SAE TECHNICAL PAPER SERIES

2012-36-0508

Performance potential of an ethanol fueled turbocharged direct injection Otto engine

PAULO KENJI TAKAMURA ROGER TADEU GONDIM GUILHERME

AFFILIATED TO

21th SAE BRASIL International Congress and Exhibition So Paulo, Brasil October, 2nd to 4th

AV. PAULISTA, 2073 - HORSA II - CJ. 1003 - CEP 01311-940 - SO PAULO SP

2012-36-0508

Performance Potential of an Ethanol Fueled Turbocharged Direct Injection Otto Engine

Paulo Takamura, Roger Guilherme
Volkswagen do Brasil
Copyright 2012 SAE International

ABSTRACT
The search for better energetic efficiency of the flexible fuel engines will guide the next design changes in this technology. The use of direct injection and the downsizing of volumetric displacement compensated by supercharging is a possible solution to reduce the fuel consumption. The direct injection brings the thermodynamic benefits of the charge cooling; the reduced displacement reduces the pumping work in partial loads and engine friction, while the supercharging allows the performance of a bigger engine. The combination of these technologies with hydrated ethanol (E100 or AEHC) represents a performance and CO2 reduction opportunity, but also a challenge in terms of cold start and durability. The objective of this study is to evaluate and compare the behavior and the potential in full load conditions of an engine equipped with direct fuel injection and turbocharger, using Brazilian Hydrated Bioethanol (called as E100) and Brazilian gasoline (called E22). Instead of using E100 to raise the engine performance (torque and power), with the adjustment of manifold pressure, spark advance and air to fuel rate, was possible to take the physical and chemical characteristics of E100 to increase the engine efficiency with same performance, without compromising the main engine parameters for durability.

Table 1 shows some properties of ethanol which allow greater optimization of internal combustion engines. This fuel has interesting properties for the use on internal combustion spark ignited engines. The two main inherent properties of ethanol that enhances the efficiency of internal combustion engines are [4]: High latent heat of vaporization (much higher than gasoline). In a direct fuel injection engine the high latent heat of vaporization enhances the charge cooling effect increasing the filling efficiency due to the intake air cooling when the E100 is vaporized. High Octane Number (~106RON), which allows a knockfree operation with higher compression ratios, even on high boosted engines. An optimized compression ratio and spark time raises the thermal efficiency, brings more performance and reduces fuel consumption and emission of CO2 gases.

Table 1: Ethanol physical properties

Brazilian Hydrated Ethanol

Brazilian Gasoline E22 745 * 95 325 13.2 38920 *

E100 Density (kg/m) (RON) (kJ/kg) weight (kJ/kg) 810 * ~106 744 8.4 24800 *

INTRODUCTION
Bioethanol Ethanol is an organic hydrocarbon compound which, like conventional petroleum, consists of carbon molecules [1]. Ethanol comprises two carbon atoms with attached hydrogen atoms and a hydroxyl group, i.e. an oxygen atom and a hydrogen atom C2H5OH [2]. Bioethanol is used to describe ethanol which is produced entirely from biomass (a renewable carbon source) or biodegradable waste materials and which is designated for use as a biofuel [3].

Octane number Latent Heat of Vaporization Stoichiometric air/fuel Net Heating Value

* Reference [5]

Additionally, Bioethanol reduces approximately 80% of the emissions of greenhouse gas compared with gasoline produced from petroleum, due to the fact that the major part of the CO2 produced during the fuel production and the combustion process is consumed by the plant growth process [6]. The commercial ethanol is a sulfur free fuel, at least in the Brazilian market. On direct injection spark ignited (DISI)

Power [kW]

80 70 60 50

180 170 160 150 140 130 120 110 100 2000 3000 Rotao [rpm] 4000 5000 6000

When used as an automotive fuel, ethanol presents two main drawbacks: approximately 69% of the autonomy with E22 (values calculated considering the heat values of the fuels and the assumption of same fuel conversion efficiency) and difficult cold start due to lower vapor pressure. The higher efficiency of the engine with TSI technology i.e. the use of direct fuel injection combined to the turbo charging when fueled with E100 can reduce the drawback of lower autonomy of the engine.

40 30 20 10 0 1000

Figure 1: Full Load Performance Comparison Curves

METHODS
For this study was used an inline four cylinder engine equipped with homogeneous direct fuel injection, integrated exhaust turbocharger and charge air cooler with the following configuration: Displacement: Bore: Stroke: Compression Ratio: Number of valves: Firing order: 1390 cm 76.5 mm 75.6 mm 10:1 4 per cylinder 1-3-4-2

The high octane number of Ethanol, allows a knock free operation even on full load conditions, which allows ignition timing optimization, increasing the Combustion Pressure. At 2000 rpm and wide open throttle (WOT), the combustion pressure is 72% higher when using E100 in comparison to the E22. (Fig.2)
E100 E22

2000 rpm WOT

72% higher using E100

The engine was fitted to a fixed engine test bed in a test cell. Data logging was performed through three separated devices. Engine control unit (ECU) parameters were logged using an interface connected to a development ECU. Temperatures, pressures and specific fuel consumption were logged through the test cell logging system. In cylinder mounted pressure transducers were used to measure the cylinder pressure. The trigger signal was produced by an optical encoder. All data was post processed using specific post processing software.

-360

-300

-240

-180

-120

-60 0 60 Crank Angle [deg]

120

180

240

300

Figure 2: Cylinder Pressure Curve

RESULTS AND DISCUSSION

Since the focus of this study was to take the physical and chemical characteristics of E100 to increase the engine efficiency it was established in full load conditions the Torque value of 200Nm and Peak Power of 90kW which can be obtained with both fuels. (Fig.1)

The use of ethanol allows much higher peak combustion pressure (PCP) values. On this comparison the PCP was limited to allow engine operation with E100 without hardware structural modifications, attending the main engine parameters for durability. (Fig.3)

Torque [Nm]

engines the use of ethanol allows the lean burn with stratified injection with no need to regenerate the NOx-trap to remove the sulfur stored in there. On the contrary, in a flex-fuel concept, due to the sulfur content of the Brazilian commercial gasohol (max. specified 500ppm and typical values of about 314ppm), when running with this type of fuel, it would require the use of homogenous mixture.

140 130 120 110 100 90

240 230 220 210 200 190

E100 E22

E100 E22

Limited 20% higher using E100

8CA

1000

2000

3000 Rotao [rpm]

4000

5000

6000

1000

2000

3000 4000 Engine Speed [rpm]

5000

6000

Figure 3: Peak Combustion Pressure

Figure 5: AI50% - Angle of 50% mass fraction burned

Thanks to the higher octane number and higher latent heat of vaporization, E100 has higher knock resistance as E22. The higher knock resistance of E100 make possible to set the ignition timing in full load conditions up to 15 more advanced than on E22 operation (Fig.4), offering significantly better combustion efficiency.
E100 E22

For this study which considers the same torque and same power outputs for both fuels, the increase of the thermodynamic efficiency of the E100 combustion allows the engine operation with lower boost pressure as with E22. It means lower turbocharger speed (Fig.6) and up to 26% lower intake manifold pressure. (Fig.7)
E100 E22

15CA

1000

2000

3000 4000 Engine Speed [rpm]

5000

6000

1000

2000

3000 4000 Engine Speed [rpm]

5000

6000

Figure 6: Turbocharger Speed

E100 E22

Figure 4: Ignition Timing

26%
Even on full load conditions the absence of knocking using ethanol make possible to keep the 50% mass fraction burned at the optimized point for best efficiency at 8CA (crank angle). (Fig. 5)

7%

1000

2000

3000 4000 Engine Speed [rpm]

5000

6000

Figure 7: Intake Manifold Pressure

E100 E22

Ethanol enables even on full load conditions and higher engine speeds, the capability to operate with lambda 1 without enrichment for component protection.
48%

Figure 8 and 9 shows the limit of the exhaust gas temperature and the need for enrichment when using E22 for component protection.

26%

Limit of exhaust gas temperature

1000

2000

3000 4000 Engine Speed [rpm ]

5000

6000

Figure 10: Specific Fuel Consumption

Rich

E100 E22
1000 2000 3000 4000 Engine Speed [rpm ] [rpm ] 5000
6000

The engine efficiency was calculated according to the ratio released energy/maximum theoretical energy [7]. The maximum theoretical energy was calculated according to the break specific fuel consumption and the fuel net heating value (24800 kJ/kg for E100 and 38920 kJ/kg for E22). The results are presented in the figure 11. Due to E100 properties is possible to increase the TSI engine efficiency up to 25%, allowing a significant reduction of fuel consumption using E100.
40

Figure 8: Exhaust Gas Temperature

=1

35

30

25
Efficiency [%]

Rich

20

15

10

E100 E22
1000 2000 3000 4000 Engine Speed [rpm] 5000
6000

E100 E22
2000 3000 4000 Engine Speed [rpm] 5000
6000

0 1000

Figure 9: Lambda

Figure 11: Engine Efficiency

Break specific fuel consumption using E100 is 26 to 48% higher than using E22, due to the lower net heating value of the E100. (Fig.10)

For the same performance at full load conditions the fuel consumption ratio between E100 and E22 decreases significantly. The following calculation shows the theoretical fuel consumption difference of the engine when fueled with E22 and with E100. [8] Nomenclature of terms: PC: Net Heating value (PCE22 = 38920 kJ/kg and PCE100 = 24800 kJ/kg).

m: mass of fuel V: volume of fuel D: density (DE22 = 0,745 kg/l and DE100 = 0,810 kg/l) d: distance driven over the measuring cycle km/l: autonomy of the car Calculation (Energy with E100) / d = (Energy with E22) / d PC E22*m E22 / d = PC E100*m E100 / d PC E22*V E22* DE22 / d = PC E100*V E100*D E100 /d Rearranging terms: d/V E22 = d/V E100 * [DE22*PC E22 / (D E100*PC E100)] The term d/V is the autonomy (in km/l) of the car. Results If we substitute typical values for PC and D for both fuels, we get the following relations for the autonomy: (km/l) E22 = (km/l) E100 * 1.44 In theory for the energy of 1 liter E22, the engine needs 1.44 liters of E100 for the same autonomy. But according to the figure 12, due to the increase of the engine efficiency when running with E100, this difference is reduced.

NEXT STEPS
The engine used on this study didnt receive any special modification to run with E100. It is basically the same engine available on the market which is prepared to run with gasoline with RON95. Further work will be undertaken to investigate some hardware (ex. Higher compression ratio, higher injection pressure, new injectors pattern) and software modification application (ex: multiple injections, lean stratified injection) in order to increase even more the efficiency of the engine when fueled with E100.

CONCLUSION
In the context of reducing fuel consumption and greenhouse gas emissions, boosting technology, refined combustion control and the use of renewable biofuels like ethanol must be continuously evaluated. The use of E100 on TSI Turbo direct injection engines is technically feasible and permit the same or better performance of the engine fueled with E22 but with greater efficiency and lower CO2 emissions. The disadvantage of higher volumetric fuel consumption of the E100 compared to the E22 due to the lower net heating value can be significantly reduced, therefore reducing the range difference of the vehicle fueled with E22 compared to E100.

ACKNOWLEDGMENTS
Authors Takamura and Roger Guilherme would like to thank all the dedicated personnel at engine workshop and engine test bench of Volkswagen of Brazil who have directly or indirectly contributed to this paper.

1,50 1,45 1,40 1,35 1,30 Ratio 1,25 1,20 1,15 1,10 1,05 1,00 1000 1500 2000 2500 3000 3500 4000 Engine Speed [rpm] 4500 5000 5500
6000

1,44 = Reference value based on energy density (MJ/l) of the fuels

REFERENCES
1. Takamura, P., Guilherme, R., Turbocharged Otto Direct Injection Engines on Brazilian Market, SAE Technical Paper 2010-01-1203, 2010. Ballauf, J., Hatz, W., Eiser, A., Dornhfer, R., Grigo, M., Ewald, A., Stichlmeier, M., Audi 2.0l TFSI flexible fuel, 12. Tagung Der Arbeitprozess des Verbrennungsmotors, September 2009. Volkswagen AG Self-Study Programme 439 Audi 2.0l TFSI flexible fuel engine

2.

Figure 12: Fuel Consumption Ratio 3.

4.

Jeuland, N., Montagne, X., Gautrot, X., "Potentiality of Ethanol as a Fuel for Dedicated Engine," Oil & Gas Science and Technology - Rev.IFP, Vol.59 (2004). Inmetro, Anexo da portaria Inmetro N. 391, 2008. Szwarc, A., "Desafios e Oportunidades Futuras do Etanol e Flex Fuel," presented at 7th. Seminrio Powertrain, SAE Brasil, Campinas, August 25, 2009. Heywood, J.B., Internal Combustion Engine Fundamentals, McGraw-Hill, New York, ISBN 0-07028637, 1988 Guilherme, R. Volkswagen communication, July 2008 do Brasil, personal

5. 6.

7.

8.

CONTACT INFORMATION
Paulo Kenji Takamura paulo.takamura@volkswagen.com.br Roger T. G. Guilherme roger.guilherme@volkswagen.com.br

The appearance of the ISSN code at the bottom of this page indicates SAEs consent that copies of the paper may be made for personal or internal use of specific clients. This consent is given on the condition however, that the copier pay a $ 7.00 per article copy fee through the Copyright Clearance Center, Inc. Operations Center, 222 Rosewood Drive, Danvers, MA 01923 for copying beyond that permitted by Sections 107 or 108 of U.S. Copyright Law. This consent does not extend to other kinds of copying such as copying for general distribution, for advertising or promotional purposes, for creating new collective works, or for resale. SAE routinely stocks printed papers for a period of three years following date of publication. Direct your orders to SAE Customer Sales and Satisfaction Department. Quantity reprint rates can be obtained from the Customer Sales and Satisfaction Department. To request permission to reprint a technical paper or permission to use copyrighted SAE publications in other works, contact the SAE Publications Group.

All SAE papers, standards, and selected books are abstracted and indexed in the Global Mobility Database.

No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the publisher. ISSN 0148-7191 Copyright 2012 Society of Automotive Engineers, Inc. Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. A process is available by which discussions will be printed with the paper if it is published in SAE Transactions. For permission to publish this paper in full or in part, contact the SAE Publications Group.
Persons wishing to submit papers to be considered for presentation or publication through SAE should send the manuscript or a 300 word abstract of a proposed manuscript to: Secretary, Engineering Meetings Board, SAE.