Fuel Economy and Emissions of Philippine CME-Diesel Blends From Drive Cycle and Steady Speed Operation

2020 ◽  
Author(s):  
Jeffrey James C. Laguitao ◽  
Edwin N. Quiros ◽  
Jose Gabriel E. Mercado ◽  
Paul L. Rodgers
Keyword(s):  
Fuel Consumption ◽  
Fuel Economy ◽  
Direct Injection ◽  
The Philippines ◽  
Vehicle Speed ◽  
Drive Cycle ◽  
Performance Loss ◽  
Vehicle Operation ◽  
Blend Fuel ◽  
All Speeds

Abstract This paper presents a study on the effects of transient and steady-state vehicle operation on fuel economy and emissions trends of an in-use Euro 2 Asian utility vehicle in the Philippines, with a normally aspirated direct-injection engine, and fueled with different CME-diesel blends designated as B1, B2, B3, B5, B10, B20, B50, & B100 corresponding to increasing CME percentage blends. The vehicle was driven on a chassis dynamometer following the Japanese 10-15 Mode drive cycle and at steady speeds of 40, 60, & 80 kph for fuel consumption and CO, NOx, and THC measurements. PM measurements were not undertaken. Drive cycle results showed that adding CME up to 20% by volume (B20) has a small effect on the heating values, specific fuel consumption (SFC), fuel economy (FE), and maximum power. Relative to neat diesel, the increase in SFC, lower FE and power beyond B20 were attributed to lower heating values at higher blends. CO was practically constant while THC and NOx generally decreased with increasing CME blends. The CO and THC trends were ascribed to overall lean mixtures and increased amount of oxygenated fuel at higher CME blends. B20 yielded the most emissions reduction without performance loss. Steady speed results indicated for all blends, SFC increased with vehicle speed due to higher road load. Above B10, SFC went beyond 5% higher than that for neat diesel and is attributed to lowered heating values of higher blends. The SFC of blends up to B10 approached that of neat diesel as speed increased suggesting more diesel-like combustion characteristics. The blend fuel economy showed an inverse relationship to SFC as expected. Both CO and NOx exhibited slightly decreasing trends with higher blends at all speeds. For a given blend, CO decreased while NOx increased as speed went higher. THC followed bowl-shaped trendlines with blend ratio. THC was high for neat diesel going lowest at B5-B10 and upwards again beyond B10. For a given blend, THC emissions decreased with increasing vehicle speed.

Fuel Economy Results From Diesel Engine Tuning for Steady Speed and Drive Cycle Operation

2021 ◽  
Author(s):  
James Carl M. Satorre ◽  
Edwin N. Quiros ◽  
Jose Gabriel E. Mercado ◽  
Paul L. Rodgers
Keyword(s):  
Steady State ◽  
Fuel Consumption ◽  
Fuel Economy ◽  
The Philippines ◽  
Transport Sector ◽  
Rail Pressure ◽  
Drive Cycle ◽  
The Road ◽  
Injection Duration ◽  
All Speeds

Abstract As part of efforts to mitigate climate change by reducing fuel consumption in the transport sector in the Philippines, this paper presents the initial results of an investigation on the effects of engine tuning on fuel economy for different drive cycles using a commercially available piggyback tuning “chip” to modify fuel rail pressure from stock settings of a CRDI diesel passenger van. The drive cycles used in this study were the Japanese 10-15 Mode, US highway fuel economy test (HWFET), and one labeled “SMN” based on a Metro Manila local route. An initial steady state vehicle fuel economy performance map at five speeds per gear position and stock tuning was obtained from chassis dynamometer tests. The same series of tests were done with the tuning chip’s settings of progressively lower rail pressure to identify the setting giving lowest fuel consumption at each gear. Fuel consumption reduction of up to 47% was observed although not all speeds at a given gear and tuning setting gave reduced values. These lowest fuel settings were applied to corresponding gear positions in each of the selected drive cycles resulting to “specific tuning maps” per drive cycle. The test vehicle was then driven with these drive cycle-specific tuning maps and the fuel economy measured. It was found that overall fuel economy decreased with drive cycle-specific tuning settings. It was then decided to try using a constant tuning setting throughout a drive cycle to see if fuel economy improved. Trials with the Japanese 10-15 Mode cycle at different constant lower rail pressure settings likewise gave overall lower fuel economy. However, a more detailed look showed that in the constant-speed portions of the cycle, fuel consumption savings of up to 35% were realized while it worsened in the accelerating and decelerating sections. The drive cycle test results indicate that the engine ECU compensated for the lowered rail pressure, maybe with increased injection duration, to increase the amount of fuel injected to meet the road-load requirements imposed by the drive cycle. Control response instabilities may have also contributed to higher fuel consumption. Engine tuning by rail pressure reduction only was most effective in reducing fuel consumption for steady state driving and ineffective for transient driving under the conditions and methodology of this study.

Performance and Emissions of a CRDI Passenger Van Using CME-Diesel Blends

2018 ◽  
Author(s):  
Edwin N. Quiros ◽  
Rupert Karlo D. Aguila ◽  
Manuel V. Hernandez ◽  
Joseph Gerard T. Reyes ◽  
Jose Gabriel E. Mercado
Keyword(s):  
Fuel Consumption ◽  
Fossil Fuels ◽  
Direct Injection ◽  
Clean Energy ◽  
The Philippines ◽  
Marginal Effect ◽  
Fuel Blend ◽  
Performance Loss ◽  
Diesel Fuels ◽  
Performance And Emissions

In a move to reduce dependence on imported fossil fuels, develop and utilize indigenous renewable and sustainably-sourced clean energy sources, the Philippines enacted the Biofuels Act of 2006 (or Republic Act 9367) that mandated blending of biodiesel with commercially sold diesel fuels which presently is at 2% coconut methyl ester (CME) by volume. Deliberations are underway to shift to 5% by volume so that data on the effects on performance and emissions of percentage blends are necessary. This study presents fuel consumption and emissions measurements of an in-use passenger van with a common-rail direct injection (CRDI) powertrain fueled with 2, 5, 10, & 20 percent CME-diesel blends by volume (designated as B2, B5, B10, & B20 respectively) driven on the Japanese 10–15 Mode drive cycle. Results indicate B2-B20 had only a marginal effect on heating values, fuel blend density, and maximum power. Relative to neat diesel, the blends showed a 1–5% lower specific fuel consumption (SFC) with B5 lowest. Mileage was 1–5% higher with the blends with B5 highest. CO decreased with increasing blend. THC emissions of B1-B20 were roughly half that of diesel. NOx from the CME blends was marginally lower than diesel. The CO and THC trends agreed with published literature and usually ascribed to overall lean mixtures and increased amount of oxygenated fuel at higher CME blends. The NOx results need further investigation as it seemed to contradict other studies. Based on these results, B5 yielded the best combination of fuel economy and emissions improvement over neat diesel and B2 without performance loss.

An Investigation of the Fuel Economy of a Drive Cycle Developed Using the Road Load Energy Criterion

2021 ◽  
Author(s):  
Peter Vasquez ◽  
Edwin Quiros ◽  
Gerald Jo Denoga ◽  
Robert Michael Corpus ◽  
Robert James Lomotan
Keyword(s):  
Fuel Consumption ◽  
Fuel Economy ◽  
Energy Criterion ◽  
Chassis Dynamometer ◽  
Drive Cycle ◽  
The Road ◽  
Energy Error ◽  
Road Load ◽  
Metro Manila ◽  
Road Data

Abstract Efforts to mitigate climate change include lowering of greenhouse gas emissions by reducing fuel consumption in the transport sector. Various vehicle technologies and interventions for better fuel economy eventually require chassis dynamometer testing using drive cycles for validation. As such, the methodology to generate these drive cycles from on-road data should produce drive cycles that closely represent actual on-road driving from the fuel economy standpoint. This study presents a comparison of the fuel economy measured from a drive cycle developed using road load energy as a major assessment criterion and the actual on-road fuel economy of a 2013 Isuzu Crosswind utility vehicle used in the UV Express transport fleet in Metro Manila, Philippines. In this approach to drive cycle construction from on-road data, the ratio of the total road load energy of the generated drive cycle to that of the on-road trip is made the same ratio as their respective durations. On-road velocity and fuel consumption were recorded as the test vehicle traversed the 42.5 km. Sucat to Lawton route and vice versa in Metro Manila. Gathered data were processed to generate drive cycles using the modified Markov Chain approach. Three drive cycles of decreasing duration, based on the practicality of testing on a chassis dynamometer, were generated using three arbitrary data compression ratios. These drive cycles were tested using the same vehicle on the chassis dynamometer and compared with the on-road data using road load energy, fuel economy, average speed, and maximum acceleration. For the 893-seconds drive cycle generated, the road load energy error was 3.93% and fuel economy difference of 1.14%. For the 774-seconds cycle generated, the road load energy error was 4.34% and fuel economy difference was 0.91%. For the 664-seconds drive cycle, the road load energy error was 3.68% and fuel economy difference was 0.91%. On-road fuel economy for the 42.5-km. route averaged over nine round trips was 8.785 km/L. Based on the results, the road load energy criterion approach of drive cycle construction methodology can generate drive cycles which can very closely estimate on-road fuel economy.

Effects of Ethanol-n butanol-diesel Oxygenated Fuel on Performance of Diesel Engine

2013 ◽  
Vol 860-863 ◽  
pp. 1766-1769
Author(s):  
Ming Wei Xiao ◽  
Jin'ge He
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Thermal Efficiency ◽  
Direct Injection ◽  
Brake Specific Fuel Consumption ◽  
Fuel Supply ◽  
Direct Injection Diesel Engine ◽  
Oxygenated Fuel ◽  
Performance And Emissions ◽  
Blend Fuel

The experiments of the economy performance and emissions of diesel engine fueled with ethanol-n butanol-diesel were performed on a dual-cylinder direct injection diesel engine. The results show that without modification on the engine, while the mixed proportion of ethanol getting larger, the equivalent brake specific fuel consumption decreases and effective thermal efficiency increases when the diesel engine work on medium and high loads condition, NOX emissions and smoke decreased obviously. But the smoke increased when the proportion of ethanol is 20%. And the results also indicate that it is beneficial for decreasing the smoke and NOX emissions to reduce suitably fuel supply advance angle when the diesel engine fueled with blend fuel mixed high proportion of ethanol.

Combustion Characteristics of Stratified Mixture in Lean-Burn LPG Direct-Injection Engine With Spray-Guided Combustion System

2014 ◽  
Author(s):  
Cheolwoong Park ◽  
Seungmook Oh ◽  
Taeyoung Kim ◽  
Heechang Oh ◽  
Choongsik Bae
Keyword(s):  
Fuel Consumption ◽  
Compression Ratio ◽  
Fuel Economy ◽  
Direct Injection ◽  
Combustion Process ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Combustion Stability ◽  
Direct Injection Engine ◽  
Brake Mean Effective Pressure

Today, we are faced with the problems of global warming and fossil fuel depletion, and they have led to the enforcement of new emissions regulations. Direct-injection spark-ignition engines are a very promising technology that can comply with the new regulations. These engines offer the advantages of better fuel economy and lower emissions than conventional port-injection engines. The use of LPG as the fuel reduces carbon emissions because of its vaporization characteristics and the fact that it has lower carbon content than gasoline. An experimental study was carried out to investigate the combustion process and emission characteristics of a 2-liter spray-guided LPG direct-injection engine under lean operating conditions. The engine was operated at a constant speed of 2000 rpm under 0.2-MPa brake mean effective pressure, which corresponds to a common operation point of a passenger vehicle. Combustion stability, which is the most important component of engine performance, is closely related to the operation strategy and it significantly influences the degree of fuel consumption reduction. In order to achieve stable combustion with a stratified LPG mixture, an inter-injection spark ignition (ISI) strategy, which is an alternative control strategy to two-stage injection, was employed. The effects of the compression ratio on fuel economy were also assessed; due to the characteristics of the stratified LPG mixture, the fuel consumption did not reduce when the compression ratio was increased.

Performance and Emissions Characteristics of Philippine CME-Diesel Blends

2017 ◽  
Author(s):  
Edwin N. Quiros ◽  
Jeffrey James C. Laguitao
Keyword(s):  
Fuel Economy ◽  
The Philippines ◽  
Emissions Reduction ◽  
Nox Emissions ◽  
Gaseous Emissions ◽  
Performance Loss ◽  
Oxygenated Fuel ◽  
Performance And Emissions ◽  
Utility Vehicle ◽  
Lower Heating

Deliberations in the Philippines are underway on the shift to 5% (B5) CME-diesel blend from the current B2 blend. In support to said deliberations, a fuel economy and gaseous emissions study of B1–B50 CME-diesel blends was conducted using an in-use Asian utility vehicle running on the Japanese 10–15 Mode drive cycle. Results show that adding CME up to 20% by volume (B20) has a small effect on the heating values, specific fuel consumption (SFC), mileage, and maximum power. Relative to neat diesel, the increase in SFC, and lower mileage and power beyond B20 were attributed to lower heating values at higher blends. CO was practically constant while THC and NOx generally decreased with increasing CME blends. The CO and THC trends were ascribed to overall lean mixtures and increased amount of oxygenated fuel at higher CME blends. The decreasing NOx trend needs further investigation as it seemed contrary to other studies. Based on these results, the shift to B5 would insignificantly affect fuel economy and likely lessen THC and NOx emissions. B20 yielded the most emissions reduction without performance loss.

An Application of Petrol Injection to Automobile Engines

1949 ◽  
Vol 3 (1) ◽  
pp. 133-154 ◽  
Author(s):  
R. Barrington ◽  
E. W. Downing
Keyword(s):  
Fuel Consumption ◽  
Compression Ratio ◽  
Fuel Economy ◽  
Hot Spot ◽  
Direct Injection ◽  
Combustion Efficiency ◽  
Maximum Power ◽  
Injection System ◽  
Fuel Distribution ◽  
Bench Tests

The paper recounts the results obtained in a series of experiments carried out with the object of examining the claims made for improved results, both in fuel consumption and maximum power, which could be obtained by substituting a petrol injection system for a carburettor. The experiments, carried out on four-cylinder engines of approximately 1·5 litres capacity, led to the development of a satisfactory system capable of giving equal fuel distribution to all cylinders with a tolerance of ±2 per cent at all loads. They showed that, for engines of this order of size, manifold injection was superior to direct injection and established that petrol injection will not give any better combustion efficiency than carburation. Hence any saving in fuel consumption obtained can only be due to better fuel distribution between cylinders, better matching of fuel/air ratio to a desired value, or increase in compression ratio made possible by the elimination of the hot spot. Under certain conditions the resultant saving in fuel at part load on bench tests could amount to some 10–15 per cent. Maximum power can be increased by some 15–20 per cent by elimination of the choke, and still more if the compression ratio is increased slightly to take advantage of the reduced temperature of the incoming charge. Road tests in general confirmed the results of bench tests, but brought out the effect of many other factors which affect fuel economy. In order to properly evaluate these a number of experiments were carried out which are of interest and value as affecting the problem of fuel economy in general. Starting at low temperatures requires very considerable over-fuelling with a petrol injection system, just as in the case of a carburettor, but such a system may be made to give better control during the process of warming up. In the authors' view an engine fitted with petrol injection is pleasanter to drive as a result of its inherently better idling, more uniform and smoother torque and increased power at full throttle. The results obtained, however, while attractive, do not bear out some of the more exaggerated claims sometimes made by advocates of petrol injection systems. No attempt is made to urge the introduction of petrol injection and it is left to the industry to decide whether, in view of the results obtained, it is felt that a petrol injection system with its concomitant increase in first cost is worth adoption.

Eco-Driving of Connected and Automated Vehicle With Preceding Driver Behavior Prediction

2020 ◽  
Vol 143 (1) ◽  
Author(s):  
Mehmet Fatih Ozkan ◽  
Yao Ma
Keyword(s):  
Fuel Consumption ◽  
Traffic Safety ◽  
Fuel Economy ◽  
Vehicle Speed ◽  
Cruise Control ◽  
The Road ◽  
Comparison Results ◽  
Preceding Vehicle ◽  
Speed Prediction ◽  
On The Road

Abstract The development of vehicle connectivity and autonomy in the ground transportation sector is not only able to enhance traffic safety and driving comfort as well as fuel economy. This study presents a receding-horizon optimization-based control strategy integrated with the preceding vehicle speed prediction model to achieve an eco-driving strategy for connected and automated vehicles (CAVs). In the real traffic scenario where the CAV follows the preceding vehicle on the road, a gated recurrent unit (GRU) network is used to predict the behavior of the preceding vehicle by utilizing the historical inter-vehicle information collected through on-board sensors. Then, a nonlinear model predictive control (NMPC) algorithm is adopted for CAV to minimize the accumulated fuel consumption within the preview horizon. The NMPC approach solves the fuel-optimal speed profile of the CAV, considering a predicted short-term speed preview of the preceding vehicle. With the awareness of the preview speed conditions, the fuel consumption of the CAV is reduced by avoiding unnecessary braking and acceleration, especially during transient traffic conditions. The Pareto front framework is used to examine a trade-off between the vehicle speed prediction accuracy, computational burden, and the fuel consumption of the CAV in the proposed GRU-NMPC design. To analyze the effectiveness of the GRU-NMPC design, adaptive cruise control with constant time headway policy (ACC-CTH) is adopted as a benchmark control design. Comparison results show significant fuel economy improvement of the proposed design and expose possible fuel benefits from vehicle autonomy and sensor fusion technology.

Combustion Characteristics of Stratified Mixture in Lean-Burn Liquefied Petroleum Gas Direct-Injection Engine With Spray-Guided Combustion System

2015 ◽  
Vol 138 (7) ◽  
Author(s):  
Cheolwoong Park ◽  
Seungmook Oh ◽  
Taeyoung Kim ◽  
Heechang Oh ◽  
Choongsik Bae
Keyword(s):  
Fuel Consumption ◽  
Compression Ratio ◽  
Fuel Economy ◽  
Direct Injection ◽  
Combustion Process ◽  
Spark Ignition ◽  
Operating Conditions ◽  
Combustion Stability ◽  
Liquefied Petroleum Gas ◽  
Direct Injection Engine

Today, we are faced with the problems of global warming and fossil fuel depletion, and they have led to the enforcement of new emissions regulations. Direct-injection spark-ignition engines are a very promising technology that can comply with the new regulations. These engines offer the advantages of better fuel economy and lower emissions than conventional port-injection engines. The use of liquefied petroleum gas (LPG) as the fuel reduces carbon emissions because of its vaporization characteristics and the fact that it has lower carbon content than gasoline. An experimental study was carried out to investigate the combustion process and emission characteristics of a 2 l spray-guided LPG direct-injection engine under lean operating conditions. The engine was operated at a constant speed of 2000 rpm under 0.2 MPa brake mean effective pressure (BMEP), which corresponds to a common operation point of a passenger vehicle. Combustion stability, which is the most important component of engine performance, is closely related to the operation strategy and it significantly influences the degree of fuel consumption reduction. In order to achieve stable combustion with a stratified LPG mixture, an interinjection spark ignition (ISI) strategy, which is an alternative control strategy to two-stage injection, was employed. The effects of the compression ratio on fuel economy were also assessed; due to the characteristics of the stratified LPG mixture, the fuel consumption did not reduce when the compression ratio was increased.

Effects of Fuel Supply Advance Angles on Performance of Engine Fueled with Butanol Diesel

2014 ◽  
Vol 496-500 ◽  
pp. 724-727
Author(s):  
Ming Wei Xiao ◽  
Jun Han Zhang ◽  
Jin Ge He
Keyword(s):  
Diesel Engine ◽  
Fuel Consumption ◽  
Fuel Economy ◽  
Direct Injection ◽  
Emission Characteristics ◽  
Brake Specific Fuel Consumption ◽  
Performance And Emission ◽  
Fuel Supply ◽  
Hc Emissions ◽  
Load Conditions

The experiments of the fuel economy performance and emission characteristics of diesel engine fueled with butanol diesel were performed on a dual-cylinder direct injection diesel engine at different fuel supply advance angles. The results showed that whether the fuel supply advance angle is too large or too small, it will increase the fuel consumption. As the fuel supply advance angle is 20°CA, the brake specific fuel consumption is the best of the butanol diesel engine. When the supply advance angle becomes larger, the smoke and CO emissions can be reduced on the medium and high loads, but NOX emissions are significantly increased on a variety of load conditions. The engine will obtain the lowest HC emissions, as the fuel supply advance angle is 20°CA.

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