B T Ua d j u s t e de q u i v a l e n tf u e l c o n s u m p t i ocna l c u l a t i o n s .
C o mp u toprri n to u ts of data fr om EPAstandar demissionsand fuel
tests,
economy
A i r a n d F u e l E c o n o mRya l l y r u l e s a n d r e s u l t s ,
s A EC ' l e a n
49
A p p e n d i xI
E11is - Kenda].]. Laboratories
2605 Table Mesa Court
Boulder, CO 80303
August 5", 1981
Mro CarJ- MacCarley
Denver Research lnstitute
2450 South GayJ-ord
Denver, CO 80208
Dear Mr. MacCarley;
Analysis
of the al.cohoJ- and foam samples submitted
which f o11or^¡.
by you has l-ed to the results
Methanol and ethanol used for fuel
of samples:
Description
and a foam fue]- tank insert.
Determine impuritiesObiect:
components of foam extractable
Results:
.
in fue1s and determine
in al-cohol.
1) The submítted methanol was of high puríty.
very sin:ilar
About O.!% of an a1þrl phthal-ate ester,
This
was found.
or didecyl phthalate,
to dioctyl
ester is used as a plasticizer
type of phthalate
polymers.
r¿ith vinyl
The submitted ethanoL j-s denatured with
2)
Other voLatiJ-e components found include
methanol.
about 2% of an a1þrl- ketone and about I% eLhyL
AJ.so present was about l% of a nonacetate.
identified.
esterr rtot further
aromatíc
volatil-e
About 3% by weight
The foam is poLyurethane.
3)
by boil-ing ethanoJof the foarn could be extracted
components
The non-voJ.atile
in a 36 hour period.
eontained carbon, hydrogenr oxygent
of this extract
and probably chlorine.
phosphorus¡ sulfur
silicon,
four el-ements are present in about
The latter
is probably present as
The silicon
equal amor:nts.
The major organic component
oi1.
a methyl- sil-icone
Most, if not aJ-lr of these
is an aromatíc ester.
components could be removed from the foam prior
al.cohol extraction.
to use with a rigorous
manner.
the two aLcohols r¡¡ere exarnlned in a similar
Details:
scanned
sample
was
the
submitÈed
spectrum of
ffiarea
The spectrum
as was the spectrum of pure methanol or ethanol.
the
spectrum
of the
from
subtracted
pure
was
alcohol
of the
to give
spectrum was interpreted
The difference
fuel a1óoho1.
were detected in the
no ímpurities
the above results¡
methanol by this method.
impurities
In order to detect the non-volatite
200 mL of each ïIaS evaporated.
approximately
in the alcohols
deposited
The residue was díssolved in carbon tetrachloride,
The
spectrum
scanned.
plate
and
the
infrared
on a KBr
50
amount of
ethanol
sample y,èelded a substantial
substance and the methanol yielded
non-volatite
ye11ow liquid.
amor:nt of a non-volatite
a J-igrht brown
a small-
A portion
of the foam was extracted
for 36 hours
boiJ-ing
ethanol in a Sohxl-et extractor.
with
The solvent
brown residue was anal.yzed by
was evaporated and the light
spectroscopy
and energry dispersive
infrared
X-ray fluorescence wittr resuJ.ts as reported
above.
ínterpreting
u.s¡
The composition
of the foam was determined
products.
the spect,rum of the pyrolysis
by
questJ-ons, please contact
If there are any further
A bi]-]- for our services
i,ril-t be submitted
shortlv.
yours,
VerT truly
Dougïas
/'
i.
KendalJ.
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Ap p e nd i xIV
B T Ua d i u ste de q u i va l e ntfuel c o n s u m p t ì ocna lc u l a t ì o n s .
G a s oi n
l e:
( 4 3' 5 M J / k g(). 7 4 kg/L) = 3 2 . 1 9 M J / L
E t h a n o: l
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R a t i o , E t h a n o lt o g a s o ' l i n e ffi
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63
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Ap p e nd i xV
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CÍ,EAN Aj:R AI.ID FUEL ECONOMY RALLY
OF ICTAL RULES AND ìCORÏI.TG
THE 1981 HIGIT ALTIDUE
I.
classes aild two neet (cond'itional)
be tirree traditional
There will
classes:
A. ,2 Passenger vehicles
B.
3 to 4 passenger vehicles
5 ancl up Passenger vehicles
c.
(conditional*)
vehicles
D. electrié
(conditional*
and under 8500 pound's GVI{)
duty truck
tr.
light
*depenclent
II.
Tirere rvill
be 20 trophies
uPon resPonse
awarded t'o the winners
as follows:
for Best FueI Economy in Class, (a11 except- electric)
4 trophies
for weíghÈ)
Economy in Clasã (normalized
Best,
Fuel
4 for
(alI excePt electric)
,/ç.
4 for l,owäst Emissions in Class (a11 except electric)
-,_D. 1 for Best Tinre and Distance Rally - electric
vehicles
E.
L for Lovrest Emissions Overall
,,/ t.
I for Lowest Emissions (renewable fuel vehicles)
v G. 1 for Highest FueI Economy (renewable fuel vehicles)
,,/ H.
1 for Overall Vlinner Renewable FueI Vehicles
I.
I for Best Overall Time and Distance Rally
1 for Highest Fuel Economy Overall
J.
points)
,/' K.
1 for naÍty Champion (highest overall
,/ A.
,./ B.
tt
,
j
III.
Entrance
A.
Resuirements:
Any one índividual
has a minimum of:
1.
2.
A licensed
A licensed
or
grouP rnay enter,
d.ríver.
observer
to
ride
in
providing
a competing
each team
vehicle.
of
a
B.
and the conduct
for the vehicle
is responsil:Ie
The driver
of
and driver
navigator
licensed
A
all their
Passengers.
the
rally.
during
roles
team may switch
c.
along wittr all passengers and observers will
Each driver,
and indemnity
sign a stanåard rãlease and, waiver of liability
(sample copy enclosed).
agieement and, a SAE endorsernenË release
be required.
Pioof of automobile insurance will
102
page
IV.
V.
Veiricle
2
Requi¡:er , :ts:
duty
truclis
must have exiraust
A.
Passe-rger ccLrs and ligirt
system integritY.
B.
4 wheel veÌricles
C.
be usecl, hol./ever, the ra.ll1z corrmittee must be
Any fuel r...a1r
anclobtainable
p-,l.ifiecì in a,lvance of crnf fuel not easily
f
o
r
the
h
a
n
c
1
l
e
c
l
b
e
v
¡
i
1
I
t re rnethocl of ir ¡ this special fuel
s
p
e
cial
o
f
T
e
s
t
s
a
m
.
p
i
e
s
purpose of cons rption mêasurement.
r
a
l
l
y
.
t
h
e
a
f
t
e
r
ruels may be reqrrired before and
D.
on
vei'ricles rnust be irighway lega1 for operation
All rally
(e.9.
systerns
restraint
with
Coloraclo R.oacisancl equipped
seatbelts) .
E.
À11 rally
Vei,icle
onlY.
vehicles
must seat
a minimt¡¡n of
trvo Q)
peol:rle.
InsPection:
prÍor
to
inspection
Each veiricle enterecl rnus pass technical
subnuit
may be- requi-red.to
Entrants
in tite rally.
participating
items
The following
inspection.
väfricfé to a post-rãlly
îneir
inspection:
at
the
cirecked
be
r,ray
Street Legal
License Plates
Brake Lights
I^rindows (glass)
Iíorn
And Other Items
VI.
Competition
Exr'raust System InÈegritY
Tire Tread
General Visual InsPection
FueI Tank Full
Turn Signals
and, Scoring:
will
be based on a total of 1000 poinÈs:
calculations
500 for fuel economy
300 for emissions
schedule
2OO for conformance rvith rally
miles per 9a1lon
equivalent
in
be expressed
Fuel economy will
the lower
by
compuÈing
used,
fuel
of
of regular ã.=, regardlèss
a
n
d NOx.
H
C
,
C
O
,
m
e
a
s
u
r
e
w
i
l
l
B
m
i
s
s
i
o
n
t
e
s
t
s
heatiñg value.
per
grans
míle
of
of
basis
Èhe
determined
on
Scores will
be
Rally
(cliesels will
pollutant
be tested for partículates).
écores will
be based, on tåe variance of elapsed time from starè
to ttre checkpoints.
Scoríng
A.
FueI Economy (maximr¡n 500 points_)
have
will
and ot?¡er fueled vehicles
diesel
1.
Gasoliné,
at
under committee supervision,
their
fuel tanks filled
rally.
the
before and after
team expense, inmediately
will
fhe amo-r¡nt of fuel added during the second filling
fuel consuÍtPtion.
determine tJte vehicle's
103
page 4
L00
P
Þ
I
.4
1.0
4.0
Nf
Research Goals
! 8 2 H í g h Altitude
1 0 X R e s . Goals
100 pts
50 pts
0 pts
T
Þ
NOx (in
I
grams per nr-iIe)
;"i
i
I
100
(.41)
P
o
.4L
.57
.10
R e s e a r c h Goals
r 8 2 H i g h Altitude
1 0 X R e s . Goals
3.4
7.8
3 4 .0
Research Goals
| 82 High Altitud.e
10 X Res. Goals
( .s 7 )
I
LT
100 pts.
50 pts.
0 pts.
T
S
(4.1)
1
2
3
4
5
Hc (in grams per mile)
100
(3.4)
P
o
T
N
T
S
(7.8)
(34)
1 .0 2 0 30 40 50
CO (in gra¡ns¡per mile)
105
100 pts.
50 pts.
0 pts.
pe.ge 5
c.
Ra1l1z (maxitnum 200 Points)
1.
the
ent rnts will- compete on exactly
A1I non-el-ectric
be measured un,fer as near the same
and will
same rout¡
have a
vehicles will
Electric
cond.itionr as possible.
40
approximately
course of semi-urban driving
special
miles long.
2.
of the rally
given out, before the start
Rally instrucÈÍons
inbe no trick
folr.rard; there will
sÈraight
will-be
]:e located at unclisclosed
õheckpc'ints will
structions.
roving observers
Additionally,
points along the route.
and assisting
for infractions
will
be on Éne route looking
vehicles in trouble.
3.
course ânc1,must
rtust follow the prescribed
Each entrant
the route.
along
located
be observed at all checkpoints
time'
alloted
the
The route must be completed in
4.
Contestants
5.
will
Each contestant
The route instructions
the exanrple belov¡:
Instruction
Number
witl be disqualifiecl
for the following:
cond'uct.
Unsportsmanlike
in
coaãting lviÈh engine off, transmission
ot clutch disengaged.
neutralr
or modifying the entry
Acl.justingr repairing,
vehicle after the emissions test.
Unauthorized re-fueling.
be given one set of route inst'ructions.
Ue in t'he format as sho;,^¡rrin
will
llileage
(MíIes)
Àverage
Speed
0.00
E
x
A
.[vr
Èo
of parking
lot
out
Right
.4
traffic
Left'at
Hanrest
on
L.2
42.5
Right at
Central
1.9
51
Right
E
6.
Start engine;proceed
checkpoint
the start
.1
P
L
Intructions
stop
on I-475
light
sign
(north)
must not
and' finish
Ttre elapsed, Èime between the start
tha¡r
lL
hours,
by
more
tíme
proper
average
ttre
exceed
and
one
checkpoint
between
lat'e
25t
than
more
not
and
tl¡e next.
106
on
u s i n g g a s o l i n e o r d i e , ' . . l -f l r e l , c o n ' t e s f a n t s
For ve¡j-cles n
be weigl:ed.
nust furnish l.,,Jir tuel in a tank ti:at can -)1
tank may
f
vehiclers
Eitirer a separate t,ank or the
tank'
the
of
design
be rveighe<l depending on the
2.
3.
Gasoline
fuel
have to pay for thier
À11 contestants will
at
-.el
purcÌrase
musl-.
ov/ners
and d.iesel powered. vehicle
b
e
w
i
l
l
.
¡
:
e
r
a
t
i
o
n
s
f
u
e
l
i
n
g
A
l
l
the desig¡a-ted sÈation.
o
f
f
i
c
i
a
l
s
.
supervisecl by the ral1y
4.
as well as vehicle modifications,
ability
To allow for driver
has
vehicles in the rally
a
l
l
f
o
r
m
i
l
e
a
g
e
the baseline
dat'a.
economy
fuel
EPA
city
current
using
been cornputed
mil.es per
A table is enclose<l whicit gives the baseline
gaIlon as a function of vehicle weight.
500
Baseline
Miles Per Gallon
250
BMPG
¿
B.
Emissions
3 X BMPG
BMPG
(maximum 300 points)
1.
be tested using t'he EPA Urban Driving
witl
The vehicles
(see
c1'cle (Hot 505), HOT Stabalized Phase (Phase #3).
L
9
77)
J
u
n
e
,
3
2
9
8
9
,
1
,
råderal Register 8, Appendix
Page
and
temperature
oþerating
at
be Lèsted.
will
the vehiclés
the
during
collected
be contínuaIly
ttre exhar:st gas will
standard which must, be
There is no air pollution
test.
in higher scores
result
will
emissions
met, hovrever, lower
(see graphs).
2.
emissions for diesel pcrrered vehicles
The particulate
will
GPM (grams per ÍÉ1e) or the vehicle
exceed
.6
car¡not
score'
emission
ttre
poinÈs
on
penalized
50
be
104
page 6
7.
mileage where
The mileage column gives the official
Mileage will
be
the instruction
should be executed.
to tlte nearest L/L}th mile.
given for each instruction
indicated
Official
mileage, rather than contestantfs
nr:ileage, ' 111 be used in all scoring calculations.
Average speed gives the average speed t' the next
instructíon.
B.
be divided
The maximum Rall!
sco,; e of 200 points will
Each checkpoi.nt will
be
by ttre nr¡nber of checkpoints.
of one
using the time from the start
scored seperately
The
at, tt¡e next checkpoint.
to Èhe arrival
checkpoint
Time
line.
for lunch wilL
last checkpoint
is the finish
prior
The course will
be driven
to the
be sr¡btracted.
(PAT)
proDer
time
average
rally
to deterrnine the o:ficial
for each of the checkpoints.
9.
Example: The P¡A,.T. (Proper Average Tine) from Èhe startone is 36 minutes,
a¡rd the P.A.T.
ing line to checkpoint
two
23
rninutes.
is
from checkpoint
one and checkpoint
line
at
10:00'
a¡rd. due
leaves
the
starting
Vehicle
#13
jamr arrives
one eLeven minut,es
t,o a traffic
at checkpoint
for being
be penalízed
later
ât IOz47.
Vehicle
#13 will
line to checkpoint
oner but
308 late from the starting
Èime from checkpoint
one
L0:47 now becomes tt¡e starting
Vehicle
to checkpoint
two¡ still
allowing
*13 tvrenty-three
See graph belov¡:
tvro.
minutes to get to ctreckpoint
c
H
E
C S
K C
P O
O R
Ï E
N
T
PÀ1
107
page
7
decision on any dismake the final
will
and'
r
e
classification
o
r
classíficationr
quatifications,
to
necessary
if
regulations
rñay issue supplemental
properly
conduct the event.
1 0 . Ra1ly officíals
to ¿ind at the
be an observer meeting prior
1 1 . There will
purpose
the observe-r
of
The
compleÈion of the rally.
conformance
insure
tc
is
vehicle
team
rid'íng in a competing
enr
a
l
l
y
f
t
h
e
t
h
,
c
o
m
p
l
e
t
i
g
n
o
I
A
f
t
e
r
rules.
o f r a í l y -rnay
techniques,
driving
special
on
Ue
interviewecl
trant,s
aids used to obtain
anð/ot ãriver
vehícle môdífications,
mileage.
improved.
108
Page I
Vehicle
Weight
5 7 6 -7 0 0
70r-825
826-950
951-1075
1 07 6 - 1 2 0 0
1 2 0 r-1 3 2 s
r326-1450
1 4 5 1 -1 9 7 5
1576-1700
1701-1825
1826-1950
1 95 1 -2 07 5
2076-2200
220L-232s
2326-2450
245r-2575
2576-27 00
270L-2825
.28-2É=295o:
295r- 3075
3 07 6 - 3 2 0 0
3201- 3325
3326- 3450
3 4 5 1 - 3 57 5
3 57 6 - 3 7 0 0
3 7 01 - 3 82 5
3826- 39s0
3 95 1 - 4 07 5
4076-4200
420L-4325
4326-4450
4451-4575
4 5 7 6 -4 7 0 4
470L-4825
4826-4950
4 95 1 - 5 07 5
5 07 6 - 5 2 0 0
520r-5325
5326-5450
5 4 51 - s 5 7 s
5s76-5700
Inertia
Class
Power*
*Power-Horsepower
43 . 5
41.9
4 0 .3
3 8 .7
37.2
35.8
34.4
33.0
3 1 .5
30.2
28.9
27.6
2 6. 4
25.3
24.2
23.L
22.0
21.0
20.0
19.0
L8.2
L7.5
L7.0
L6.4
1 5 .9
15.4
14.9
1 4 .5
1 4 .1
L3.7
13.4
13.0
L2.7
12.4
1 2 .I
1 1 .B
11.5
11.3
11.0
1 0 .I
10.6
4.3
4.6
4.8
5.1
5.3
5.5
5.8
6.0
6.3
6.5
6.-l
7.0
7.2
7.4
7.7
7.9
8.1
8.3
8.6
8.8
9.0
9.2
9.4
9.6
9.8
10.0
LO.2
10.4
10.6
1 0 .I
1 1 .0
1000
Ltz5
12s0
1375
1500
L625
1750
1875
2000
2L25
2250
2375
2500
2625
2750
2875
3000
3L25
3 25 0
3375
3500
3625
3750
3875
4000
4]''25
4250
4375
45 0 0
4625
4754
4875
5000
5L25
5250
5375
5500
5625
5750
5875
6000
Ll..2
1r.4
11.6
11.8
11.9
12.l
L2.3
L2.5
L2.6
L2.8
^&
Ol-
r09
tr^
J\J
Baseline
MPG
I'PTT f o r
Dyno lssti-nÇ
neíther
endorsing
organization,
In that SAE is a non-profit
prod,ucts,
SÃE
performance
of
products
the
nor endorsing
participants
from
forbid
r.'ght
to
reserves the
specifically
any
or
from
in
way
logo
in
advertising
using SAE narle or
any prod.uct,
that SAE approvesr endorses or sells
inplying
devicer
oE equipment used in the Rally.
I certify
that I have read the above and agree not to utilize
the name of SAE or its logo j.n any way thaÈ would imply SAE
endorsement.
hereby hold the Society of Automotive
I, the und.ersigned,
Inc.,
and, its l,lenber Sect,ions harmless for any
Engineers,
out of
liat.ility
d,amage arising
or property
injury
bodily
Clean .Lir and Fuel
in the "High Altitude
my parÈicipation
Economy Ra1ly".
NA¡48
DATE
lr0