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7/14/2019 Clean Technologies and Environmental Policy – incl. option to publish open access (Editorial Board)
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Clean Technologies andEnvironmental PolicyFocusing on Technology Research,Innovation, Demonstration, Insightsand Policy Issues for SustainableTechnologies ISSN 1618-954X Clean Techn Environ PolicyDOI 10.1007/s10098-019-01725-w
Influence of ethanol–gasoline blend onperformance and emission of four-strokespark ignition motorcycle
I. G. G. Badrawada &A. A. P. Susastriawan
1 23
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Clean Technologies and Environmental Policy https://doi.org/10.1007/s10098-019-01725-w
ORIGINAL PAPER
Influence of ethanol–gasoline blend on performance and emission of four‑stroke spark ignition motorcycle
I. G. G. Badrawada1 · A. A. P. Susastriawan1
Received: 23 April 2019 / Accepted: 26 June 2019 © Springer-Verlag GmbH Germany, part of Springer Nature 2019
AbstractIn order to encounter the problems of fossil fuel depletion and global warming, it is very important to search an alternative fuel for transportation sector. Ethanol, one of many alternative fuels, is an attractive source of alternative fuel for combus-tion engine. Generally, an ethanol is used as blended fuel with gasoline or diesel fuel. In the present work, an effect of blend ratio by volume of ethanol–gasoline fuels (E0, E5, E10, and E15) on performance and emission characteristic of four-stroke motorcycle is investigated experimentally. The work is performed at engine speed of 4000, 5000, 6000, 7000, 8000, and 9000 rpm for each of tested fuels. The result indicates that oxygen presence in the ethanol gives an advantage to combustion process of the ethanol–gasoline blends. The combustion process occurs more completely with the use of the blends. The ethanol–gasoline blend improves the brake power of the motorcycle. The maximum brake power of 6.23 kW is attained with the use of E15 at 8000 rpm. Typically, exhaust gas temperature increases with the use of ethanol–gasoline blends. The highest exhaust gas temperature occurs with the use of E10 at 9000 rpm. The use of ethanol–gasoline blends reduces the brake-specific fuel consumption. The lowest brake-specific fuel consumption of 0.125 kW/kg h is obtained for the use of E10 at 4000 rpm. Meanwhile, CO and HC decline with the use of ethanol–gasoline blends. The lowest CO of 0.11% and HC of 7 ppm are produced with the use of E10 at 8000 rpm. On the other hand, CO2 increases with the use of ethanol–gasoline blends. The highest CO2 of 7% is formed with the use of E15 at 8000 rpm.
Graphic abstract
Keywords Ethanol · Blend · Motorcycle · Performance · Emission
Introduction
Depletion of fossil fuel and global warming problem become a hot issue in last recent years. Many efforts have been conducted in order to encounter the problems, such as the searching of alternative fuel for transportation. Vari-ous alternative fuels have been explored for fuel of spark
* A. A. P. Susastriawan [email protected]
1 Department of Mechanical Engineering, Faculty of Industrial Technology, Institut Sains & Teknologi AKPRIND, Yogyakarta, Indonesia
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I. G. G. Badrawada, A. A. P. Susastriawan
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ignition (SI) engine as well as for fuel of compression ignition (CI) engine. Utilization of biogas as SI engine fuel has been reported by Verma et al. (2017) and Reddy et al. (2016). The use of liquefied petroleum gas for auto-motive fuel has been explored by Sulaiman et al. (2013), Masi (2012), and Gumus (2011). Ethanol–gasoline blend for fuel of combustion engine has been investigated by Yao et al. (2013), Thakur et al. (2017), Yüksel and Yüksel (2004), and Doğan et al. (2017). Meanwhile, alternative fuels for DI engine have been investigated by Ashok et al. (2017a, b, c), Ramesh et al. (2019), and Nanthagopal et al. (2017, 2018).
Due to availability and impact on environment, etha-nol is an attractive source of renewable energy for SI engine. Typically, ethanol is added on gasoline to form ethanol–gasoline blend. Additional ethanol on gasoline may improve engine’s performance and emission. Com-bustion rate of the blend improves due to high oxygen content in ethanol. Enhancing combustion rate results in increasing engine power output (Doğan et al. 2017). In addition, combustion stability increases with increase in ethanol ratio in the blend, especially when ignition starts in advance timing and at the middle region of fuel spray (Chen and Nishida 2014). Reid vapor pressure of the blend increases (Hsieh et al. 2002) with increase in ethanol ratio that improves brake torque of the engine.
The use of ethanol–gasoline blend results in better emission characteristic. Lower CO and HC in exhaust gas were obtained due to cleaner combustion using the blend fuel (Doğan et al. 2017). Significant reduction of CO was also attained when ethanol–gasoline blend is used for four-stroke motorcycle fuel (Costagliola et al. 2016). CO and HC emission for E60 is lower than pure gasoline at all engine speeds observed as reported by Yüksel and Yüksel (2004). Oxygen content in ethanol gives leaning effect that reduced CO production significantly. However, increas-ing ethanol in the blend leads to increase in cylinder tem-perature during combustion phase that may increase NOx formation (Masum et al. 2013).
Only a few works on utilization of alternative fuel for motorcycle have been reported so far. Tuan et al. (2019) studied the use of bio-gasoline fuel for four-stroke motor-cycle, and Costagliola et al. (2016) reported the use of ethanol–gasoline blend for four-stroke motorcycle fuel. The present work aims to investigate an effect of blend ratio of ethanol–gasoline (E0, E5, E10, and E15) on per-formance and emission characteristic of four-stroke motor-cycle. The relation between exhaust gas temperature and emission of HC, CO2, and CO is also discussed in the present work, whereas in the previous work by Tuan et al. (2019) and Costagliola et al. (2016) this discussion has not been reported. Hence, it is still important to conduct the present work.
Materials and method
Fuel preparation
In the present work, gasoline is used as a based fuel. The blends of ethanol–gasoline are obtained with mixing etha-nol with 95% purity to the gasoline by volume percentage. The fuels investigated in the present work are E0, E5, E10, and E15. Table 1 shows a ratio of gasoline to ethanol for each fuel. Meanwhile, several important properties of the gasoline and ethanol are given in Table 2 (Thakur et al. 2017).
Experimental work
Figure 1 displays experimental setup of the present work. The experimental set up consists of four-stroke single-cyl-inder motorcycle, chassis dynamometer, K-type thermo-couple, gas analyzer, burette, and monitor display. Specifi-cation of the motorcycle’s engine is given in Table 3. The dynamometer is used to investigate brake torque and brake power of the motorcycle. Standard burette is used to meas-ure fuel consumption rate. Meanwhile, K-type thermocou-ple and gas analyzer are used to observed exhaust gas tem-perature and emission of CO, CO2, and HC, respectively.
For each fuel, the test is conducted at engine speed of 4000, 5000, 6000, 7000, 8000, and 9000 rpm. Brake torque, brake power, and engine speed are obtained from dynamometer data. Meanwhile, brake-specific fuel consumption is calculated using fuel consumption
Table 1 Percentage volume ratio of observed fuel
Fuel Gasoline (vol%)
Ethanol (vol%)
E0 100 0E5 95 5E10 90 10E15 85 15
Table 2 Gasoline and ethanol properties (Thakur et al. 2017)
Property Gasoline Ethanol
Chemical formula C5–C12 C2H5OHMolecular weight 87.4 46.07Density at 15 °C (kg/m3) 750–765 785–809.9Stoichiometric air–fuel ratio 14.2–15.1 8.97Research octane number 91–100 108.1–110Motor octane number 82–92 92Lower heating value gas (MJ/kg) 44 26.9
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rate data and brake power data. CO, CO2, and HC con-tents in exhaust gas are obtained from gas analyzer. The performance, emission, and exhaust gas temperature of the engine for E0, E5, E10, and E15 are compared and discussed.
Results and discussion
Brake power
Figure 2 shows brake power of the engine for the fuels of pure gasoline (E0) and the blends (E5, E10, and E15). For all tested fuels, the brake power increases with increase in engine speed up to 8000 rpm and decreases at engine speed 9000 rpm. Increasing engine speed from 4000 to 8000 rpm alters a combustion process to nearly stoichiometric com-bustion which releases more heat that results in higher pres-sure in cylinder. More power is generated at higher cylin-der pressure. The brake power decreases at engine speed of 9000 rpm for the all tested fuels. This may be due to lower volumetric efficiency of the engine at engine speed of 9000 rpm.
Figure 2 also shows that the brake powers using blend fuels are higher than the brake power using gasoline. Oxy-gen presence in the ethanol gives advantage to combustion process of the blend. Oxygen content in the ethanol enhances combustion process (Al-Hasan 2003). Combustion occurs more completely with the use of E5, E10, and E15 than with the use of pure gasoline (E0), and thus, higher power is generated with the use of the blends. Similar trend of higher engine power using E5 and E10 than engine power using gasoline RON95 was also attained by Tuan et al. (2019) and Al-Hasan (2003). Due to higher density of ethanol, mass of the blend fuels injected with the same volume is higher for the blends than that of gasoline (Tuan et al. 2019).
However, the use of E15 produces lower brake power than the use of E10. This may due to higher oxygen content in E15 than in E10. Too much oxygen available for combus-tion also may give disadvantage to heat loss from cylinder to the surrounding. Very rapid combustion occurs because of oxygen riched mixture increases cylinder temperature
Fig. 1 Experimental setup
Table 3 Specification of the engine
Item Specification
Type Single-cylinder four-stroke SOHC
Cylinder capacity 110 ccBore × stroke 50 × 55 mmCompression ratio 9.2:1Fuel injection timing 65° BTDC–7° ATDCInjection pressure 3 barNo. and diameter of injector’s hole 6 and 0.1 mmPower maximum 8.22 PS/8000 rpmTorque maximum 8.34 Nm/5500 rpm
2
3
4
5
6
7
8
4000 5000 6000 7000 8000 9000
E0E5E10E15
Brak
e po
wer
(kW
)
Engine speed (rpm)
Fig. 2 Brake power
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excessively and hence surges temperature difference between cylinder and the surrounding. This phenomenon results in the transfer of more heat to the surrounding and thus lower combustion gas temperature as indicated by exhaust gas temperature in Fig. 3, particularly at engine speed of 8000–9000 rpm. More heat loss from the cylinder to the surrounding indicates that less heat is utilized for increasing mean effective pressure, and hence, lower power is devel-oped when using blend E15.
Exhaust gas temperature
Figure 3 displays exhaust gas temperature for the use of E0 to E15. The exhaust gas temperature can be used as indicator to evaluate combustion process inside the cylinder. For the all fuels, the exhaust gas temperatures escalate as increasing engine speed from 4000 rpm to optimum engine speed of 9000 rpm. Increasing flow rate with expanding engine speed causes more fuel to be burnt and more heat to be released during combustion process. Hence, it can be observed that exhaust gas temperature increases with increase in engine speed from 4000 to 9000 rpm. From Fig. 3, it can be seen that exhaust gas temperatures of the E5–E15 are higher than that of E0. The presence of oxygen in the ethanol improves combustion rate and heat released of the blends, and thus, higher temperatures are observed for the blends. Maximum temperature is observed for E10 at engine speed of 8000 rpm where the maximum brake power also occurs at this speed as given in engine specification. Theoretically in accordance with oxygen content, combustion rate and heat released for the use of E15 are higher than those of E10. The exhaust gas temperature of E15 should be higher than that of E10. However, its temperature is almost similar to E10 even lower
at high engine speed. This may be because more heat is transferred from cylinder wall to the surrounding, and thus, lower exhaust gas temperature is measured at exhaust mani-fold for E15.
Brake‑specific fuel consumption (bsfc)
Since the brake-specific fuel consumption (bsfc) is defined as mass of fuel required per hour to produce 1 kW of brake power, the value of the bsfc is determined by brake power developed and fuel consumption rate. The bsfc of the blends is lower than that of pure gasoline as indicated in Fig. 4. The higher the ethanol ratio in the blend, the lower the bsfc at all engine speeds investigated. Significant increase in the bsfc from 8000 to 9000 rpm is due to major reduction in brake power of the engine at that speed.
HC, CO2, and CO emission
Figures 5 and 6 show HC, CO2, and CO in exhaust gas and its relation with exhaust gas temperature. For E0 and E10, HC tends to decrease with increase in engine speed. Fuel and air are mixed well at higher engine speed. The more homogenous the mixture at higher engine speed, the bet-ter the combustion or nearly stoichiometric combustion occurs, and thus, HC declines as engine speed moves up (Doğan et al. 2017). Improving combustion at higher engine speed means more heat is released during combustion and in turns higher exhaust gas temperature. Increasing CO2 with increase in engine speed is also an indication of improve-ment of the engine combustion. However, higher cylinder temperature (as indicated by exhaust gas temperature) may result in higher NOx formation (Turner et al. 2011).
400
500
600
700
4000 5000 6000 7000 8000 9000
E0
E5
E10
E15
Tem
pera
ture
(o C)
Engine speed (rpm)
Fig. 3 Exhaust gas temperature
0
0.2
0.4
0.6
0.8
4000 5000 6000 7000 8000 9000
E0E5E10E15
Bsfc
(kg/
kWh)
Engine speed (rpm)
Fig. 4 Brake-specific fuel consumption
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Additional ethanol by 10% volume on gasoline (E10) enhances combustion process in the cylinder. As shown in Fig. 6, better combustion of the E10 is indicated by not only lower HC and CO emission, but also higher CO2 in exhaust gas. Improving combustion with ethanol addi-tion is due to oxygen content in ethanol fuel (Al-Hasan 2003), and also better evaporation of ethanol ensures a cleaner combustion (Doğan et al. 2017). Cleaner combus-tion means lower CO and HC emission as shown in Fig. 6. The similar trends of HC, CO2, and CO were also obtained by Yüksel and Yüksel (2004).
Conclusion
In the present work, the effect of the ethanol–gasoline blends (E0, E5, E10, and E15) on brake power, exhaust gas tem-perature, brake-specific fuel, and emission of HC, CO2, and CO of four-stroke single-cylinder motorcycle is investigated experimentally. It can be concluded that:
• Oxygen presence in the ethanol gives an advantage to combustion process of the ethanol–gasoline blends. The combustion process occurs more completely with the use of the blends.
• The ethanol–gasoline blend improves the brake power of the motorcycle. The maximum brake power of 6.23 kW is attained with the use of E15 at 8000 rpm.
• Typically, exhaust gas temperature increases with the use of ethanol–gasoline blends. The highest exhaust gas temperature occurs with the use of E10 at 9000 rpm.
• The use of ethanol–gasoline blends reduces the brake-specific fuel consumption. The lowest brake-specific fuel consumption of 0.125 kW/kg h is obtained for the use of E10 at 4000 rpm.
• CO and HC decline with the use of ethanol–gasoline blends. The lowest CO of 0.11% and HC of 7 ppm are produced with the use of E10 at 8000 rpm. Meanwhile, CO2 increases with the use of ethanol–gasoline blends. The highest CO2 of 7% is formed with the use of E15 at 8000 rpm.
• The limitation of the present work is temperature and pressure inside the cylinder are not measured and hence important parameter of combustion diagram cannot be analyzed. For more accurate analysis, temperature and pressure during combustion phase should be measured in the future work.
Acknowledgements The authors would like to sincerely thank Ariz, undergraduate student of Mechanical Engineering, Institut Sains & Teknologi AKPRIND, for the experimental work and data collection.
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Fig. 6 CO2 and CO emission
Author's personal copy
I. G. G. Badrawada, A. A. P. Susastriawan
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Author's personal copy
Influence of ethanol–gasolineblend on performance and
emission of four-stroke sparkignition motorcycle
by I. G. G. Badrawada
Submission date: 09-Aug-2019 08:03AM (UTC-0500)Submission ID: 1158304128File name: CTEP_2.pdf (194.99K)Word count: 3693Character count: 18426
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Influence of ethanol–gasoline blend on performance andemission of four-stroke spark ignition motorcycleGRADEMARK REPORT
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