Thompson D. Metzka Lanzanova, MSc. Horácio Antonio Vielmo, DSc Federal University of Rio Grande do Sul - Brazil Mario Eduardo Santos Martins, Phd Rafael Sari Paulo Romeu Moreira Machado, DSc Federal University of Santa Maria - Brazil

South American GT-SUITE Conference – June 2013

Sugar-to-Ethanol Production Process

Why wet ethanol?

0% 5% 39% 95% 100%

ENERGY DEMAND

Why Wet Ethanol?

H2O% LHV COST

• To evaluate the performance parameters of a single cylinder spark ignited engine running on several water-in-ethanol blends;

• To study combustion stability for high water content fuel mixtures

Objectives of this work

o Experimental tests; • Engine setup; • Data acquisition and post-processing;

oComputer simulation for combustion and heat release analysis and characterization.

Metodology

Experimental Setup Item Characteristic

Original Modified Engine Agrale M90 Cylinders 1 Strokes 4 Ignition type CI SI Fuel Diesel Ethanol

Fuel Injection Swirl camber

indirect injection

Port fuel injection

Refrigeration system Forced air Bore (mm) 90 Stroke (mm) 105 Compression ratio 19:01 12:01 Displaced volume (dm³) 0.668 Intake Valve Open -36° BTDC Intake Valve Close 184° ATDC Exhaust Valve Open -204° BTDC Exhaust Valve Close 64° ATDC

Experimental Setup

Spark plug

Experimental Setup

Experimental Setup Pressure Transducer

AVL GH14D

Pressure Transduce MPX4250AP

Experimental Setup

• DAQ board: National Instruments model NI USB-6259; • Maximum Samples per second

1,25 MS/s; • Mathlab Routine;

o Transfer functions for pressure signals;

o Pegging at BDC gas exchange phase;

o mean value of 40 cycles;

Experimental Setup

Flow bench test:

Test methodology • Engine warm-up with E95W5 at 1200 RPM and 1800 RPM; • Start testing with E95W5;

o 1800 RPM; o A/F ratio control; o Brake control for constant BMEP; o Spark time adjust for MBT;

• Fuel line clean up; • Fuel change – from less to higher water content (5%, 10%, 20%, 30% and 40%

water volumetric content). • In the end of tests the lines were filled with E95W5;

GT-Power - SI Engine Modelling Process

Cpress e Cf = 0

T=450 K T=550 K Mhw

= 2 Mhw

=1,5

GT-Power - SI Engine Modelling Process

Fuel Injection System Characterization

Intake and Exhaust Boundary Conditions

COMB. T Adm. (K)

T Exaust. (K) MBT PF

E95W5

303

813 823 E90W10 816 825 E80W20 807 835 E70W30 793 836 E60W40 791 811

GT-Power - SI Engine Modelling Process HEAT RELEASE CALCULATION BASED ON IN-CYLINDER

INSTANTANEOUS PRESSURE

• TPA - Three Pressure Analysis Burn Rate Calculation: o Uses intake and exhaust manifolds and in-cylinder instantaneou

in-cylinder pressure data; o Enables gas exchange calculation;

• TPA parameters:

o Combustion analysis ºCA increment = 0,1 °CA; o Start of combustion parametrized according to experimental

results; o Combustion is considered homogeneous;

Experimental Results

FUEL Brake Torque (Nm)

Brake Power (kW)

Spark Advance

(°CA BTDC)

E95W5 33.2 6.18 6.5

E90W10 32.9 6.23 8.0

E80W20 34.9 6.58 11.0

E70W30 35.9 6.85 16.5

E60W40 32.9 6.29 20.5

Experimental Results

Experimental Results

Simulated and experimental comparison

Simulated and experimental comparison

GT-Power (mg/cycle)

Experimental (mg/cycle)

Percent Difference

(%) Air and water = GT Power “air”

E95W05 530.5 549.8 3.6 E90W10 532.9 567.9 6.6 E80W20 588.6 578.4 1.8 E70W30 610.3 588.9 3.6 E60W40 621.5 625.2 0.6

Ethanol E95W05 54.5 56.0 2.7 E90W10 55.5 55.9 0.7 E80W20 58.2 57.3 1.6 E70W30 58.9 57.0 3.3 E60W40 56.6 57.4 1.3

TPA Results

ºCA at Peak Pressure and Maximum in-cylinder pressure In-Cylinder Instantaneous Pressure

TPA Results

Heat Release Rate Burned Fuel Fraction

TPA Results

Burn Duration and Ignition Delay

TPA Results Burned and Unburned Zone Maximum Temperature In-cylinder instantaneous temperature

• Engine stable operation could be achieved with up to 40% of water volumetric concentration in the mixture;

• In all cases where water was added, engine thermal eficiency increased; o Until 30% of water in ethanol the volumetric eficiency

increased;

• Fuel burn rate is reduced with increased water content;

• Water addition increased the anti-knock fuel characteristic;

• The combustion chamber design used in this works seems to be benefitial when used with high water content fuels;

Conclusions

• The use of water-in-ethanol concentrations above 20% can highly reduce the fuel cost compared to fossil fuels while increasing the energy life cycle balance;

• The use of wet ethanol can be a way to increase the efficiency of spark ignited engines with high pressure turbo-boost;

Conclusions

Aknowledgments

The authors thank the financial support from

CAPES, through a master scholarship grant for

Lanzanova, T.D.M and from CNPq, through

scientific productivity grants for Vielmo, H.A. ,

and the CNPq Universal Project 470325/2011-9.

Thank you for your attention!

Contact:

Mario Eduardo Santos Martins, Phd. Mechanical Engineering Department Federal University of Santa Maria - Brazil mario@mecanica.ufsm.br +55 55 9622 2373

Thompson D. M. Lanzanova, MSc. Mechanical Engineering Department Federal University of Santa Maria - Brazil lanzanova@mecanica.ufsm.br +55 54 8100 2840