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Sample records for carburetion

  1. Engine Tune-Up Service. Unit 5: Fuel and Carburetion Systems. Student Guide. Automotive Mechanics Curriculum.

    Science.gov (United States)

    Goodson, Ludy

    This student guide is for Unit 5, Fuel and Carburetion Systems, in the Engine Tune-Up Service portion of the Automotive Mechanics Curriculum. It deals with inspecting and servicing the fuel and carburetion systems. A companion review exercise book and posttests are available separately as CE 031 218-219. An introduction tells how this unit fits…

  2. Carburetant and its Selection%增碳剂及其选用

    Institute of Scientific and Technical Information of China (English)

    惠国栋; 许翔; 张潇; 马斌悍; 邵亮峰; 王利民

    2016-01-01

    增碳剂在铸造时使用,可大幅度增加废钢用量,减少生铁用量或不用生铁。目前绝大多数增碳剂都适用于电炉熔炼,也有少部分吸收速度特别快的增碳剂用于冲天炉。电炉熔炼的投料方式,应将增碳剂随废钢等炉料一起投放,小剂量的添加可以选择加在铁水表面。但是要避免大批量往铁水里投料,以防止氧化过多而出现增碳效果不明显和铸件碳含量不够的情况。增碳剂的加入量根据其他原材料的配比和含碳量决定。不同种类的铸件,根据需要选择不同型号的增碳剂。增碳剂本身选择纯净的含碳石墨化物质,可降低生铁里过多的杂质,增碳剂选择合适可降低铸件生产成本。目前,国内外对增碳剂及其选用的系统性研究报道比较少,本文对增碳剂和增碳剂的选用进行系统性研究。%Carburetant could significantly increase the amount of scrap during casting, reduce the amount of pig iron or no iron. At present, most carburetant were suitable for smelting furnace, a small number of carburetant with particularly fast absorption rate was fit for the cupola. The feeding mode of furnace was carbon agent added together with the scrap charge. To the small dosage, the adding mode of carburetant was added in the surface. The adding of large quantities of iron into the hot metal should be avoid in order to prevent the occurs of carbon ineffective and the deficiency of casting carbon content. The adding amount of carburetant was based on the ratio of carbon content to other raw materials. The selection of carburetant depended on casting need, the suitable choose could reduce the cost of casting production. The carburetant and its selection were reviewed in this paper.

  3. Designing a Prototype LPG Injection Electronic Control Unit for a Carburetted Gasoline Engine

    Directory of Open Access Journals (Sweden)

    Barış ERKUŞ

    2015-07-01

    Full Text Available In this study, the originally carburetted gasoline engine was converted to gas-phase liquefied petroleum gas (LPG injection engine by using an after market LPG conversion kit's components except the electronic control unit (ECU. Instead of after market LPG injection ECU, the ECU which was designed considering the effects of  electromagnetic interference (EMI, was used for controlling injection. The designed ECU was tested in terms of EMI while the engine was being run and it was detected that the EMI noises could be suppressed as possible by taken measures. Designed ECU was used in performance tests at different engine conditions and the results obtained with LPG injection were compared with the results obtained with LPG carburetion. According to the performance test results, LPG injection ECU designed in this study could help to achieve low exhaust emissions and high engine performance.  

  4. Gasoline-related organics in Lake Tahoe before and after prohibition of carbureted two-stroke engines

    Science.gov (United States)

    Lico, M.S.

    2004-01-01

    On June 1, 1999, carbureted two-stroke engines were banned on waters within the Lake Tahoe Basin of California and Nevada. The main gasoline components MTBE (methyl tert-butyl ether) and BTEX (benzene, toluene, ethylbenzene, and xylenes) were present at detectable concentrations in all samples taken from Lake Tahoe during 1997-98 prior to the ban. Samples taken from 1999 through 2001 after the ban contained between 10 and 60 percent of the pre-ban concentrations of these compounds, with MTBE exhibiting the most dramatic change (a 90 percent decrease). MTBE and BTEX concentrations in water samples from Lake Tahoe and Lower Echo Lake were related to the amount of boat use at the sampling sites. Polycyclic aromatic hydrocarbon (PAH) compounds are produced by high-temperature pyrolytic reactions. They were sampled using semipermeable membrane sampling devices in Lake Tahoe and nearby Donner Lake, where carbureted two-stroke engines are legal. PAHs were detected in all samples taken from Lake Tahoe and Donner Lake. The number of PAH compounds and their concentrations are related to boat use. The highest concentrations of PAH were detected in samples from two heavily used boating areas, Tahoe Keys Marina and Donner Lake boat ramp. Other sources of PAH, such as atmospheric deposition, wood smoke, tributary streams, and automobile exhaust do not contribute large amounts of PAH to Lake Tahoe. Similar numbers of PAH compounds and concentrations were found in Lake Tahoe before and after the ban of carbureted two-stroke engines. ?? by the North American Lake Management Society 2004.

  5. Comparative Studies on Exhaust Emissions from a Low Heat Rejection Diesel Engine with Carbureted Methanol and Jatropha Oil

    Directory of Open Access Journals (Sweden)

    V. V. R. Seshagiri Rao

    2012-10-01

    Full Text Available Investigations were carried out to control the exhaust emissions from different versions of low heat rejection (LHR diesel engine- LHR-1 engine, LHR-2 engine and LHR-3 with carbureted methanol and crude jatropha oil (CJO. Exhaust emissions of smoke, oxides of nitrogen (NOx and aldehydes from different configurations of the LHR engines were determined at peak load operation of the engine with test fuels with varied injection pressure and compared with pure diesel operation on conventional engine (CE. LHR-1 engine contained a ceramic coated cylinder head engine, LHR-2 engine- Air gap insulated piston with 3-mm air gap with superni (an alloy of nickel crown and air gap insulated liner with superni insert, and LHR-3 engine- ceramic coated cylinder head, air gap insulated piston and air gap insulated liner. Smoke and NOx were measured at peak load operation by AVL Smoke meter and Netel Chromatograph NOx analyzer respectively. Aldehydes which include formaldehyde and acetaldehyde at peak load operation were measured by dinitrophenyle (DNPH method. LHR-3 version of the engine decreased exhaust emissions considerably with carbureted methanol. Smoke emissions decreased by 58�20while NOx emissions decreased by 12�0with LHR-3 engine in comparison with CE with pure diesel operation. The emissions decreased further with increase of injection pressure in different versions of the engine.

  6. PERFORMANCE AND EMISSION STUDIES ON DI-DIESEL ENGINE FUELED WITH PONGAMIA METHYL ESTER INJECTION AND METHANOL CARBURETION

    Directory of Open Access Journals (Sweden)

    HARIBABU, N.

    2010-03-01

    Full Text Available The target of the present study is to clarify ignition characteristics, combustion process and knock limit of methanol premixture in a dual fuel diesel engine, and also to improve the trade-off between NOx and smoke markedly without deteriorating the high engine performance. Experiment was conducted to evaluate the performance and emission characteristics of direct injection diesel engine operating in duel fuel mode using Pongamia methyl ester injection and methanol carburetion. Methanol is introduced into the engine at different throttle openings along with intake air stream by a carburetor which is arranged at bifurcated air inlet. Pongamia methyl ester fuel was supplied to the engine by conventional fuel injection. The experimental results show that exhaust gas temperatures are moderate and there is better reduction of NOx, HC, CO and CO2 at methanol mass flow rate of 16.2 mg/s. Smoke level was observed to be low and comparable. Improved thermal efficiency of the engine was observed.

  7. Study of liquid fuel transport in a small carburetted engine in the context of cold-start HC emission control

    Indian Academy of Sciences (India)

    Sumit Tewari; T N C Anand; M P Nishikant; R V Ravikrishna

    2014-06-01

    In the present study, a detailed visualization of the transport of fuel film has been performed in a small carburetted engine with a transparent manifold at the exit of the carburettor. The presence of fuel film is observed significantly on the lower half of the manifold at idling, while at load conditions, the film is found to be distributed all throughout the manifold walls. Quantitative measurement of the fuel film in a specially-designed manifold of square cross section has also been performed using the planar laser-induced fluorescence (PLIF) technique. The measured fuel film thickness is observed to be of the order of 1 mm at idling, and in the range of 0.1 to 0.4 mm over the range of load and speed studied. These engine studies are complemented by experiments conducted in a carburettor rig to study the state of the fuel exiting the carburettor. Laser-based Particle/Droplet Image Analysis (PDIA) technique is used to identify fuel droplets and ligaments and estimate droplet diameters. At a throttle position corresponding to idling, the fuel exiting the carburettor is found to consist of very fine droplets of size less than 15 m and large fuel ligaments associated with length scales of the order of 500 m and higher. For a constant pressure difference across the carburettor, the fuel consists of droplets with an SMD of the order of 30 m. Also, the effect of liquid fuel film on the cold start HC emissions is studied. Based on the understanding obtained from these studies, strategies such as manifold heating and varying carburettor main jet nozzle diameter are implemented. These are observed to reduce emissions under both idling and varying load conditions.

  8. Carburetant ethanol: perspectives for the development of an international market; Etanol carburante: perspectivas para desenvolvimento de um mercado internacional

    Energy Technology Data Exchange (ETDEWEB)

    Szwarc, Alfred [ADS Tecnologia e Desenvolvimento Sustentavel, Sao Paulo, SP (Brazil)

    2001-07-01

    The work shows the main points considered as motivating elements for the viabilization of ethanol as a energy commodity and the growth of an international market for his using as an automotive fuel. The technological ways commercially possible for the use of ethanol in transport systems and the presently existing and potential markets are also presented.

  9. Engine Performance (Section B: Fuel and Exhaust Systems). Auto Mechanics Curriculum Guide. Module 3. Instructor's Guide.

    Science.gov (United States)

    Rains, Larry

    This module is the third of nine modules in the competency-based Missouri Auto Mechanics Curriculum Guide. Six units cover: fuel supply systems; carburetion; carburetor service; gasoline engine electronic fuel injection; diesel fuel injection; and exhaust systems and turbochargers. Introductory materials include a competency profile and…

  10. Marine Engine Emissions in Recreational Lakes

    Science.gov (United States)

    Miller, G. C.; Hoonhout, C.; Sufka, E.; Fiore-Wagner, M.; Allen, B.; Reuter, J.

    2001-12-01

    Release of gasoline and other contaminants, including polycyclic aromatic hydrocarbons, from marine engines into fresh water lakes has become a concern both due to potential impacts on drinking water sources, but also due to potential ecological impacts. Lake Tahoe, an ultraoligotrophic lake shared by Nevada and California, receives extensive recreational watercraft use, and analysis of water samples in 1997 and 1998 revealed widespread occurrence of MTBE, benzene, toluene, xylenes and ethyl benzene. Because carbureted two-cycle engines are known to release approximately 25% of gasoline unburned, these marine engines were suspected as a primary source of these volatile constituents. Further tests on a variety of engines confirmed that the carbureted two-cycle engines released greater amounts of gasoline components into water than either the newer direct injected two-stroke engines (Ficht technology) or four stroke engines. Using toluene as a surrogate for gasoline, and comparing other engines to a two-stroke carbureted engine, the direct injected two-stroke engine had an approximate 80% reduction in toluene released, and a four stroke engine had greater 90% reduction in toluene released. Based on these and other data obtained, a modeling effort indicated that banning of carbureted two-stroke engines at Lake Tahoe would result in an 80% reduction in gasoline constituents in the Lake. In June of 1999 a near complete ban on these engines was implemented by the Tahoe Regional Planning Agency, and by late summer of 1999 gasoline constituents had been reduced by 80-95%. Further research on polycyclic aromatic hydrocarbons has indicated that two cycle engines are also a major source of these phototoxic contaminants.

  11. Direct Fuel Injection of LPG in Small Two-Stroke Engines

    OpenAIRE

    Yew Heng Teoh; Horizon Gitano-Briggs

    2011-01-01

    The commonly used carburetted two-stroke engines in developing countries have high exhaust emission and poor fuel efficiency. To meet more rigid emissions requirements, two-stroke vehicles are typically phase out in favour of four-stroke engines. The problems of ubiquitous legacy two-stroke vehicles remain unsolved by these measures and they are likely to be a major source of transport for many years to come. A number of technologies are available for solving the problems associated with two-...

  12. Healthy Functions and Mechanisms of Bamboo-Charcoal Modified Polyesters

    Institute of Scientific and Technical Information of China (English)

    WANG Qi; HE Shu-cai

    2007-01-01

    In this paper, healthy fuactions and mechanismof bamboo-charcoal modified polyesters arc studied. Theresults show that there are five healthy functionsincorporated effectively in bamboo-charcoal modifiedpolyesters, such as good far-lnfrared radiation, good UVprotection, certain negative ion emission, certain anti-bacteria and good absorption functions. The metal elementsand carburets are mainly responsible for far-infrared,negative ion emission functions. UV prevention functionresults mainly from the carbon elements. The absorbabilityand bacteriostasis functions lie in the porous structures.

  13. Corrosion products study of alcohol by Mossbauer spectroscopy

    International Nuclear Information System (INIS)

    Simulated corrosion essays in alcohol is presented and corrosion products of storage tanks (CAPASA) were analyzed. The analysis by Mossbauer absortion and transmission spectroscopy shows the formation of hematite substratum in the rust of the storage tanks of carburetant and burning alcohol. In the sample of corrosion with strong rum shows the formation of lepidocrocite and with destilled water besides of lepidocrocite, magnetite (Fe3 O4) is detected

  14. Analysis of technician-economic viability of vehicles conversion to bio combustible, natural gas -gasoline systems for the Colombian case

    International Nuclear Information System (INIS)

    This paper shows from an economical and technical point of view the conversion to bi fuel systems for operation with natural gas. The cost benefits obtained is near 49%. The return internal rate analysis is around 12 months and it is function of distance and vehicles efficiency for carbureted spark ignition engines the loss of power and torque is around 25-30%, which affects vehicle velocity in 15-25%

  15. Fuel cycle analysis based evaluation of the fuel and emissions reduction potential of adapting the hybrid technology to tricycles

    Energy Technology Data Exchange (ETDEWEB)

    Biona, J.B.M. [Don Bosco Technical College, Mandaluyong City (Philippines); De La Salle University, Center for Engineering and Sustainable Development Research, Manila (Philippines); Culaba, A.B. [De La Salle University, Center for Engineering and Sustainable Development Research, Manila (Philippines); Purvis, M.R.I. [University of Portsmouth, Department of Mechanical Design and Engineering, Portsmouth (United Kingdom)

    2008-02-15

    A preliminary analysis has been conducted to investigate the fuel use and emissions reduction potential of incorporating hybrid systems to two stroke powered tricycles in Metro Manila. Carbureted and direct injection two stroke engine hybrid systems were investigated and compared with the impact of shifting to four stroke engines. Results showed that hybridized direct injection retrofitted two stroke powered systems would be able to provide far better environmental and fuel reduction benefits than the shift to new four strokes tricycles. It is thus recommended that the development of such technology specifically for tricycles be seriously pursued. (orig.)

  16. Design and emissions of small two- and four-stroke engines

    Energy Technology Data Exchange (ETDEWEB)

    NONE

    1995-12-31

    Contents of this informative publication include: Emissions analysis of small utility engines; Emissions and combustion characteristics from two fuel mixture preparation schemes in a utility engine; The viability of catalyzing a carburetted 50cc two-stroke cycle engine for moped applications; Coefficients of discharge at the apertures of engines; A two-stroke engine model based on advanced simulation of fundamental processes; Analysis of a novel two-stroke engine scavenging arrangement: The neutron engine; and The effects of a heated catalyst on the unsteady gas dynamic process.

  17. Hydrogen engine performance analysis project. Second annual report

    Energy Technology Data Exchange (ETDEWEB)

    Adt, Jr., R. R.; Swain, M. R.; Pappas, J. M.

    1980-01-01

    Progress in a 3 year research program to evaluate the performance and emission characteristics of hydrogen-fueled internal combustion engines is reported. Fifteen hydrogen engine configurations will be subjected to performance and emissions characterization tests. During the first two years, baseline data for throttled and unthrottled, carburetted and timed hydrogen induction, Pre IVC hydrogen-fueled engine configurations, with and without exhaust gas recirculation (EGR) and water injection, were obtained. These data, along with descriptions of the test engine and its components, the test apparatus, experimental techniques, experiments performed and the results obtained, are given. Analyses of other hydrogen-engine project data are also presented and compared with the results of the present effort. The unthrottled engine vis-a-vis the throttled engine is found, in general, to exhibit higher brake thermal efficiency. The unthrottled engine also yields lower NO/sub x/ emissions, which were found to be a strong function of fuel-air equivalence ratio. (LCL)

  18. Propane vehicles : status, challenges, and opportunities.

    Energy Technology Data Exchange (ETDEWEB)

    Rood Werpy, M.; Burnham, A.; Bertram, K.; Energy Systems

    2010-06-17

    Propane as an auto fuel has a high octane value and has key properties required for spark-ignited internal combustion engines. To operate a vehicle on propane as either a dedicated fuel or bi-fuel (i.e., switching between gasoline and propane) vehicle, only a few modifications must be made to the engine. Until recently propane vehicles have commonly used a vapor pressure system that was somewhat similar to a carburetion system, wherein the propane would be vaporized and mixed with combustion air in the intake plenum of the engine. This leads to lower efficiency as more air, rather than fuel, is inducted into the cylinder for combustion (Myers 2009). A newer liquid injection system has become available that injects propane directly into the cylinder, resulting in no mixing penalty because air is not diluted with the gaseous fuel in the intake manifold. Use of a direct propane injection system will improve engine efficiency (Gupta 2009). Other systems include the sequential multi-port fuel injection system and a bi-fuel 'hybrid' sequential propane injection system. Carbureted systems remain in use but mostly for non-road applications. In the United States a closed-loop system is used in after-market conversions. This system incorporates an electronic sensor that provides constant feedback to the fuel controller to allow it to measure precisely the proper air/fuel ratio. A complete conversion system includes a fuel controller, pressure regulator valves, fuel injectors, electronics, fuel tank, and software. A slight power loss is expected in conversion to a vapor pressure system, but power can still be optimized with vehicle modifications of such items as the air/fuel mixture and compression ratios. Cold start issues are eliminated for vapor pressure systems since the air/fuel mixture is gaseous. In light-duty propane vehicles, the fuel tank is typically mounted in the trunk; for medium- and heavy-duty vans and trucks, the tank is located under the body of

  19. COMPARISON STUDY ON PERFORMANCE AND EMISSIONS CHARACTERISTICS OF LPG AND GASOLINE IN A TWO STROKE SI ENGINE

    Directory of Open Access Journals (Sweden)

    V. GOPALAKRISHNAN

    2014-12-01

    Full Text Available In this work a single cylinder two stroke three wheeler SI engine (199.3cc, 6.2 kW and 4500 rpm was used for the test. The engine manifold was altered to run in LPG mode. The gas carburetor was used here to mix the air and LPG thoroughly. Initially the engine was operated with gasoline in carburetor mode for the constant speed of 3000 rpm at different load. Then the engine was operated with LPG mode at the same speed. The performance and emission parameters were compared with gasoline carburetion mode. The maximum brake thermal efficiency with LPG was 22.3% and that with gasoline was 20.3%. The engine could generally operate with lean mixtures with LPG due to its good mixture formation capability. The brake specific fuel consumption decreased for LPG compared to gasoline. The HC and CO levels were lower considerably at LPG mode compared to gasoline operation. High NO and exhaust gas temperature levels were the main problems with LPG.

  20. Chemical characterization of emissions from modern two-stroke mopeds complying with legislative regulation in Europe (EURO-2).

    Science.gov (United States)

    Adam, T; Farfaletti, A; Montero, L; Martini, G; Manfredi, U; Larsen, B; Santi, G De; Krasenbrink, A; Astorga, C

    2010-01-01

    In view of a new amendment to the European legislative regulation on emissions from two-stroke mopeds a study was carried out to comprehensively characterize exhaust gases of mopeds complying current EURO-2 emission standards. Three mopeds with different engine types (carburetor, direct injection, and electronic carburetion system ECS) where investigated by applying two different driving cycles, the legislative cycle ECE47 and the worldwide motorcycle test cycle WMTC. Thereby, particulate matter (PM), regulated compounds, carbonyls, volatile hydrocarbons (VOC), and particle-associated polyaromatic hydrocarbons (PAH) were analyzed and ozone formation potentials (OFP) as well as toxicity equivalents (TEQ) determined. The ECE47 emission factors for almost all species and moped types were much higher in the nonregulated, prior cold phase than in the hot phase, which is considered for legislation. Great differences for the mopeds could be observed for NO(x), VOC, and PM, whereas discrepancies between the driving cycles ECE47 and WMTC were smaller. In addition, a positive influence on exhaust composition caused by technical modifications of the ECS engine was determined. Results indicate that regulation of total hydrocarbons (THC) alone might not be sufficient to regulate PM, especially for direct injection engines. Moreover, recommendations for a revised future test protocol are demonstrated and discussed, whereby the cold phase and the hot phase are taken into account.

  1. Personal exposure to benzene from fuel emissions among commercial fishers: comparison of two-stroke, four-stroke and diesel engines.

    Science.gov (United States)

    Kirrane, Ellen; Loomis, Dana; Egeghy, Peter; Nylander-French, Leena

    2007-03-01

    Commercial fishers are exposed to unburned hydrocarbon vapors and combustion products present in the emissions from their boat engines. The objective of this study was to measure personal exposure to benzene as a marker of fuel exposure, and to predict exposure levels across categories of carbureted two-stroke, four-stroke and diesel engines. A self-monitoring approach, employing passive monitors, was used to obtain measurements of personal exposure to benzene over time. Mixed-effect linear regression models were used to predict exposure levels, identify significant effects and determine restricted maximum likelihood estimates for within- and between-person variance components. Significant fixed effects for engine type and refueling a car or truck were identified. After controlling for refueling, predicted benzene exposure levels to fishers on boats equipped with two-stroke, four-stroke and diesel engines were 58.4, 38.9 and 15.7 microg/m3, respectively. The logged within-person variance component was 1.43, larger than the between-person variance component of 1.13, indicating that the total variation may be attributable to monitor placement, environmental conditions and other factors that change over time as well as differences between individual work practices. The health consequences of exposure to marine engine emissions are not known. The predicted levels are well below those at which health effects have been attributed, however.

  2. Performance of thin-ceramic-coated combustion chamber with gasoline and methanol as fuels in a two-stroke SI engine

    Science.gov (United States)

    Poola, Ramesh B.; Nagalingam, B.; Gopalakrishnan, K. V.

    The performance of a conventional, carbureted, two-stroke spark-ignition (SI) engine can be improved by providing moderate thermal insulation in the combustion chamber. This will help to improve the vaporization characteristics in particular at part load and medium loads with gasoline fuel and high-latent-heat fuels such as methanol. In the present investigation, the combustion chamber surface was coated with a 0.5-mm thickness of partially stabilized zirconia, and experiments were carried out in a single-cylinder, two-stroke SI engine with gasoline and methanol as fuels. Test results indicate that with gasoline as a fuel, the thin ceramic-coated combustion chamber improves the part load to medium load operation considerably, but it affects the performance at higher speeds and at higher loads to the extent of knock and loss of brake power by about 18%. However, with methanol as a fuel, the performance is better under most of the operating range and free from knock. Carbon monoxide (CO) emissions are significantly reduced, by about 3 to 4% volume, for both gasoline and methanol fuels due to relatively lean operation and more complete combustion. NO(x) emissions were not measured. The results show that moderate thermal insulation of the two-stroke SI engine's combustion chamber is better suited to methanol fuel with respect to thermal efficiency, CO emissions, and knock-free operation compared to gasoline fuel.

  3. LPG gaseous phase electronic port injection on performance, emission and combustion characteristics of Lean Burn SI Engine

    Science.gov (United States)

    Bhasker J, Pradeep; E, Porpatham

    2016-08-01

    Gaseous fuels have always been established as an assuring way to lessen emissions in Spark Ignition engines. In particular, LPG resolved to be an affirmative fuel for SI engines because of their efficient combustion properties, lower emissions and higher knock resistance. This paper investigates performance, emission and combustion characteristics of a microcontroller based electronic LPG gaseous phase port injection system. Experiments were carried out in a single cylinder diesel engine altered to behave as SI engine with LPG as fuel at a compression ratio of 10.5:1. The engine was regulated at 1500 rpm at a throttle position of 20% at diverse equivalence ratios. The test results were compared with that of the carburetion system. The results showed that there was an increase in brake power output and brake thermal efficiency with LPG gas phase injection. There was an appreciable extension in the lean limit of operation and maximum brake power output under lean conditions. LPG injection technique significantly reduces hydrocarbon and carbon monoxide emissions. Also, it extremely enhances the rate of combustion and helps in extending the lean limit of LPG. There was a minimal increase of NOx emissions over the lean operating range due to higher temperature. On the whole it is concluded that port injection of LPG is best suitable in terms of performance and emission for LPG fuelled lean burn SI engine.

  4. Experimental evaluation of the effect of compression ratio on performance and emission of SI engine fuelled with gasoline and n-butanol blend at different loads

    Directory of Open Access Journals (Sweden)

    Rinu Thomas

    2016-09-01

    Full Text Available Never ending demand for efficient and less polluting engines have always inspired newer technologies. Extensive study has been done on variable compression ratio, a promising in-cylinder technology, in the recent past. The present work is an experimental investigation to examine the variation of different parameters such as brake thermal efficiency, exhaust gas temperature and emissions with respect to change in compression ratio in a single-cylinder carbureted SI engine at different loads with two different fuels. Experiments were conducted at three different compression ratios (CR = 7:1, 8.5:1 and 10:1. The fuels used in this study are pure gasoline and 20% n-butanol blend (B20 in gasoline. The results showed that brake thermal efficiency increases with CR at all loads. Further, the experimental results showed the scope of improving the part-load efficiency of SI engine by adopting the concept of variable compression ratio (VCR technology, especially when fuels with better anti-knock characteristics are used. The uncertainty analysis of the experiments based on the specifications of the equipment used is also tabulated.

  5. Hydrogen engine performance analysis. First annual report

    Energy Technology Data Exchange (ETDEWEB)

    Adt, Jr., R. R.; Swain, M. R.; Pappas, J. M.

    1978-08-01

    Many problems associated with the design and development of hydrogen-air breathing internal combustion engines for automotive applications have been identified by various domestic and foreign researchers. This project addresses the problems identified in the literature, seeks to evaluate potential solutions to these problems, and will obtain and document a design data-base convering the performance, operational and emissions characteristics essential for making rational decisions regarding the selection and design of prototype hydrogen-fueled, airbreathing engines suitable for manufacture for general automotive use. Information is included on the operation, safety, emission, and cost characteristics of hydrogen engines, the selection of a test engine and testing facilities, and experimental results. Baseline data for throttled and unthrottled, carburetted, hydrogen engine configurations with and without exhaust gas recirculation and water injection are presented. In addition to basic data gathering concerning performance and emissions, the test program conducted was formulated to address in detail the two major problems that must be overcome if hydrogen-fueled engines are to become viable: flashback and comparatively high NO/sub x/ emissions at high loads. In addition, the results of other hydrogen engine investigators were adjusted, using accepted methods, in order to make comparisons with the results of the present study. The comparisons revealed no major conflicts. In fact, with a few exceptions, there was found to be very good agreement between the results of the various studies.

  6. Devices to improve the performance of a conventional two-stroke spark ignition engine

    Science.gov (United States)

    Poola, R. B.; Nagalingam, B.; Gopalakrishnan, K. V.

    1995-08-01

    This paper presents research efforts made in three different phases with the objective of improving the fuel economy of and reducing exhaust emissions from conventional, carbureted, two-stroke spark ignition (SI) engines, which are widely employed in two-wheel transportation in India. A review concerning the existing two-stroke engine technology for this application is included. In the first phase, a new scavenging system was developed and tested to reduce the loss of fresh charge through the exhaust port. In the second phase, the following measures were carried out to improve the combustion process: (1) using an in-cylinder catalyst, such as copper, chromium, and nickel, in the form of coating; (2) providing moderate thermal insulation in the combustion chamber, either by depositing thin ceramic material or by metal inserts; (3) developing a high-energy ignition system; and (4) employing high-octane fuel, such as methanol, ethanol, eucalyptus oil, and orange oil, as a blending agent with gasoline. Based on the effectiveness of the above measures, an optimized design was developed in the final phase to achieve improved performance. Test results indicate that with an optimized two-stroke SI engine, the maximum percentage improvement in brake thermal efficiency is about 31%, together with a reduction of 3400 ppm in hydrocarbons (HC) and 3% by volume of carbon monoxide (CO) emissions over the normal engine (at 3 kW, 3000 rpm). Higher cylinder peak pressures (3-5 bar), lower ignition delay (2-4 degrees CA), and shorter combustion duration (4-10 degrees CA) are obtained. The knock-limited power output is also enhanced by 12.7% at a high compression ratio (CR) of 9:1. The proposed modifications in the optimized design are simple, low-cost, and easy to adopt for both production and existing engines.

  7. On board emission and fuel consumption measurement campaign on petrol-driven passenger cars

    Science.gov (United States)

    De Vlieger, I.

    Realistic emission and fuel consumption rates of petrol-driven cars were determined by on-the-road experiments in 1995. A validated, in-house developed, on-board measuring system was used. Six three-way catalyst (TWC) cars and one carburetted non-catalyst car were measured. The effects of road type, driving behaviour and cold start on CO, HC and NO x emissions and fuel consumption were analysed. In real traffic situations, emissions for TWC cars were found to be at least 70% lower than for the non-catalyst car. For TWC cars, emissions decreased across the board from city to rural and motorway traffic. Without a catalyst, motorway traffic resulted in the highest NO x emissions. Compared to normal driving, aggressive driving gave emissions which were up to four times higher. Except for NO x, calm driving resulted in lower emissions still. Comparable fuel consumption rates were obtained from normal and calm driving. Those from aggressive driving were higher, by as much as 40% in city traffic. Cold starts resulted in significantly higher CO and HC emission values than hot starts. These differences were less pronounced for NO x. Emissions from TWC cars were higher than generally expected, compared to the European emission limit values (91/441/EEC) and the emission factors used in Flanders and the Netherlands (Klein,1993) for the national emission inventories. Low-emitting cars during the emission test on a chassis dynamometer, as prescribed by the 91/441/EEC directive, did not necessarily give low emissions in real traffic situations.

  8. Scavenging processes in high speed two-stroke engines studied with laser diagnostics

    Energy Technology Data Exchange (ETDEWEB)

    Ekenberg, M.

    1998-12-31

    The major problem with the carburetted two-stroke engine is the short-circuiting of fuel that occurs during the scavenging phase. This leads to large emissions of unburned hydrocarbons. The object of this thesis has been to map the flow behaviour in the cylinder during the scavenging phase, and to detect differences between different cylinder designs. The measurement techniques used has been Laser Doppler Velocimetry (LDV), Laser Induced Fluorescence (LIF) and Laser Sheet Droplet Illumination (LSDI). Of these measurement methods, LDV and LSDI has been used inside the cylinder. LIF was used outside the exhaust port. All measurements were performed in engines running at their rated speeds, 9000 rpm for three of the designs and 5800 rpm for one design. All engines were run at full load with combustion. The LDV measurements inside the cylinder show that cylinders with cup handle transfer channels have a flow pattern inside the cylinder that gives less short-circuiting, and hence less emissions of hydrocarbons, than the cylinder with open transfer channels has. The LIF measurements outside the exhaust port show that the HC emissions that are caused by short-circuiting comes earlier in the scavenging phase for the cylinder with open transfer channels than is the case for the cylinders with cup handle transfer channels. The LSDI measurements in the cylinder give the transfer channel flow angle, for the cylinders with cup handle transfer channels. For the cylinder with open transfer channels, the results are not as useful; fuel droplet vaporization close to the exhaust port ruins the results 35 refs, 43 figs

  9. Dual-fuelling of a direct-injection automotive diesel engine by diesel and compressed natural gas

    International Nuclear Information System (INIS)

    Application of Compressed Natural Gas in diesel engines has always been important, especially in the field of automotive engineering. This is due to easy accessibility, better mixing quality and good combustion characteristics of the Compressed Natural Gas fuel. In this study the application of Compressed Natural Gas fuel along with diesel oil in a heavy duty direct-injection automotive diesel engine is experimentally investigated. In order to convert a diesel engine into a diesel-gas one, the so called mixed diesel-gasapproach has been used and for this purpose a carbureted Compressed Natural Gas fuel system has been designed and manufactured. For controlling quantity of Compressed Natural Gas, the gas valve is linked to the diesel fuel injection system by means of a set of rods. Then, the dual-fuel system is adjusted so that, at full load conditions, the quantity of diesel fuel is reduced to 20% and 80% of its equivalent energy is substituted by Compressed Natural Gas fuel. Also injection pressure of pilot jet is increased by 11.4%. Performance and emission tests are conducted under variation of load and speed on both diesel and diesel-gas engines. Results show that, with equal power and torque, the diesel-gas engine has the potential to improve overall engine performance and emission. For example, at rated power and speed, fuel economy increases by 5.48%, the amount of smoke decreases by 78%, amount of CO decreases by 64.3% and mean exhaust gas temperature decreases by 6.4%

  10. Improving the performance and fuel consumption of dual chamber stratified charge spark ignition engines

    Energy Technology Data Exchange (ETDEWEB)

    Sorenson, S.C.; Pan, S.S.; Bruckbauer, J.J.; Gehrke, G.R.

    1979-09-01

    A combined experimental and theoretical investigation of the nature of the combustion processes in a dual chamber stratified charge spark ignition engine is described. This work concentrated on understanding the mixing process in the main chamber gases. A specially constructed single cylinder engine was used to both conduct experiments to study mixing effects and to obtain experimental data for the validation of the computer model which was constructed in the theoretical portion of the study. The test procedures are described. Studies were conducted on the effect of fuel injection timing on performance and emissions using the combination of orifice size and prechamber to main chamber flow rate ratio which gave the best overall compromise between emissions and performance. In general, fuel injection gave slightly higher oxides of nitrogen, but considerably lower hydrocarbon and carbon monoxide emissions than the carbureted form of the engine. Experiments with engine intake port redesign to promote swirl mixing indicated a substantial increase in the power output from the engine and, that an equivalent power levels, the nitric oxide emissions are approximately 30% lower with swirl in the main chamber than without swirl. The development of a computer simulation of the combustion process showed that a one-dimensional combustion model can be used to accurately predict trends in engine operation conditions and nitric oxide emissions even though the actual flame in the engine is not completely one-dimensional, and that a simple model for mixing of the main chamber and prechamber intake gases at the start of compression proved adequate to explain the effects of swirl, ignition timing, overall fuel air ratio, volumetric efficiency, and variations in prechamber air fuel ratio and fuel rate percentage on engine power and nitric oxide emissions. (LCL)

  11. Direct Fuel Injection of LPG in Small Two-Stroke Engines

    Directory of Open Access Journals (Sweden)

    Yew Heng Teoh

    2011-01-01

    Full Text Available The commonly used carburetted two-stroke engines in developing countries have high exhaust emission and poor fuel efficiency. To meet more rigid emissions requirements, two-stroke vehicles are typically phase out in favour of four-stroke engines. The problems of ubiquitous legacy two-stroke vehicles remain unsolved by these measures and they are likely to be a major source of transport for many years to come. A number of technologies are available for solving the problems associated with two-stroke engines such as catalytic after-treatment and direct fuel injection (DI. However, these solutions are relatively high cost and have shown only slow market acceptance for applications in developing countries. Research in recent years has demonstrated that direct fuel injection is a well developed and readily deployable solution to existing two-stroke engines. Gaseous fuels such as Liquefied Petroleum Gas (LPG are considered a promising energy source and in many countries provide fuel cost savings. LPG coupled with DI two-stroke technologies, is expected to be clean and cost effective retrofit solution for two-stroke engines. In this research project, direct injection (DI of Liquefied Petroleum Gas (LPG is introduced and tested on a typical two-stroke engine. Results of in cylinder combustion pressure translated to fuel mass fraction burned, engine performance and exhaust emissions are taken and compared for various injection timings from premixed (early injection to fully direct injection mode (late injection. Results show that DI of LPG effectively reduces exhaust hydrocarbon and can substantially improve the fuel economy of two-stroke engines.

  12. Devices to improve the performance of a conventional two-stroke spark ignition engine

    Energy Technology Data Exchange (ETDEWEB)

    Poola, R.B. [Argonne National Lab., IL (United States); Nagalingam, B.; Gopalakrishnan, K.V. [Indian Inst. of Tech., Madras (India)

    1995-06-01

    This paper presents research efforts made in three different phases with the objective of improving the fuel economy of and reducing exhaust emissions from conventional, carbureted, two-stroke spark ignition (SI) engines, which are widely employed in two-wheel transportation in India. A review concerning the existing two-stroke engine technology for this application is included. In the first phase, a new scavenging system was developed and tested to reduce the loss of fresh charge through the exhaust port. In die second phase, the following measures were carried out to improve the combustion process: (1) using an in-cylinder catalyst, such as copper, chromium, and nickel, in the form of coating; (2) providing moderate thermal insulation in the combustion chamber, either by depositing thin ceramic material or by metal inserts; (3) developing a high-energy ignition system; and (4) employing high-octane fuel, such as methanol, ethanol, eucalyptus oil, and orange oil, as a blending agent with gasoline. Based on the effectiveness of the above measures, an optimized design was developed in the final phase to achieve improved performance. Test results indicate that with an optimized two-stroke SI engine, the maximum percentage improvement in brake thermal efficiency is about 31%, together with a reduction of 3400 ppm in hydrocarbons (HC) and 3% by volume of carbon monoxide (CO) emissions over the normal engine (at 3 kW, 3000 rpm). Higher cylinder peak pressures (3-5 bar), lower ignition delay (2-4{degrees}CA){degrees} and shorter combustion duration (4-10 {degrees}CA) are obtained. The knock-limited power output is also enhanced by 12.7% at a high compression ratio (CR) of 9:1. The proposed modifications in the optimized design are simple, low-cost and easy to adopt for both production and existing engines.

  13. Gasoline-Related Compounds in Lakes Mead and Mohave, Nevada, 2004-06

    Science.gov (United States)

    Lico, Michael S.; Johnson, B. Thomas

    2007-01-01

    The distribution of man-made organic compounds, specifically gasoline-derived compounds, was investigated from 2004 to 2006 in Lakes Mead and Mohave and one of its tributary streams, Las Vegas Wash. Compounds contained in raw gasoline (benzene, toluene, ethylbenzene, xylenes; also known as BTEX compounds) and those produced during combustion of gasoline (polycyclic aromatic hydrocarbon compounds; also known as PAH compounds) were detected at every site sampled in Lakes Mead and Mohave. Water-quality analyses of samples collected during 2004-06 indicate that motorized watercraft are the major source of these organic compounds to the lakes. Concentrations of BTEX increase as the boating season progresses and decrease to less than detectable levels during the winter when few boats are on the water. Volatilization and microbial degradation most likely are the primary removal mechanisms for BTEX compounds in the lakes. Concentrations of BTEX compounds were highest at sampling points near marinas or popular launching areas. Methyl tert-butyl ether (MTBE) was detected during 2004 but concentrations decreased to less than the detection level during the latter part of the study; most likely due to the removal of MTBE from gasoline purchased in California. Distribution of PAH compounds was similar to that of BTEX compounds, in that, concentrations were highest at popular boating areas and lowest in areas where fewer boats traveled. PAH concentrations were highest at Katherine Landing and North Telephone Cove in Lake Mohave where many personal watercraft with carbureted two-stroke engines ply the waters. Lake-bottom sediment is not a sink for PAH as indicated by the low concentrations detected in sediment samples from both lakes. PAH compounds most likely are removed from the lakes by photochemical degradation. PAH compounds in Las Vegas Wash, which drains the greater Las Vegas metropolitan area, were present in relatively high concentrations in sediment from the upstream

  14. Efeito do CO2 e etileno no período de dormência de minitubérculos de batata cv. Macaca Effect of CO2 and ethylene on the dormancy period of potato cv. Macaca minitubers

    Directory of Open Access Journals (Sweden)

    Dilson Antônio Bisognin

    2007-06-01

    Full Text Available Avaliou-se o efeito do CO2 e etileno no período de dormência de minitubérculos de batata da cultivar Macaca produzidos em telado durante duas safras. Imediatamente após a colheita, os minitubérculos foram submetidos aos tratamentos de abafamento com etileno (1000 mL L-1 por 72 h; CO2 (20% por 72 h; carbureto de cálcio (200 g m-3 por 72 h; e 1-metilciclopropeno (1-MCP (1mL L-1 por 24 h (apenas na safrinha; e imersão em solução de ethephon (840 mg L-1 por 5 s. A testemunha não recebeu nenhum tratamento. O delineamento experimental foi um fatorial (safras x tratamentos no inteiramente casualizado, com quatro repetições de 15 minitubérculos. Em intervalos semanais foram avaliadas a respiração e a produção de etileno. A cada 15 dias avaliou-se o número de brotos e a percentagem de tubérculos brotados, calculando-se a área abaixo da curva de progressão. Os minitubérculos produzidos durante a safra, comparados com os da safrinha, apresentaram menor período de dormência e aumentaram a taxa respiratória durante o período de armazenamento, claramente relacionados com a brotação dos minitubérculos. O CO2 e etileno não promoveram o encurtamento, enquanto que o 1-MCP prolongou o período de dormência de minitubérculos de batata cv. Macaca.The effect of CO2 and ethylene treatments were evaluated on the dormancy period of 'Macaca' minitubers produced in greenhouse during two growing seasons. Minitubers were treated soon after harvesting. The treatments were suffocation with ethylene (1000 mL L-1 during 72 h; CO2 (20 % during 72 h; calcium carburet (200 g m-3 during 72 h; and 1-methylcyclopropene (1-MCP (1 mL L-1 during 24 h (only for second season; and immersion with 2-cloroetil fosfonic acid (840 mg L-1 during 5 s. Control minitubers did not receive any treatment. The experiment was a factorial (seasons x treatments in a randomized design, with four replications of 15 minitubers. Respiration and ethylene production were

  15. Evaluating the effect of methanol-unleaded gasoline blends on SI engine performance

    Directory of Open Access Journals (Sweden)

    B Sabahi

    2015-09-01

    Full Text Available Introduction: Today, all kinds of vehicle engines work with fossil fuels. The limited fossil fuel resources and the negative effects of their consumption on the environment have led researchers to focus on clean, renewable and sustainable energy systems. In all of the fuels being considered as an alternativefor gasoline, methanol is one of the more promising ones and it has experienced major research and development. Methanol can be obtained from many sources, both fossil and renewable; these include coal, natural gas, food industry and municipal waste, wood and agricultural waste. In this study, the effect of using methanol–unleaded gasoline blends on engine performance characteristics has been experimentally investigated. The main objective of the study was to determine engine performance parameters using unleaded gasoline and methanol-unleaded gasoline blends at various engine speeds and loads, and finally achieving an optimal blend of unleaded gasoline and methanol. Materials and Methods: The experimental apparatus consists of an engine test bed with a hydraulic dynamometer which is coupled with a four cylinder, four-stroke, spark ignition engine that is equipped with the carbureted fuel system. The engine has a cylinder bore of 81.5 mm, a stroke of 82.5 mm, and a compression ratio of 7.5:1 with maximum power output of 41.8 kW. The engine speed was monitored continuously by a tachometer, and the engine torque was measured with a hydraulic dynamometer. Fuel consumption was measured by using a calibrated burette (50cc and a stopwatch with an accuracy of 0.01s. In all tests, the cooling water temperature was kept at 82±3˚C. The test room temperature was kept at 29±3˚C during performing the tests. The experiments were performed with three replications. The factors in the experiments were four methanol- unleaded gasoline blends (M0, M10, M20 and M30 and six engine speeds (2000, 2500. 3000, 3500, 4000 and 4500 rpm. Methanol with a purity of