Analysis of the vaporization processes in the vehicle fuel tank. New equation for determining the vapor amount

Trudy NAMI ◽  
2021 ◽  
pp. 74-86
Author(s):  
G. G. Ter-Mkrtich'yan
Keyword(s):  
Saturated Vapor ◽  
Barometric Pressure ◽  
Fuel Tank ◽  
Hazardous Substances ◽  
Practical Significance ◽  
Fuel Vapor ◽  
Hydrocarbon Emissions ◽  
Fuel Temperature ◽  
Vapor Generation ◽  
Initial Fuel

Introduction (problem statement and relevance). Hydrocarbon emissions from vaporizationtank fuel contribute significantly to the total emissions of hazardous substances from vehicles equipped with spark ignition engines. To meet the established standards for limiting hydrocarbon emissions caused by evaporation, all modern vehicles use fuel vapor recovery systems, the optimal parameters of which require the availability and application of mathematical models and methods for their determination.The purpose of the research was to develop a model of vapor generation processes in the car fuel tank and a methodology for determining the main quantitative parameters of the vapor-air mixture.Methodology and research methods. The analysis of the processes of vapor generation in the fuel tank was carried out. It was shown that the mass of hydrocarbons generated in the steam space was directly proportional to its volume and did not depend on the amount of fuel in the tank.Scientific novelty and results. New analytical dependences of the vaporization amount on the saturated vapor pressure, barometric pressure, initial fuel temperature and fuel heating during parking have been obtained.Practical significance. A formula was obtained to estimate the temperature of gasoline boiling starting in the tank, depending on the altitude above sea level and the volatility of gasoline, determined by the pressure of saturated vapors. Using the new equations, the vaporization analysis in real situations (parking, idling, refueling, explosive concentration of vapors) was carried out.

0D Modeling of Fuel Tank for Vapor Generation

2021 ◽  
Author(s):  
Luca Romagnuolo ◽  
Assunta Andreozzi ◽  
Adolfo Senatore ◽  
Emma Frosina ◽  
Francesco Fortunato ◽  
...  
Keyword(s):  
Fluid Dynamic ◽  
Control Unit ◽  
Fuel Tank ◽  
Intake Manifold ◽  
Fuel Temperature ◽  
Vapor Generation ◽  
Time Model ◽  
Require Time ◽  
Hybrid Electric ◽  
System Design Optimization

Abstract Petrol vapor emissions are the main source of pollution for both standard and hybrid vehicles. They are mainly generated by gasoline evaporation from the fuel tank of both running and parked vehicles; it is mostly driven by fuel temperature variation due to daily temperature changes (if parked) and heat from engine (if running). To prevent its dispersion in the environment, the vapor generated in the fuel tank is usually stored in a carbon canister filter that must be periodically “purged” in order to prevent its saturation, by venting it to the intake manifold. Canister management, made by the Engine Control Unit (ECU), becomes even more critical for hybrid-electric vehicles because thermal engine is often off, thus purging cannot take place. A pressurized fuel tank is often used for hybrid applications, to further isolate vapor from environment, making the fuel system even more complex to model. System design optimization is usually based on experience and experimental correlations, which require time and cost. Thus, comes the need for a comprehensive predictive model useful for both vehicle components (fuel tank and carbon canister) and ECU software design. A 0D Matlab® model is proposed, which can predict vapor generation from an arbitrary tank in standard and arbitrary thermal cycles, with arbitrary tank capacity, geometry and construction and at different filling levels. It is based on a system of thermo-fluid-dynamic differential equations and semi-empirical correlations that is iteratively solved in time. Model calibration has been performed by using a small size test tank and validation has been completed on full size tanks for both standard and hybrid-electric applications. The main driving force for vapor generation has been shown to be the amount of empty volume on top of the tank; other significant effects come from tank volume, material, external surface as well as fuel properties. Ongoing work is to develop and integrate a carbon canister loading/purging model, with the aim to build a full model of the vapor system.

Effects of the initial fuel temperature on burning behavior of crude oil pool fire in ice cavities

2018 ◽  
Vol 31 (5) ◽  
pp. 436-449 ◽  
Author(s):  
Depeng Kong ◽  
Zhen Zhang ◽  
Ping Ping ◽  
Xu He ◽  
Hanbing Yang
Keyword(s):  
Crude Oil ◽  
Pool Fire ◽  
Fuel Temperature ◽  
Burning Behavior ◽  
Initial Fuel ◽  
Oil Pool

Effect of Initial Fuel Temperature on Spray Characteristics of Multicomponent Fuel

2020 ◽  
Author(s):  
Daisuke Kawano ◽  
Kentaro Tsukiji ◽  
Hiroki Saito ◽  
Dai Matsuda ◽  
Eriko Matsumura ◽  
...  
Keyword(s):  
Fuel Temperature ◽  
Spray Characteristics ◽  
Initial Fuel

scholarly journals Efficiency enhancement of the vehicle fuel tank ventilation system by improving its architecture and design

2021 ◽  
Vol 2061 (1) ◽  
pp. 012096
Author(s):  
V V Glaviznin ◽  
G G Ter-Mkrtichyan ◽  
N A Mikerin
Keyword(s):  
Control Systems ◽  
Ventilation System ◽  
Fuel Vapor ◽  
Hydrocarbon Emissions ◽  
Efficiency Enhancement ◽  
Environmental Requirements ◽  
The Russian Federation ◽  
Harmful Substances ◽  
Architecture And Design ◽  
Fuel Evaporation

Abstract Hydrocarbon emissions from fuel evaporation contribute significantly to the total emissions of harmful substances from vehicles with forced spark ignition. To meet the legally established standards for limiting hydrocarbon emissions from evaporation, all current vehicles use fuel vapor control systems. The design of the system can vary and depends on the sales market of a particular vehicle. This article describes the development of this system for the market of the Russian Federation, as well as optimization for promising sales markets with more stringent environmental requirements.

Effect of Ring Dynamics and Crevice Flows on Unburned Hydrocarbon Emissions

1994 ◽  
Vol 116 (4) ◽  
pp. 784-792 ◽  
Author(s):  
L. K. Shih ◽  
D. N. Assanis
Keyword(s):  
Internal Combustion Engines ◽  
Gasoline Engine ◽  
Design Parameters ◽  
Fuel Vapor ◽  
Hydrocarbon Emissions ◽  
Reacting Flow ◽  
Piston Cylinder ◽  
Unburned Hydrocarbon ◽  
Ring Assembly ◽  
Unburned Fuel

A significant source of unburned hydrocarbon emissions from internal combustion engines originates from the flow of unburned fuel/air mixture into and out of crevices in the piston-cylinder-ring assembly. During compression, fuel vapor flows into crevice regions. After top dead center, the trapped fuel vapor that returns into the cylinder escapes complete oxidation and contributes to unburned hydrocarbon emissions. In this work, the crevice flow model developed by Namazian and Heywood is implemented into KIVA-II, a multidimensional, reacting flow code. Two-dimensional, axisymmetric simulations are then performed for a 2.5 liter gasoline engine to investigate the effects of engine speed and selected piston-ring design parameters on crevice flows and on unburned hydrocarbon emissions. Results suggest that engine-out unburned hydrocarbon emissions can be reduced by optimizing the ring end gap area and the piston-cylinder side clearance.

Study on Flame Spread over Aviation Kerosene and Diesel

2014 ◽  
Vol 1016 ◽  
pp. 587-591 ◽  
Author(s):  
Man Hou Li ◽  
Shou Xiang Lu ◽  
Jin Guo ◽  
Kwok Leung Tsui
Keyword(s):  
Flame Spread ◽  
Threshold Value ◽  
Liquid Fuels ◽  
Economic Losses ◽  
Convection Flow ◽  
Fuel Temperature ◽  
Aviation Kerosene ◽  
Initial Fuel ◽  
The Difference ◽  
Fuel Leakage

Flame spreading over liquid fuels is a common phenomenon involving in accidental fuel leakage in aircraft crash or oil tanker which may result in many casualties and economic losses. Comparative experiments are conducted concerning flame spread over aviation kerosene (RP5) and 0# diesel at a variety of initial fuel temperatures. The threshold value of initial fuel temperature for liquid-phase and gas-phase controlled flame spread is approximately 17 °C larger than liquid’s flashpoint for both oils. For a given initial fuel temperature, due to low volatility and ignitability of 0# diesel, its flame spread rate is smaller than that of RP5, while the length of the horizontal subsurface convection flow is larger. Given the difference in flame speed, fire accidents for RP5 are potentially more hazardous than those of 0# diesel. Moreover, the variation trend of subsurface convection flow length falls nearly linearly with the initial fuel temperature for both fuels.

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