February 1995 • NREL/TP-425-6722

Development of a Dedicated Ethanol 

Ultra-Low Emission Vehicle (ULEV) 

System Design 

G. Bourn, T. Callahan, L. Dodge, 

J. Mulik, D. Naegeli, K. Shouse, 

L. Smith, and K. Whitney 

Southwest Research Institute 

San Antonio, Texas 

National Renewable Energy Laboratory 

1617 Cole Boulevard 

Golden, Colorado 80401-3393 

A national laboratory of the U.S. Department of Energy 

Managed by Midwest Research Institute 

for the U.S. Department of Energy 

under contract No. DE-AC36-83CH10093 
NREL/TP-425-6722 • UC Category: 1504 • DE95004016

Development of a Dedicated Ethanol 

Ultra-Low Emission Vehicle (ULEV) 

System Design 

G. Bourn, T. Callahan, L. Dodge, J. Mulik, 

D. Naegeli, K. Shouse, L. Smith, and 

K. Whitney 

Southwest Research Institute 

San Antonio, Texas 

NREL Technical Monitor: 

C. Colucci 

National Renewable Energy Laboratory 

1617 Cole Boulevard 

Golden, Colorado 80401-3393 

A national laboratory of the U.S. Department of Energy 

Managed by Midwest Research Institute 

for the U.S. Department of Energy 

under contract No. DE-AC36-83CH10093 

Prepared under Subcontract Number YAW-3-12243-01 

June 1994
NOTICE 

This report was prepared as an account of work sponsored by an agency of the United States 

government. Neither the United States government nor any agency thereof, nor any of their employees, 

makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, 

completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents 

that its use would not infringe privately owned rights. Reference herein to any specific commercial 

product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily 

constitute or imply its endorsement, recommendation, or favoring by the United States government or any 

agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect 

those of the United States government or any agency thereof. 

 
DEVELOPMENT OF A DEDICATED ETHANOL 

ULTRA-LOW EMISSION VEHICLE (ULEV) - 

SYSTEM DESIGN . 

by 

Gary D. Bourn 

Timothy J. Callahan 

Lee G. Dodge 

John Mulik 

David W. Naegeli 

Kenneth R. Shouse 

Lawrence R. Smith 

Kevin A. Whitney 

Project Manager: Lee G. Dodge 

Southwest Research Institute 

San Antonio, Texas 78228-05 10 

Technical Monitoring by 

Christopher P. Colucci and Brent K. Bailey 

National Renewable Energy Laboratory 

Golden, Colorado 

and 

John A. Russell 

U.S. Department of Energy 

Office of Transportation Technology 

Washington, D.C. 

Subcontract' No. YAW-3-12243-01 

SwRI Project No. 03-5901 

November 1994 

C.D. dr6 Vice msident 

Engine, Fuel, and Vehicle ' Research Division 
Preface 

This work was conducted by Southwest Research Institute (SwRI), San Antonio Texas, under Subcontract 

No. YAW-3-12243-01. SwlU project number 03-5901 for the U.S. Department of Energy (DOE) in 

Washington, D.C, and the National Renewable Energy Laboratory (NREL) in Golden, Colorado. The 

contributions of technical monitors Christopher P. Colucci and Brent K. Bailey of NREL, John A. Russell 

of DOE, and subcontract administrator Ernest G. Oster of NREL are gratefully acknowledged. The 

expertise of Ms. Jo Ann Brown in preparing this report is also greatly appreciated. 

The objective of this 3.5 year project is to develop a commercially competitive vehicle powered by ethanol 

(or ethanol blend) that can meet California's ultra-low emission vehicle (ULEV) standads and equivalent 

corporate average fuel economy (CAFE) energy efficiency for a light-duty passenger car application. The 

definition of commercially competitive is independent of fuel cost, but does include technical requirements 

for competitive power, performance, refueling times, vehicle range, driveability, fuel handling safety, and 

overall emissions performance. 

This report summarizes a system design study completed after six months of effort on this project. The 

design study resulted in recommendations for ethanol-fuel blends that shall be tested for engine lowtemperature cold-start performance and other criteria. The study also describes three changes to the 

engine, and two other changes to the vehicle to improve low-temperature starting, efficiency, and 

emissions. The three engine changes are to increase the compression ratio, to replace the standard fuel 

injectors with fine spray injectors, and to replace the powertrain controller. The two other vehicle changes 

involve the fuel tank and the aftertreatment system. The fuel tank will likely need to be replaced to 

reduce evaporative emissions. In addition to changes in the main catalyst, supplemental aftertreatment 

systems will be analyzed to reduce emissions before the main catalyst reaches operating temperature. 
Executive Summary 

Ethanol is attractive as an alternative fuel for spark-ignition engines for a variety of reasons. Rrst. it is 

a renewable fuel, derivable from biomaterials. Many alternative fuels ace derived from petroleum and 

their long-term potential is therefore limited by the availability of petroleum. Second, ethanol has an 

average octane number ((R+M)/2) of about 102, compared to about 87 for regular grades of gasoline. The 

higher octane number implies greater resistance to knock, allowing for higher compression ratios which 

produce greater cycle (and therefore fuel) efficiency. Third, since ethanol is derived from biofbels, it may 

be argued that there is no net increase in greenhouse gases. This is in sharp contrast to petroleum-fueled 

vehicles, and especially natural gas-powered vehicles that typically have low nonmethane hydrocarbon 

emissions, but high emissions of methane, which is a significant greenhouse gas. Fourth, ethanol is nontoxic, except when toxins are added to prevent human consumption. Fifth, the fuel is naturally low in 

evaporative emissions, although in practice this potential advantage is offset with the addition of gasoline 

additives to increase the vapor pressure for starting and fuel tank safety. Sixth, the reactivity factor 

(potential for exhaust products to form ozone) for ethanol is significantly less than for gasoline, with 

preliminary estimates king about 0.68 (Marshall, 1994) that of standard gasoline. Seventh, the principal 

emissions are unburned ethanol and acetaldehyde, formed in the fm oxidation step of ethanol, making 

a simpler mix of gases that must be treated in the exhaust catalyst than those produced by gasoline 

combustion, 

Ethanol also presents engineering challenges that are present with any new fuel. For ethanol, lowtemperature cold-starting is a problem, as is fuel tank flammability. The energy content of ethanol is 

about 63 percent that of gasoline, decreasing range or increasing fuel tank site. Current costs of ethanol 

are high enough to make it noncompetitive with gasoline, although encouraging results are being obtained 

in reducing costs. 

Southwest Research Institute (SwRI) has been contracted by the U.S. Department of Energy @OE) and 

the National Renewable Energy Laboratory (NW) to develop a dedicated ethanol or ethanol-blend fueled 

ultra-low emissions vehicle (ULEV). This vehicle must be competitive with conventional gasolinepowered vehicles in cost, reliability, and performance, with the exception of fuel cost. 

Neat ethanol (ethanol without additives) presents a number of serious problems to use in spark-ignition 

engines. The most serious is that engines may not be started on neat ethanol at temperahues below about 

10°C. This problem is usually addressed by adding gasoline to the fuel to provide more volatile 

components that will evaporate for low-temperature cold-starting. However, this approach is much less 

effective for ethanol than for methanol, and will quire serious attention In addition, the use of volatile 

fuel components to increase vapor pressure for cold-starting are detrimental to the naturally low 

evaporative emissions characteristics of ethanol. Material compatibility is another concern with the use 

of ethanol fuel. Generally, most of the material changes determined to be suitable for methanol are also 

suitable for ethanol, but some elastomers compatible with methanol are not compatible with ethanol. Fuel 

tank flammability with neat ethanol fuel is a concern because the fuel-air mixture in the gas tank is 

flammable over a temperature range of about g0C to 42OC (48°F to 108OF). The addition of gasoline to 

increase the volatility for cold-starting helps lower the temperature range where the fuel mixture is 

flammable. Again, the increased volatility is contrary to minimizing evaporative emissions. For methanol, 

the lack of flame luminosity is considered a safety problem, but the increased flame luminosity of ethanol 

obviates the need for any additives to increase luminosity. Thus, the addition of gasoline or other light 

ends helps cold-starting and fuel tank flammability issues, but it simultaneously degrades signif~cantly the 

naturally low evaporative emissions characteristics of ethanol. 
This report provides specifications for a baseline E-80 (80 percent ethanol, 20 percent gasoline) fuel. 

Also, a matrix of ethanol blends with nButane, nPentane, iPentane, C5C6 isomerate, diethyl ether, and 

unleaded gasoline is provided. These fuel blends will be evaluated at two different concentration levels 

each for cold-starting capability with the engine in a refrigerated chamber. Flammability tests shall also 

be conducted on each fuel blend. 

More than 60 percent of the ozone fonning potential hydrocarbons for an ethanol-fueled engine consist 

of unbumed ethanol and acetaldehyde (Kroll, 1993), and it is estimated that about 90 percent of these are 

emitted during the first two or three minutes of operation. Therefore, reducing unbumed fuel during startups, and especially cold-starts is essential to reducing these non-methane organics (NMOG) and meeting 

the California ULEV standards. Increasing proportions of the automobiles sold in California must meet 

the California ULEV standards, and other parts of the United States may adopt some or all of California's 

emissions standards for automobiles. 

The approach being taken in this project for engine and vehicle development to meet ULEV standards 

involved the use of two vehicles, one with minimal modifications, and the second with substantial 

modifications to take full advantage of the combustion characteristics of ethanol. Both vehicles are based 

on 1993 Ford Taurus flexible fuel vehicles (FFV) with the 3.0-liter, V-6, Vulcan engine. These vehicles 

are designed to run on M85 (85 percent methanol, 15 percent gasoline) or gasoline, or any mixture of M85 

and gasoline. The emissions of these standard vehicles are quite good on these fuels, although they do 

not meet ULEV standards. The first vehicle with minimal modifications shall be used to develop the 

advanced aftertreatment system. The second vehicle shall include the advanced aftertreatment, plus three 

major engine changes to optimize the vehicle for the use of ethanol fuel. 

In modem spark-ignition engines, a key to meeting emissions standards is an effective aftertreatment 

system. This will be especially me in meeting ULEV standards, where rapid heat-up and operation of 

the exhaust catalyst is essential. The engine-out emissions are usually worst at engine cold-start, and the 

catalyst must become effective as soon as possible to process these high emissions levels. The first Ford 

Taurus shall be used to examine advanced aftematment systems. Three systems are under consideration 

for the exhaust catalyst including an electrically heated catalyst (EHC), a bumer heated catalyst, and an 

unheated start-up catalyst. One of these shall be incorporated in the demonstration vehicle. The second 

planned change to the standard FFV is the replacement of the standard fuel tank and possibly other 

portions of the fuel system to reduce evaporative emissions associated with fuel permeation through walls 

of components in the fuel system. It may also be necessary to augment parts of the evaporative emissions 

control system. 

The second Ford Taurus vehicle shall be used for more extensive modifications, including engine changes, 

and then the advanced aftertreatment system shall be added from the fmt vehicle. The first of the engine 

changes is the replacement of the standard fuel injectors with fine-spray, air-assist, port fuel injectors. The 

fine-spray fuel injectors should increase the transport efficiency of the fuel into the cylinder, avoiding one 

limitation to cold-starting, the requirement of prevaporization in the intake manifold. A major benefit of 

thib approach is to reduce the volatility requirements of the fuel, retaining at least some of the naturally 

low volatility of neat ethanol. The second of the three major engine changes involves increasing the 

compression ratio to increase the cycle efficiency of the engine, made possible by the high octane number 

of ethanol. The biggest advantage of increased compression is the increase in cycle efficiency, although 

slight improvements in low-temperature cold-starting and improved combustion efficiency are anticipated 

due to increased compression heating of the fuel-air mixture. However, increased compression ratio is 

expected to increase both nitric oxide and hydrocarbon emissions. The third engine change is necessitated 

by the first two, a custom engine control system. Changes in the fuel injection and engine compression 

ratio shall change engine control strategies, requiring the use of an SwRI enginehehicle controller. 

Pt 
Original equipment manufacturers (OEM) do not allow their control systems to be modified by oueide 

parties. The engine changes are directed at reducing unburned fuel during start-ups, especially cold--. 

This repon provides details on how the above changes shall be accomplished. It also discusses the 

anticipated effects of design changes on engine performance and emissions. and the tradeoffs involved. 
TABLE OF CONTENTS 

Task 1 . Fuel Formulation and Preparation .................................... 1 

Fuel Selection Criteria .................................................... 1 

Baseline Fuel and Base Blend Stock ........................................... 5 

Volatility Enhancers ....................................................... 5 

BlendMatrix ........................................................... 5 

Lubrication in Alcohol-Fueled Vehicles ......................................... 7 

In-Cylinder Corrosion ..................................................... 7 

OilSelection ........................................................... 9 

Task 2 . Material Compatibility with Ethanol Blends ............................. 10 

Vehicle Fuel System ...................................................... 10 

FuelFillerCap .......................................................... 10 

Fuel Tank Filler Tube ................... ; ................................. 10 

FuelFilters ........................................................... 10 

FuelLines ........................................................... 10 

FuelTank ........................................................... 10 

FuelPump ........................................................... 11 

Fuel Sending Unit ....................................................... 11 

FuelVaporValve ........................................................ 11 

Fuel Pressure Regulator ................................................... 11 

Fuel Injectors ........................................................... 11 

Ethanol Fuel Distribution. Storage. and Dispensing ............................... 12 

RefineryStomge ......................................................... 12 

BulkTenninul .......................................................... 13 

Distributor ........................................................... 13 

ServiceStation .......................................................... 13 

Task 3 . Engine System Design .............................................. 14 

Fine Spray Fuel Injectors .................................................. 14 

Compression Ratio Increase ................................................ 24 

Estimated In-Cylinder Evaporation ........................................... 32 
TABLE OF CONTENTS (Cont'd) 

Engine Control System Design .............................................. 40 

Need for Custom Engine Control Unit (ECU' .................................... 40 

Recommended ECU Design ................................................. 48 

Test Cell Engine Controller .................................................. 48 

Zn-Vehicle Engine Controller ......................................... .. ..... SO 

Project Scope Additions .................................................... 51 

High-Energy Ignition System ................................................ 51 

DSP-Based Engine Controller ............................................... 52 

Extra Sets of ECU Boards .................................................. 52 

Task 4 . Emissions Control System Design ..................................... 54 

Exhaust Emissions Control ................................................. 54 

Supplemental Aftertreatment ............................................... 55 

Electrically-Heated Catalyst ................................................. 55 

Light-Off Catalyst .................................................. ; ...... 56 

MolecularSieve ......................................................... 57 

Catrrlyst LightcOff Bmer .................................................. 57 

HeatStorageDevice ...................................................... 57 

Summary - Supplemental A ftertreahrent Systems ................................. 57 

Maincatalyst .......................................................... 58 

Exhaustsystem ......................................................... 58 

Evaporative Emissions Control .............................................. 58 

Proposed Emissions Control Design Approach .................................. 59 

Summary ............................................................ 59 

Task 5 . FueVEngineNehicle Integration ....................................... 60 

Task 6 . FueVEnghdSystem Design Optimization ................................ 61 

Fuel Specification Optimization ............................................. 61 

Engine/Catalyst Control Optimization ......................................... 62 

Transmission Control ..................................................... 62 

References ........................................................... 63 

Appendix A . Custom Board Designs 

Custom MC68HCll Microcontroller Board 

Custom 67F687 Engine Controller Board 

Custom InjectorjSpark Driver Board 
LIST OF FIGURES 

Simulated cold-starting minimum temperatures based on laboratory measurements ... 2 

Vapor space flammability limits over liquid fuels .......................... 3 

Flammability test apparatus .......................................... 3 

Luminosity measurement apparatus .................................... 4 

Effect of oil sump temperature on engine iron wear with various fuels ............ 8 

Vapor pressure of neat ethanol as a function of temperature ................... 15 

Air and fuel flow past the intake valve of typical engine. Small drops turn with air, 

while large dmp centrifuge out ....................................... 16 

Simulation of air and fuel flow past intake valve. Air assumed to have turned 45' 

and drag calculations performed with TESS to determine which drops turn with air . . 16 

Computed drop trajectories for fine-spray injector flow past intake valve 

(6.5-mm by 20-mm section), for drop sizes of 2 jun (at top), 5 pm, 10 pm, 

15 pm and 30 pm (at bottom), presenting smallest 20 percent by volume segment of 

spray to largest 20 percent, for methanol spray with initial spray characteristics at 

injector tip of SMD = 4.5 pm and Rosin-Rammler N parameter of 1.38, drop velocity 

at intake valve of 13 m/s, and air velocity (due to injector air jet) of 10 m/s 

atintakevalve. .................................................. 17 

SwRI internal mix, air-assist injector caps ................................ 19 

SwRI internal mix, air-assist injector cap mounted on conventional pintle injector .... 20 

Sub-atmospheric pressure spray characterization chamber ..................... 21 

Atomization quality (cross-section average SMD) versus differential air pressuxe for 

SwRI 1.0-mm exit-hole diameter, intemal-mix, air-assist injector spraying methanol 

for 4-ms pulse-width, 50-ms period ................................... .22 

Atomization quality (cmss-section average SMD) versus differential air pressure for 

SwFU 1.O-mm exit-hole diameter, intemal-mix, air-assist injector spraying methanol 

for 10-ms pulse-width, 50-ms period .................................. .23 

Atomization quality (cross-section average SMD) versus atomizing air flow for SwRI 

1.0-mm exit hole diameter, internal-mix, air-assist injector spraying methaml for 

4-ms pulse-width, 50-ms period ...................................... .25 
LIST OF FIGURES (Cont'd) 

15 Atomization quality (cross-section average SMD) versus atomizing air flow for SwRI 

1.0-mm exit-hole diameter, internal mix, air-assist injector spraying methanol for 

10-ms pulse-width, 50-ms period ...................................... 26 

16 Effect of hole size on atomization quality (cross-section average) versus 

differential air pressure for SwRI single-hole injectors with exit-hole 

diameters of 1.G. 1.4-, and 2.0-mm. Methanol, 10-ms pulse-width, 50-ms period .... 27 

17 Comparison of atomization quality (SMDs) versus differential air pressure for 

three internal-mix, air-assist injectors with exit hole diameters of 1.0-mm, 

1.4-mm, and 2-mm exit-hole diameters, 10-ms pulse-width, spraying into 

chamber at 75.8 kP6, ............................................. 28 

18 Effect of hole size on atomization .quality (cross-section average) versus atomizing . 

air mass flow for SwRI single-hole injectors with esit-hole diameters of 1.0-, 1.4-, 

and 2.0-mm. Methanol, 10-ms pulse-width, 50-ms period .................... 29 

19 Piston and combustion chamber for Ford Taurus 3.0-liter V-6 .................. 31 

-20 Computed in-cylinder evaporation for gasoline (n-heptane) and neat ethanol fuel 

spray with SMD=IO pm (Rosin-Rammler N = 1.5) in Ford Taurus 3.0-liter V-6 

cranking at 250 rpm, 2S°C air and engine ................................ 35 

21 Computed in-cylinder evaporation for gasoline (n-heptane) and neat ethanol fuel 

spray with SMD= 10 pm (Rosin-Rammler N = 1.5) in Ford Taurus 3.0-liter V-6 

cranking at 170 rpm, O°C air and engine ................................. 36 

22 Computed in-cylinder evaporation for gasoline (n-heptane) and neat ethanol fuel spray 

with SMD=10 pm (Rosin-Rammler N = 1.5) in Ford Taurus 3.0-liter V-6 cranking 

at 120 rpm, -2S°C air and engine ...................................... 37 

23 Computed in-cylinder gas temperature with gasoline (n-heptane) and neat ethanol fuel 

spray with SMD=10 p (Rosin-Rammler N = 1.5) for Ford Taurus 3.0-liter V-6 

cranking at SO rpm, 25OC air and engine ................................. 38 

24 Computed in-cylinder gas temperature with gasoline (n-heptane) and neat ethanol 

fuel spray with SMD=lO p (Rosin-Rammler N = 1.5) for Ford Taurus 3.0-liter V-6 

cranking at 170 rpm, O°C air and engine ................................. 39 

25 Computed in-cylinder hydrocarbons with n-heptam (simulating gasoline) and neat 

ethanol fuel spray with SMD=10 pm (Rosin-Rammler N = 1.5) for Ford Taurus 

3.0-liter V-6 cranking at 170 rpm, 0°C air and engine .......................... 41 

LIST OF FIGURES (Cont'd) 

Page 

Computed n-heptane vapor pressures for fuel spray with S-10 pi 

(Rosin-Rammler N = 1.5) for Ford Taurus 3.0-liter V-6 cranking at 

170 rpm, O°C air and engine ............................................. 42 

Computed neat ethanol vapor pressures for fuel spray with SMD=lO p 

(Rosin-Rammler N = 1.5) for Ford Taurus 3.0-liter V-6 cranking at 170 rpm, 

O°Cairandengine ..................................................... 43 

Enrichment effect on computed in-cylinder hydroarbon concentration for n-heptane 

(simulating gasoline) fuel spray with SMD-10 pm (Rosin-Rammler N = 1.5) for 

Ford Taurus 3.0 liter V-6 cranking at 170 rpm, 0°C air and engine .............. 44 

Enrichment effect on computed in-cylinder hydrocarbon concentration for neat ethanol 

fuel spray with SMD=10 pm (Rosin-Rammler N = 1.5) for Ford Taurus 3.0-liter V-6 

cranking at 170 rpm, 0°C air and engine ................................. 45 

Effect of increased compression ratio on computed in-cylinder evaporation for neat 

ethanol (compared to n-heptane) fuel spray with S-10 pn 

(Rosin-Rammler N = 1.5) for Ford Taurus 3.0-liter V-6 cranking at 170 rpm, 

O°Cairandengine ................................................46 

The PC-based controller for engine test cell .............................. 48 

Modifications to PC engine controller for multiple sparks ..................... 49 

The engine controller for in-vehicle work ................................ 50 

The TMS320C31 DSP-based engine controller ............................ 53 
LIST OF TABLES 

Page 

Specifications for E-80 and E-100 ..................................... 5 

Blending Components .............................................. 6 

Matrix for Test Fuel Blends ......................................... 6 

Elastomer Test Matrix for Volume Swell and Hardness ...................... 12 

3.OL FFV . Cylinder Modifications .................................... 30 

Specifications of Ford Taurus 3.0.liter Engine ............................. 32 

Fuel Properties for In-Cylinder Evaporation Calculations ..................... 33 

Comparison of Fuel Effects on Predicted Power and Efficiency ................. 47 

Parts List for Engine Test Cell PC-Based Custom ECU ...................... 49 

Parts List for In-Vehicle PC-Based Custom ECU ........................... 51 . 

FT'P Exhaust Emission for Two Current-Technology Vehicles ................... 54 

California 50. 000 Mile LEV Program Light-Duty Vehicle Emissions 

StandardsSummary ............................................... 55 

Average FTP Exhaust Emissions Reductions for M85-Fueled Vehicles 

Equipped with EHCs .............................................. 56 

FI'P Exhaust Emissions Reductions for Three Vehicles Equipped with EHCs ....... 56 
LIST OF ABBREVIATIONS 

AMA 

ASTM 

BMEP 

BTE 

CAD 

CAFE 

DOE 

DSP 

ECU 

EHC 

w 

m 

IMEP 

LEV 

MFLOP 

MPD 

NMOG 

NREL 

OEM 

RAF 

RVP 

SMD 

SWRI 

TDC 

TESS 

TLEV 

ULEV 

Gun 

Automobile Manufacturers Association 

American Society for Testing and Materials 

brake mean effective pressure 

brake thermal efficiency 

crank angle degree 

corporate average fuel economy 

U.S. Department of Energy 

digital signal processor 

engine control unit 

electrically heated catalyst 

flexible fuel vehicle 

U.S. federal test procedure (light-duty, for emissions testing) 

indicated mean effective pressure 

low emission vehicle 

millions of floating point operations per second 

multi-product dispenser 

non-methane organic gases 

U.S. National Renewable Energy Laboratories 

original equipment manufacturer 

reactivity factor 

Reid vapor pressure (at 100" F) 

Sauter mean diameter 

Southwest Research Institute 

topdead-center 

Trajectory and Evaporation of Spray Systems 

transitional low emission vehicle 

ultra-low emission vehicle 

micrometers 
Task 1 - Fuel Formulation and Preparation 

Fuel Selection Criteria 

The selection criteria for choosing an ethanol fuel blend are: 

Engine Performance 

Vehicle Emissions . 

Safety 

Material Compatibility (discussed in Task II) 

Fuel Stability (discussed in Task 11) 

A single erhanol fuel blend utilized in a dedicated vehicle will improve the fuefiehicle benefits over a 

flexible fueled vehicle designed to operate on any blend of methanol and gasoline since the engine and 

aftertreatment system can be optimized for a single fueL 

Engine Perfbrmance 

Neat ethanol has an octane number considerably higher than gasoline. The exact differential varies 

considerably, since the standard octane tests are not completely applicable to ethanol. Typical gasoline 

octane (R+M)/2 is 87-93 with ethanol blends being about 96- 1 13 (R+M)/2 (Sinor and Bailey ,1993). The 

blending octane values for ethanol vary depending on the concentration and octane of the hydrocarbon. 

However, it is accepted that erhanol and ethanol blends have excellent antiknock properties. This allows 

higher compression ratios which improve engine performance and efficiency. 

The Reid vapor pressure of neat ethanol is very low. 15-17 kPa (2.3-2.5 psi). An increase in the volatility 

is an absolute requirement when conventional fuel injection is employed which relies on vaporization in 

the intake port. Using fine-spray injectors might reduce the requirement for volatility improvers, but will 

require a higher volatility than neat ethanol. Ethanol, when blended with gasoline, has a non-linear effect 

on the vapor pressure of the blend. Therefore, the vapor pressure of ethanol blends is not directly 

proportional to the blend ratio. This makes prediction of vapor pressure somewhat difficult. Ethanol, 

which has a lower vapor pressure than methanol, 32 kPa (4.6 psi), will require the use of more volatile 

components than methanol to achieve the same overall vapor pressure. Keller et. al., (1978) studied the 

effect of hydrocarbon addition to methanol for reducing the cold-starcing temperature. The results are 

shown in Figure 1. As can be seen in Figure 1, to obtain cold-start at a given temperature, a higher 

concentration of hydrocarbons is required for ethanol as compared to methanol. The effect of fuel blends 

on low-temperatwe starting will be measured in Task In. 

Engine accelerations using a low volatility fbel present problems similar to those encountered in coldstarting. Again the low vapor pressure of neat ethanol when used in a conventional injection system 

requires significant amounts of extra fuel to be injected so that the portion of fbel that vaporizes is 

sufficient to avoid edeanment of fuel-air ratio during acceleration The use of volatility enhancers should 

reduce the transient fbel compensation requirements. The use of fine spray fuel injectors should minimize 

the requirements for volatility enhancers and transient fuel compensation Engine tests of transient 

compensation in Task III will include the effects of fuel blends. 
FIGURE 1. SIMULATED COLD-STARTING MINIMUM TEMPERATURES 

BASED ON LABORATORY MEASUREMENTS 

Vehicle Emissions 

A vehicle utilizing ethanol with volatility enhancers is expected have different exhaust and evaporative 

emissions than neat ethanol. The naturally low evaporative emissions of neat ethanol will be degraded 

by the use of volatility enhancers. Additionally, the exhaust emissions will change, depending on the 

material used to increase volatility, and will challenge the development of a catalyst to reduce tailpipe 

emissions. The volatility enhancers may reduce the emissions during transients by reducing the transient 

compensation. The evaporative emissions will be measured as described in Task N. 

The vapor space over ethanol will normally be in the flammable range at temperatures between 9' to 42OC 

(48O to 108OF). similar to the methanol flammable range 7' to 43OC (45' to llO°F). Anderson (1983) 

experimentally obtained results for several methanoVhydrocarbon blends which are reproduced in Hgure 2. 

Gasoline vapors in an automobile fuel tank are in excess of the rich flammabiity limit at temperatures 

above about -lO°C (14OF). The use of volatile hydrocarbons lowers significantly the temperature range 

at which methanol is flammable. A similar lowering of the temperature range at which ethanol is 

flammable is expected with the use of volatility enhancers. 

Fanick, et al. (1980) utilized the test apparatus shown in Figure 3 to measure the flammability limits of 

numerous methanol hydrochn mixtures. The use of volatility enhancers will lower the flammability 

temperature range of ethanol. The above equipment will be set up to measure the ethanol fuel blends 

flammability limits. In addition, the vapor pressure will be measured. 

It is anticipated that the luminosity of ethanol will not present any problem. Ethanol bums with a 

yellowish flame in contrast to methanol which bums with near invisible flames. The addition of volatility 

enhancers will improve the luminosity of ethanoL Extensive work was conducted by Fanick, et. al., 

(1980) utilizing the equipment shown in Figure 4 to study the effect various materials had on methanol 

flame luminosity. Ethanol was used as the reference material. If necessary, the measurement apparatus 

can be set up to test ethanol fuel blends. 

Based on the above considerations of engine performance, vehicle emissions, and safety issues, the fuel 

blends and blending agents have been selected and obtained for testing. 

FIGURE 4. LUMINOSITY MEASUREMENT APPARATUS 

Test Fuel Design 

As discussed above, the foxmulation of an ethanol fuel must accommodate various trade-offs, and work 

synergistically with engine and catalyst design. A high volatility additive is desirable for cold-starting and 

fuel tank safety, but not for low evaporative emissions or for simplicity of catalyst formulation A fuels 

test matrix has been designed to evaluate the uadeoffs using bench tests, engine tests, and finally vehicle 

tests. This matrix is discussed below. 
Bareline Fuel and Base Blend Stock 

The baseline fuel for the project will be a fuel containing 80 percent ethanol and 20 percent gasoline (E80). This fuel is typically referred to as E-85 if the 5 percent denaturant is considered part of the ethanol 

for concentration purposes. For this project, the fuel designation will indicate only the actual ethanol 

concentration. Midwest Grain products has provided 500 gallons of the E-80 he1 hm their Atchison, 

Kansas facility. Specifications of the E-80 are provided in Table 1. 

TABLE 1. SPECIFICATIONS FOR E-80 AND E-100 

Variations of the volatility will be considered to reflect seasonal requirements similar to summer/winter 

gasolines. Midwest Grain Products provided 165 gallons of ethanol that will be utilized as the base blend 

stock. The key fuel properties of these fuels are shown in Table 1. 

k 

Volatility Enhancers 

The materials in Table 2 will be used to blend with E-100 to determine the vapor pressure and 

flammability limits. Sufficient quantities of the components are available to make blend volumes for 

testing. Additional supplies are readily available. 

RVP kPa (psi) I 

Blend Matrix 

A test matrix was designed to determine the vapor pressure and flammability characteristics of the test 

additives and neat ethanol. This matrix is shown in Table 3. The blending levels were selected to cover 

a range of expected Reid vapor pressures around. a target of 51.8 Wa (7.5 psi) fueL The components 

range in vapor pressure from 89.7 kPa (13 psi) to 358.8 kPa (52 psi). With the exception of diethyl ether, 

the components are present in varying concentrations in gasoline used to denature ethanol. This range will 

allow us to predict other blends with more accuracy, and also indicate possible blending of multiple 

components with ethanol. 

RON 

MON 

(R+M>/2 

Distillation, C ( F) 

Unleaded 

Gasoline 

89.3 (12.96) 

E-80 

53.7 (7.79) 

j 

91.5 

83.5 

87.5 

22.7 (73) 

89.4 (193) 

208.8 (408) 

E-100 

17.1 (2.48) 

104.8 

99.3 

102.1 

42.8 (109) 

79.4 (175) 

178.9 (354) 

IBP 

50 

EP 

Unknown 

Unknown 

Unknown 

77.2' (171) 

77.2 (171) 

93.9 (201) 
TABLE 2. BLENDING COMPONENTS 

Midwest Grain 89 Wa, 875 (R+h4)f2 

Gasoline ('I 

(1) Gasoline used to produce the E-80 fuel blend. 

TABLE 3. MATRIX FOR TEST FUEL BLENDS 

Volume Percent 

n-butane 

n-pentane 

i-pentane 

C5C6 Isomerate 

Diethyl Ether 

Unleaded Gasoline 

Ethanol 

- 

- 

- 

- 

- 

- 

100 

Volume Percent 

15 

- 

- 

- 

- 

- 

85 

n-butane 

n-pentane 

i-pentane 

C5C6 Isomerate 

Diethyl Ether 

Unleaded Gasoline 

Ethanol 

- 

15 

- 

- 

- 

- 

85 

- 

5 

- 

- 

- 

- 

95 

5 

- 

- 

- 

- 

- 

95 

- 

- 

5 

- 

- 

- 

95 

- 

- 

15 

- 

- 

- 

85 

- 

- 

- 

- 

15 

- 

85 

- 

- 

- 

15 

- 

- 

85 

- 

- 

- 

5 

- 

- 

95 

- 

- 

- 

- 

- 

15 

85 

- 

- 

- 

- 

5 

- 

95 

- 

- 

- 

- 

- 

5 

95 
Physically, the blending of the volatile components with ethanol will be conducted in a cold box. The 

materials will be stored in the cold box prior to blending. Finished blends will also be stored in the cold 

box until tests are to be performed. This will maintain the quality of the material and integrity of the test 

results. 

Lubrication in Aicohol-Fueled Vehicles 

Zn€y linder Corrosion 

Several investigations (Owens. et al. 1980; Ryan, et 'al. 198 1; Naegeli and Owens, 1984) have shown that 

the operation of spark-ignition engines on methanol can cause unusually high levels of wear during 

conditions of warm-up and cold weather operation. Test results hm engines have shown that the 

increased wear ocm principally in the upper cylinder bore and ring areas Surface profiles and electron 

micrographs of the cylinder bore and ring surfaces show that comsion plays an important role in the 

mechanism. 

Laboratory-scale engine tests showed that the wear rate was strongly dependent on the temperature of the 

oil and coolant, increasing exponentially as the temperature was reduced. Figure 5 shows the effects of 

oil sump temperature and fuel composition on wear in a 2.3 liter four cylinder engine. The we.= rates 

with unleaded gasoline and anhydrous ethanol are essentially tbe same, indicating that the wear problem 

for ethanol is not nearly as acute as it is for methanol. However, when 11 percent water is added to 

ethanol, there is a significant increase in the wear rate as the engine temperature is lowered. Of course, 

even with the water present, the wear rate for ethanol is not nearly as high as that for anhydrous methanol. 

Figure 5 shows that the addition of 11 percent water to methanol causes close to a three-fold increase in 

the wear rate. These results show that the wear problem with ethanol is of negligible proportion compared 

to that of methanol. 

The temperature dependence and the effect of water on the wear rate is explained by the theory that a 

liquid fuel layer forms on the cylinder wall when alcohol fuels are inducted into a cold engine. Compared 

to gasoline, methanol and ethanol have relatively high heats ofvaporization and also higher heyair ratios 

for stoichiornetric combustion, so when the engine is cold, very little of the fuel evaporates in the cylinder 

during the intake and compression strokes. For methanol the evaporative cooling is about twice as high 

as it is for ethanol, so at any one temperature, more liquid methanol is expected to accumulate on the 

cylinder wall. The theory of a liquid layer on the cylinder wall was supported by a simple model for the 

evaporation of fuel off a surface. Calculations with the model showed that the temperature dependence 

of the wear rate was similar to that of the evaporation rate. 

In another study, Naegeli (1989), found that corrosive combustion residues were formed when shallow 

pools of alcohol fuels were burned in an apparatus designed to simulate the surface of a water-cooled 

cylinder wall. The combustion residues left on the surface consisted of water, alcohol, formaldehyde, 

acetaldehyde, formic acid, acetic acid and methylene hydroxyperoxide. The amount of residue formed 

increased in volume as the surface temperature was lowered. As the coolant temperature was increased, 

there was a threshold temperature above which no combustion residue would fonn. The threshold 

temperature for methanol was about 10°C higher than that for ethanol, indicating that combustion residues 

are much more likely to form with methanol than with ethanol. 

The corrosive components of the midues were formic acid, acetic add and methylene hydroxypemxide. 

The methylene hydroxyperoxide was assumed to be fonned in the liquid phase by the reaction of 

formaldehyde with hydrogen peroxide. Acetic acid was produced in relatively low concentrations. It was 

only found in the combustion residues formed by ethanol and isopmpanol. Formic acid was the main 
--- 100% LtNANOL AND PHILLIPS J UNLEADED GASOLINL 

;) EWANOL + 11% DEIONIZED WATER 

a 1WW MLTnANOL ottst BAN01 

G MmtrmoL + 11% Dtlorlzro WATER 

FIGURE 5. EFFECT OF OIL SUMP TEMPERATURE ON 

ENGINE IRON WEAR WITH VARIOUS FUELS 

cause of comsion in both methanol and ethanol residues. However, laboratory experiments showed that 

methylene hydroxyperoxide greatly enhanced the rate of dissolution of iron metal by formic acid in 

aqueous solution. Based on initial rates of iron dissolution, the presence of methylene hydmxypemxide 

increased the rate of corrosion by fonnic acid by an order of magnitude. Methanol residues contained 

about four times as much formic acid as those formed from ethanol, but the methylene hydmxypemxide 

concentrations were about the same for both alcohols. Naegeli (1989) concluded that the corrosiveness 

of the methanol residue was about four times as great as that of ethanol residue. 

In general, the engine tests showed that cylinder bore and ring wear in engines operating on anhydrous 

ethanol were comparable with that of engines operating on unleaded gasoline. In other words, the wear 

problems with ethanol are not expected to be any worse than those with unleaded gasoline if ethanol can 

be maintained in an anhydrous state. However, keeping ethanol dry is not a simple task Ethanol 

combines with about 5 percent water to form an azeompic mixhue that cannot be separated through 

distillation. Removal of the water during production and preventing subsequent water adsorption during 

handling could add a significant cost to the fuel. It is clear that the presence of water will exacerbate the 

wear problem with ethanol, but it is not known with certainty that a water concentration of 5 percent is 

significant. In the present study the fuel is essentially anhydrous, so cylinder bore and ring wear are not 

expected to be a problem. 

Several lubricant formulations have been developed to combat the wear problems with methanol. These 

lubricants are usually formulated with characteristics such as high base number and high surface adhesion 
Because alcohol fuels accumulate on the cylinder wall when the engine temperature is low, then is a 

tendency to displace or wash the lubricant off the wall. In engines operating on methanol and ethanol, 

it is important that the lubricant adheres to the cylinder wall and maintains a protective film to pnvent 

contact with comsive combustion residues. 

Oil Selection 

During this project, lubricants recommended for use in methan01-heled vehicles will be used during all 

testing and operation. Oil from Petmlube has been selected for this project During the demonstration 

phase of the project, the wear metals in the oil will be analyzed to estimate the rate of engine wear. 
Task 2 - Material Compatibility with Ethanol Blends 

Compatibility of fuel system materials with ethanol blends can be divided into two areas. First, the 

vehicle fuel system and its associated elastomers, plastics, and metals was considered The second area 

includes all non-vehicle components, tanks, hoses, and fuel pumps. These areas are discussed below. 

Vehicle Fuel System 

The vehicle fuel system has been reviewed and potential material compatibility problems have been 

identified. The system can be broken down into several sub-systems or components: fuel tank filler cap, 

fuel tank filler pipe, three fuel filters, fuel lines, fuel pump, fuel vapor valve, fuel pressure regulator, fuel 

injectors, and a flexible fuel sensor. All of these items are methanol compatible and a~ anticipated to be 

compatible with ethanoL Potential additives for the ethanol fuels may pose compatibility problems. These 

items and associated material are discussed below. 

Fuel Tank Filler Cap 

Plastic component with an elastomeric seal to maintain fuel tank pressure and contml evaporative 

emissions. 

Fuel Tank Filler Tube 

Metal construction that is coated internally to prevent cornsion. SwFU will verify that the ethanol fuel 

and fuel additive will not adversely affect this coating. 

Fuel Filters 

There are three fuel filters in the system. There is an in-lie Nter down stream of the fuel pump, mounted 

to the underbody. There is an in-tank fuel filter made of nylon Fuel is also filtered at the injector using 

a metal screen The materials in these filters will be determined. 

Fuel Lines 

The fuel lines on the flexible fuel vehicle are composed of nylon/stainless steel combition with steel 

push-connect fittings. These fittings use special methanol compatible o-rings. One o-ring is made of 

GFLT Viton and the second o-ring is made of fluorosilicone. Ethanol compatibility will be verified. 

Fuel Tank 

The fuel tank is composed of high density polyethylene with a fluorinated interior surface. The fluorinated 

surface is resistant to methanol and ethanol This fuel tank material is likely to be more permeable to fuel 

vapor than a metal tank or a multilayer coated-metal tank. Permeability is a major issue with regard to 

the enhanced evaporative emission standards enacted recently by CARB and EPA. The fuel tank is 

connected to the fuel system using nivile hoses. These hoses, while compatible with ethanol, mal also 

be a source of evaporative emissions. While the enhanced evaporative test procedures are not part of the 

present scope of work, the fuel tank and hoses will be selected to minimize evaporative emissions. 
Fuel Pump 

The fuel pump for the flexible fuel vehicle is rated at 145 Vhr (38 galhr) at 39 psi. It has a nylon filter 

on the pickup in the fuel tank and a check valve of undetermined composition at the outlef me check 

valve maintains fbel line p~ssure for a period of time following engine shutdown to assist in rapid engine 

starting. The fuel pump type and material need to be determined. The pump is mounted to the fuel tank 

and this connection is sealed with a gasket material. The elastomers in the pump and gasket material will 

be tested for ethanol fuel compatibility. 

Fuel Sending Unit 

The fuel sending unit is expected to be compatible with ethanol fuels. Further infoxmation will be 

gathered to verify compatibility. 

Fuel Vapor Valve 

The fuel vapor valve is expected to be compatible with ethanol fuels. Further information win be gathered 

to verify compatibility. 

Fuel Pressure Regulator 

The pressure regulator is a spring-loaded diaphragm-type regulator. The diaphragm material is a nitrile 

coated nylon Ethanol fuel compatibility will be verified. The inlet of the regulator connects ta the fuel 

supply line with a o-ring connection These o-rings will be examined for ethanol fuel compatibility. 

Fuel Injectors 

There are multiple o-rings used in the fuel injector body and in the connection of the fuel lines to the 

injectors. These o-rings are primarily GFLT viton. The majority of fuel wetted components appear to be 

stainless steel and should pose no compatibility problem with ethanol fuels. 

Information from the literature and component suppliers will be used along with several tests that will be 

conducted on the materials identified above to verify material compatibility. For o-rings, standard 

elastomeric test, volume swell and hardness, will be conducted. Samples of the o-rings will be obtained 

and subjected to aging in fuel samples. The material compatibility test will use methanol as the nfextnce 

fuel and ethanol and ethanol blends as the test fuels. A typical test matrix is presented in Table 4. The 

elastomers will be aged in several fuel blends at elevated temperatuxe for various periods of time. 

Following the aging, volume swell and the change in hardness will be determined using ASTM (American 

Society for Testing and Materials) procedures. 

For elastomers that are present in the system, but not in o-ring form. (i.e. diaphragms and the elastomeric 

seal on the filler tube cap). there are several options that will be pursued. The initial step will be to obtain 

samples of the elastomers in the form of o-rings and include them in the test outlined above. The second 

step is just the monitoring of the performance of the various parts during engine and vehicle testing* If 

a problem is identified by the static elastomer tests, it is likely to show up during engine testing. Further 

evaluation could be performed using a functional ten For example, the fuel pump and regulator system 

could be set up in a flow bench and operated for an extended period of time on the various fuel blends. 

At this point SwRI does not believe this to be necessary. 
TABLE 4. ELASTOMER TEST MATRIX FOR VOLUME SWELL AND HARDNESS 

Ethanol Fuel Distribution, Storage, and Dispensing 

r 

Aging Temperature 

Test Fuels 

Aging Period 

Materials 

At the kickoff meeting for this project between the NREL project officer and SwRI staff, it was decided 

that this part of the fuel infrastructure system would be excluded from the experimental part of the effort. 

However, it was recognized as being an important part of the successful use of ethanol, and warrants 

discussion of the various parts of the system with which ethanol must interface. 

43°C (l1O0F) 

Methanol, Ethanol, Ethanol Blends 

14,60.180 days 

Fuel system elastomers in the fm of 0-rings 

To most consumers, the storage, transportation, and distribution system for fuels is largely transparent. 

This contrasts with exploration and production which has drilling rigs and publicity about shortages and 

new discoveries, and fuel processing with the very visible refineries. Our exposure to the distribution 

infrastructure is from the seemingly endless number of gasoline refueling stations. However, what we see 

as the "gas station" is the final component of a highly developed system that gets the product from the 

point of production to the marketplace. Therefore, if ethanol is to live up to its promise as an alternative 

fuel that can easily fit into the present liquid fuel system, each component of the system needs to be 

examined to determine potential weaknesses in its interaction with ethanol. 

The following is a brief description of links in the finished fuel transportation and distribution chain to 

provide a perspective for the point at which a dedicated ethanol system can be blended into the existing 

system. At this point, the discussion will not be made in depth - this is only intended to provide a general 

overview. 

Refinery Storage 

Finished product is stored in large tanks usually having a steeVproduct interface and enclosed to prevent 

weathering. Venting can allow breathing to occur, although tank farms are being upgraded for vapor 

control and recovery. The product must be compatible with the associated piping and pumping equipment 

and tanks are not necessarily dedicated to a specific product. Insertion of ethanol into the system would 

probably not occur at this point unless final blending with a hydrocarbon component could most 

economically be achieved here. Personnel are trained for the specific job, safety, and quality. 

From the refinery, fuel is transported to a bulk terminal near the final point of use. Several transportation 

systems may be employed including pipeline, ship, barge, train tank car, and tanker truck. These systems 

are composed of a range of materials is encountered and compartment space is not dedicated to specific 

product. Personnel may range in capability and concern, but are generally trained for specific job 

requirements, safety, and quality. 
Bulk Tenninul 

At the bulk terminal, the fuel is again stored in large, steel tanks. Because most bulk terminals in the 

vicinity of large populated areas, tanks are configured with systems for vapor conm1. Dedicated product 

tanks are often used, although this may change depending on the season and product demand. Systems 

are automated to reduce ponnel requirements so that products must be compatible with various senson. 

Final blending with additives is usually accomplished at this point, and is also automated. Personnel range 

in skills and training. From this point, fbel may be transported to the bulk storage plant of an independent 

distributor or marketer. or. if in a large urban area, directly to the se~ce station 

The distxibutor system handles well over 50 percent of all the fbel sold in the United States. 

Transportation to the distributor bulk plant is usually by tank truck. although large distributors may be 

serviced by any of the other transportation systems as well. Final blending of additives into a fuel for 

specific customer needs (particularly true with diesel fuels) is accomplished at this pow Employee skill 

level and joblproduct howledge are large variables. Tmsportation from the distributor to the sewice 

station is usually by transport truck (also from terminal to service siation) although deliveries in rural areas 

may be made with smaller tank vehicles (bobtails). Dedicated product comparfments are not used due to 

cost of delivery and flexibility required. 

Serrice Station 

Although "service" is no longer available at the majority of the refueling points, this terminology continues 

to be used. Equipment found at the point of sale can range dramatically from sophisticated vapor recovery 

at the storage tank and dispensing point, utilizing storage tank materials and lines of fiberglass, to 

atmospheric vented drops into steel tanks C~~ected to the dispensers with steel lines. In some of the 

older (1970's) installations, copper lines were used along with suction pumps for the dispenser. 

Dispense= range from single hose suction pumps to multi-product dispensers (MPD's) fed by fuel pumps 

in the underground tanks. Dispenser hoses are variations of rubber with a continuous wile for grounding 

and the nozzle is largely aluminum. In these systems, examples of most engineering materials, in some 

form, can be found. Tadc&roduct housekeeping varies widely from station to station as do contamination 

risks. Personnel that interface with these systems are the least well trained of any in the system since they 

include not only the employees of the station (often entry level positions). but also the consumer. 

Therefore, education requilements for special handling of a fuel should be kept to a minimum at this point. 

In summary, the distribution system is not "high technology", but a fuel within its bounds can experience 

a wide variety of materials, co-mingling and contamination opportunities, and human experience. Before 

inserting ethanol into this system, its point of entry and potential interfaces need to be more fully explored. 
Task 3 - Engine System Design 

Changes in engine design relative to current technology for spark-ignition, flexible-fuel vehicles (FFV) 

are anticipated in three principal areas. First, fine-spray port fuel injectors will be used to increase the 

transport efficiency between the port fuel injectors and the engine cylinder. These injectors will be 

designed to "directly" inject fuel through the port, past the intake valve, and into the cylinder. This should 

reduce low-temperature cold-starting problems and emissions of cold engines associated with conventional 

engine designs that require fuel vaporization in the intake manifold and port. Second, to take advantage 

of the very high octane number of E8O (ethanol, 80 percent, gasoline, 20 percent), the compression ratio 

will be increased. The increased compression ratio will help slightly in increasing fuel evaporation incylinder, and significantly in the cycle efficiency. Third, a new engine controller will be required. These 

three changes are described in the following sections. 

Fine-Spray Fuel Injectors 

A significant limitation in the use of alcohol fuels is the low-temperature, cold-start problem. 

Conventional spark-ignition engines are based on vaporization of the fuel off the back surface of the intake 

valve (the tulip), and the hot port walls in the cylinder head prior to the intake stroke. However, at startup the surfaces are cold, and only the light ends of the fuel vaporize. The vapor pressure of neat (pure) 

ethanol is very low compared with the light ends of gasoline, and Figure 6 shows that the vapor pressure 

of neat ethanol limits cold-starring to about 18°C or above to achieve a flammable mixture based on 

vaporization in the intake manifold. 

Because of the limitation in vapor pressure of ethanol, gasoline or other light ends are added to increase 

the vapor pressure of the fuel to aid cold-starting. For ethanol, about 20 percent gasoline is typically 

added, and the mixture is termed E-85, something of a misnomer. Ethanol is denatured with 5 percent 

gasoline, and then 15 percent gasoline is added to the denatured ethanol. However, as discussed in the 

Task 1 section, the addition of gasoline to ethanol does not reduce the minimum temperature for coldstarting for ethanol mixtures nearly as effectively as for methanol mixtures. It may be necessary to use 

pentanes or butanes or some other components more volatile than gasoline. However, this increases 

problems with evaporative emissions and potential vapor lock in lines. Thus, an alternative approach will 

be evaluated in this project. 

The alternative approach to providing enhanced low-temperature, cold-starting is to avoid the requirement 

for fuel vaporization in the intake manifold, and instead inject the fuel as a liquid spray into the cylinder. 

The most straightforward way to accomplish this is with direct in-cylinder injection However, most 

current production gasoline engines do not use direct in-cylinder injection, and cannot be easily converted 

into such a design. Rather, current engines use port fuel injection, or in some cases, throttle body 

injection. Therefore, the approach that will be used in this project is to produce sequentially timed, port 

fuel injectors that produce very fine drop sizes so that the fuel spray will follow the air stxeam into the 

engine cylinder without fuel deposition on the intake port and intake valve. 

TO estimate the drop sizes required to follow the air stream past the intake valve without depositing out 

on the valve, calculations were made with the SwRI fuel spray model TESS arajectory and Evaporation 

of Spray %stems). The flow problem is illustrated in Figure 7a, which shows that the air stream must 

turn roughly 45" in flowing past the intake valve into the engine. This geometry was simplified to that 

shown in Figure 7b for the TESS calculations. Predicted kjectories for a fine-spray air-assist injector 

spraying methanol fuel with an SMD of about 4.5 micrometers are shown in Figure 8. These results show 

that drops smaller than about 20 micrometers have a high probability of evaporating or following the 

airstream into the cylinder, while larger drops will have a higher probability of colliding with the intake 


hmp SIP BIst. B-R #u tur) R-R W SUD tam) M.5 tun) COTr.COBf. 

hmbr Flw W. 14.6 1 .!is 5.8 11 .S . 998 

IWwkrlbm. 14.7 1 .S4 5.8 11 .6 .998 

WLaI Alr U.1rlty - l8.WO M. 111.1 - . nlr Imp -29.0 C 

S-tab Y.t-)ulb 1- - -33.6 C 

cqlmto. h*.. lturn Cfmtu) to mlt screen. *or 

FIGURE 8. COMPUTED DROP TRAJECTOIUES.FOR'FlNESPRAY INJECTOR FLOW PAST INTAKE VALVE (6.5-mm by 20-mm 

SECTION), FOR DROP SIZES OF 2 MICROMETERS (AT TOP), 5 MICROMETERS, 10 MICROMETERS, 15 MICROMETERS AND 

30 MICROMETERS (AT BOTTOM), REPRESENTING SMALLEST 20% BY VOLUME SEGMENT OF SPRAY TO LARGEST 20%, 

FOR METHANOL SPRAY WITH INITIAL SPRAY CHARACTERISTICS AT INJECTOR TIP OF SMD = 4.5 MICROMETERS AND 

ROSIN-RAMMLER N PARAMETER OF 1.38, DROP VELOCITY AT INTAKE VALVE OF 13 d~, AND AIR VELOCITY (DUE TO 

INJECTOR AIR JET) OF 10 4s AT INTAKE VALVE. 
valve (or port walls before reaching the valve). Therefore, a goal in fine-spray port fuel injectors is to 

produce sprays with a significant fraction of the liquid in drops of less than 20 micrometers diameter. 

Even if fine spray injectors are developed that allow the fuel spray to follow the air stream into the 

cylinder, then the fuel drops must be evaporated during the compression stroke, or the spark must be of 

suff~cient energy to both vaporize the liquid drops and heat up the fuel-air mixtwe to combustion 

temperatures. Calculated in-cylinder evaporation rates are provided below in the section "Estimated InCylinder Evaporation." These calculations show that complete evaporation of fine fuel sprays of ethanol 

is difficult at cranking conditions. 

Under a previous contract for National Renewable Energy Laboratory and the U.S. Department of Energy 

(NREWDOE), Southwest Research Institute (SwRI) developed fuel-air mixing caps to place on 

conventional pintle injectors to convert them into prototype air-assist injectors. These air-assist injectors 

reduce average particle sizes by roughly an order of magnitude from the standard pintle injectors, but still 

allow standard pulse width modulation of the fuel flow. However, since the air flow through the injectors 

is significant relative to total engine air flows, the engine controller must be modified to account for that 

air flow when operating in open loop mode (that is, when the fuel-air ratio is not set from the oxygen 

sensor in the exhaust). 

The design of the fuel-air mixing cap is shown in Figure 9. Injector caps with thee different exit hole 

diameters, 1.0 mm, 1.4 mm, and 2.0 mm, wee constructed. The fuel-air mixing cap fitted onto a pintle 

injector is shown in Figure 10. The atomization performance of all three mixing caps has been determined 

over a range of atomizing air flows. To simulate spray performance into an intake manifold that varies 

in air pressure from 1 am. absolute pressure to about 0.2 am. absolute, the atomization performance was 

measured while spraying into a chamber at absolute pressures of 1.0 atm., 0.75 am., and 0.5 am. using 

the facility as shown in Figure 1 1. 

The subatmospheric-pressure atomization facility utilizes an air-ejector to provide relatively low absolute 

air pressures with a significant amount of air flow through the spray chamber to remove the spray before 

impacting with the windows of the system. The air flow enters the low-pressure chamber through a valve, 

and the air turbulence level is then reduced to low levels by passing through a honeycomb flow 

straightening section with 3-mm (118 in.) cell sizes, and then passes through the measurement section and 

through another valve before entering the air-ejector. The two valves allow independent variation of the 

chamber pressure and the air velocity. 

The atomization results in terms of average drop size were correlated with both differential air pressure 

and atomizing air mass flow rate. The average drop size was represented by the Sauter mean diameter 

(SMD or Q2) defined as: 

niD3 

SMD = D,, = 

niD 

where ni is the number of drop of size Di. This is a common representation of average size for drops in 

combustion applications. The atomizing air pressure differential was the atomizing air pressure minus the 

chamber air pressure, each expressed in absolute pressure. The atomizing air mass flow was the air flow 

rate through the air-assist injector. 

For the 1.0-mm diameter exit hole, the atomization performance as a function of atomizing air pressure 

differential is shown in Figure 12 for a 4-ms pulse width, and in Fip 13 for a 10-ms pulse width. 





A 4-ms pulse width represents an idle pulse width, and a 10-ms pulse width represents a higher power 

condition. The same data expressed as a function of atomizing air mass flow rate is shown in Figures 14 

and 15. These results show that in spite of the change in air density in the spray chamber (representing 

the air density in the intake manifold), the spray characteristics are mostly a function of air pressure 

differential and are almost independent of chamber air density. For a given air mass flow rate, the average 

drop size decreases with decreasing chamber pressure since the air pressure differential is greater for a 

given mass flow as the chamber pressure decreases. 

Similar data to that reported above for the 1.0-mm exit hole diameter air-assist injector were taken for the 

injectors with exit hole diameters of 1.4 and 2.0 rnm. Trends were similar to that for the 1.0-mm injector. 

The atomization performance as a function of atomizing air pmsure of the three different hole sizes is 

compared in Figure 16, where all pulse widths were set to 10 ms, and the chamber pressure was 

atmospheric. For a given differential pressure, the atomization gets better as the hole size increases, but 

the 1.4-mm and 2.0-mm holes give fairly similar results. Similar results obtained at 314 atmospheres 

(75.8 Pa) absolute chamber pressure, as shown in Figure 17. Of course, the atomizing air mass flow 

increases dramatically for a given pressure differential, and the higher volumes of high-pressure air 

adversely affect engine efficiency. The increased air mass flow rate to achieve a given drop size is shown 

in Figure 18 that compares the three injectors for a pulse width of 10 ms and a chamber pressure of one 

atmosphere (101 Pa). 

The above data shows that the 1.4-mm hole size meets the requirements of providing significant spray less 

than 20 micrometers so that a simcant portion of the spray may be injected into the cylinder as a spray 

without requiring vaporization in the port. The 1.4-mm injector cap provides smaller drops than the 1.0- 

mm injector cap at an equivalent air pressure, and the 1.4-mm injector cap requires much less air flow 

than the 2.0-mm injector cap. 

Compression Ratio Increase 

The high octane number and latent heat of evaporation for ethanol permits a higher knock-free 

compression ratio than that of gasoline. Compression ratios listed in the literature for dedicated alcohol 

(ethanol and methanol) engines in automotive applications range from standard gasoline to 13:l with an 

average of 1 1.01: 1. In determining the compression ratio for a ULEV engine, the potential increase in 

NO, -and hydrocarbon emissions are more of a limiting factor than detonation 

Inmasing the compression ratio can be achieved by reducing the cylinder volume at TDC by installing 

only a domed piston, reducing the combustion chamber volume by machining the cylinder block and head, 

or a combination of both. The installation of a domed piston is a simple and cost effective means of 

increasing the compnssion ratio, but is undesirable as the dome will cause a disruption in the flame 

propagation and increase the surface-to-area ratio of the combustion volume. A domed piston 

configuration, compared to a flat face piston, will increase the hydrocarbon-rich quench layer on the piston 

face and quench volume between the cylinder wall, piston crown, and first compression ring. 

J.B. Heywood (1972) in a study of hydrocarbon mass flowrate states that 50 percent of the hydmxbons 

in the exhaust escape near the end of the exhaust process due to the exit of a hydrocarbon-rich vortex, and 

40 percent escape early in the exhaust process due to the exit of a head quench layer. Changes in the 

combustion chamber shape and volume may affect the head quench layer. 

The original 3.0-liter piston has a flat face and will not inhibit the flame kernel convection which is 

dominated by the tumble charge motion induced by the squish area of the combustion chamber (Hinze 

and Cheng, 1993). The velocity of the tumble charge will be increased with a reduced piston to the 





cylinder head clearance. Removing the volume between the piston face and cylinder block deck also 

reduces the quench volume and surface to area ratio. The piston face quench layer and surface area is less 

on a flat face piston compared to a domed piston design. 

Reducing the volume of the cylinder head combustion chamber can be achieved by milling the gasket 

surface of the head. The thickness to be removed for a specific volume reduction is governed by the 

geometry of the combustion chamber. A reduced combustion chamber volume will have less of a 

hydrocarbon-rich head layer. 

Figure 19 shows the dimensions of the Ford 3.0-liter reciprocating components and combustion chamber. 

Table 5 shows the calculations based on these dimensions for increased compression ratios. The piston 

face-to-block deck clearance is 0.493 mm (0.0194 inch) which can be reduced by milling the block 

surface, achieving a zero deck height and removing 3.07 cc (0.187 ci) from the clearance volume. The 

original cylinder head combustion chamber volume was measured to be 49.6 cc (3.03 ci) and Table 5 

gives compression ratios corresponding to volume removed from the chamber. Calculations were 

performed for reducing the clearance volume by machining the cylinder head and block gasket surfaces 

the maximum safe amount. Valve-to-cylinder block interference will occur if the head is machined too 

great an extent and potential cylinder head failure will exist. The calculations are approximate as the 

volume of reliefs cut into the cylinder bore to eliminate shrouding the valves were not accounted for. 

TABLE 5. FORD 3.0-LITER FFV - CYLINDER MODIFICATIONS 

A maximum compression ratio of approximately 10.4:l can be achieved by the machining procedures 

alone. The target comp~ssion ratio of 11:l can be achieved by the addition of pistons with a small dome 

volume of 4.0 cc (0.244 ci). The combination of cylinder head and block machining and pistons with a 

very small dome will achieve the desired compression ratio for increased engine efficiency while 

minimizing the quench volume. 

Original Dimensions Modified Dimensions 

Combustion Chamber Volume 

Head Gasket Volume 

Piston-to-Deck Volume 

Ring Crevice Volume 

Valve Relief Volume 

Piston Dome Volume 

Clearance Volume 

Swept Volume 

Compression Ratio 

Mi Head 0.71 mm (0.028 

in) 

Mill Block 0.49 mrn (0.019 

in) 

1 .Ol mm (0.040 in) height 

48.56 cc 

7.69 cc 

3.07 cc 

0.58 cc 

0.34 cc 

0 cc 

60.24 cc 

498.13 cc 

9.27:l 

45.06 cc 

7.69 cc 

0 cc 

0.58 cc 

0.34 cc 

-4.0 cc 

47.42 cc 

498.13 cc 

11.03:l 

Estimated In-Cylinder Evaporation 

The evaporation of the fine-spray ethanol fuels in-cylinder. including the effect of compression ratio 

increases, has been analyzed using the TESS code interfaced with a reciprocating engine cycle simulation 

computer code. The standard TESS code is a dilute spray model that assumes that the liquid phase is 

affected by the gas phase, but that the gas phase is not affected the liquid phase. For example, it is 

assumed that the air density results in drag on the drops and changes their momentum, but the drops do 

not change the momentum of air. However, when interfaced with the cycle simulation, some dense spray 

effects are included. The heat required to vaporize the liquid fuel drops is taken (computationally) from 

the air, reducing the in-cylinder air temperature. Likewise, the build-up of fuel vapor in-cylinder reduces 

the evaporation rate. The specific heat of the gases is adjusted to account for the fuel vapor, affecting 

compression temperatures. 

The engine chosen for these simulations was the Ford 3.0-liter engine (9.3 compression ratio) used in the 

flexible fuel vehicle (FFV), since that is the vehicle to be modified as a dedicated ethanol-blend fueled 

ULEV in the conduct of this project. Some of the engine specifications are given in Table 6. Calculations 

were performed for two fuels, neat ethanol and n-heptane, which was used as a single-component 

approximation to gasoline. Evaporation of multicomponent fuels cannot be accurately predicted from 

calculations of single-component approximations, but approximate trends may be illustrated. Some of the 

fuel specifications are given in Table 7. Note that the mass of ethanol that must be injected per unit mass 

of fuel is about 1.63 times that of gasoline, and since the lower heating value for a stoichiometric mixture 

of ethanol and air is about 5 percent lower than gasoline-air, then an equivalent power requires about 1.71 

times as much ethanol as gasoline. 

TABLE 6. SPECIFICATIONS OF FORD TAURUS 3.0-LITER ENGINE 

Bore 

Stroke 

Rod Length 

Compression Ratio 

Cylinders 

Cycles 

Swirl No. 

Intake Valve Opening 

89 mrn 

80 mrn 

140 mm 

9.3 

6 

4 

0.3 

698.5 

Intake Valve Closing 

Exhaust Valve Closing 
TABLE 7. FUEL PROPERTIES FOR IIV-CYLINDER EVAPORATION CALCULATIONS 

In-cylinder evaporation calculations were made for cold-stan conditions of air and engine coolant 

temperatures of -25°C (-13'F). O°C (32OF), and 2S°C (77OF). Some parametric studies were performed 

for the O°C condition Cranking speeds were assumed to be 120 rpm at -2S0C, 170 rpm at O°C, and 250 

rpm at 2S°C. The computations were for these cranking conditions, and assumed intake and exhaust 

pressures of 100 kPa,SOIUte (14.6 psia). Cranking is of particqlar interest for ULEV vehicles because a 

few misfires or lack of complete burns during cranking produces enough unburned fuel that the vehicle 

will not pass ULEV emissions standards. All calculations assumed that the fuel enters the cylinder at 90 

crank angle deps (CAD) from TDC on the intake stroke, or when the piston is half way down on the 

intake stroke. firing is 360°CA.) The spray was assumed to enter the cylinder as a fine liquid spray 

with an SMD of 10 pn and a Rosin-Rammler distribution width parameter of 1.5, with no vaporization. 

For these fine sprays, the fuel quickly began evaporation and reached equilibrium with the surroundings 

during the intake stroke, cooling the air and saturating it with fuel vapor, stopping Mer evaporation, 

especially for the ethanol fuels. Therefore, including the vaporization in the port did not change the incylinder results. 

Figures 20 through 22 show the evaporated fuel fraction during cranking for n-heptane, representing the 

mid-point of gasoline and neat ethanol for air and engine temperatures of 2S°C (77OF). O°C (32'F). and 

-25°C (-13OF), respectively. Note that for the mid-point of gasoline simulated by n-heptane, evaporation 

is complete or close to completion before TDC, while in no case is ethanol completely evaporated by 

TDC. Since the amount of fuel injected was for a stoichiometric mixture in the cylinder, the n-heptane 

vaporizes in the cylinder to a flammable vapor-air mixme for all cases. Since the lean limit for 

combustion is about 60 percent of stoichiometric, the ethanol vaporizes in the cylinder to above the lean 

limit for these conditions, but once the engine begins firing and the speed increases, there is probably not 

sufficient time for vaporization above the flammability limit. 

Fuel 

n-Heptane 

California Phase 11 Gasoline 

Ethanol 

Thus, under cold-start conditions for the neat ethanol fuel, vaporization of a flammable vapor-air mixture 

prior to ignition is difficult or impossible. even if the spray can be injected directly into the cylinder. 

Contrast this with the fact that Siewert and Groff (1987) demonstrated successful starts with neat methanol 

(M100) at -29°C (-20°F) using a direct-injected engine. The cornp~ssion ratio of that engine was 13:l 

rather than the 9.3:1 for this 3-liter engine, but the calculations of compression heating for mat engine 

again show that a combustible vaporized mixture cannot be generated in the short time available for a 

direct-injected fuel spray. 'Therefore, it was postulated by Jorgensen (1988) that combustion occumd 

when the spark energy was used to both vaporize the liquid fuel drops and then heat the fuel-air mixture 

up to combustion temperatures. This is the same mechanism used to start gas Wine engines that use 

very non-volatile fuels at low temperatures. This is feasible if the fuel spray can be maintained in the air 

Latent Heat of 

Vaporization 

(kJ/kg) 

317.8 

350. 

962.6 

Boiling Point 

( c) 

98.4 . 

96. 

78.3 

Molecular 

Weight 

9 

AirlFuel, 

Stoichiornet 

ric @V 

air) 

. 

1 00.2 

46.1 

15.21 

=14.6 

9.01 
rather than being deposited on the walls of the combustion chamber. It is more difficult to keep the portinjected spray off the walls than the direct-injected spray because the port-injected spray must stay 

suspended through both the intake and compression strokes, while the direct-injected spray must stay 

suspended for only 10 or 20 CAD. 

The ethanol fuel evaporates more slowly than gasoline (n-heptane in this simulation) because of its high 

heat of vaporization, as shown in Table 7. The boiling point of the ethanol is actually lower than the nheptane, as shown in Table 7. The fuel evaporation cools the air rapidly for these fine spray injectors, 

as shown in Figure 23 for the 25OC condition and in Figure 24 for the O°C condition Ethanol cools the 

air much more than n-heptane. 

The model can also be used to evaluate hydrocarbon levels expected in-cylinder, and these values could 

be compared with measurements by a fast-response hydrocarbon analyzer. Figure 25 shows pdicted 

hydrocarbon levels for the O°C case expressed as parts per million carbon (ppmC). Stoichiometric 

mixtures are about 127,000 ppmC, and lean limits are about 60 percent of that value. There are some 

interesting differences in the controlling mechanisms for the evaporation rates for these fine sprays for the 

different fuels. For the n-heptane, even these fine sprays are limited in evaporation rate by the mass 

transfer rate of the fuel from the drop surface. This is illustrated in Figure 26 that shows the saturation 

fuel partial pressure at the drop surface compared with the free-stream fuel partial pressure for the O°C 

cranking condition. The difference between these values is the driving force for evaporation at every 

crank angle. As soon as the fuel is injected at 90 CAD, the air cools and is saturated with fuel vapor, so 

there is very little driving force for evaporation between about 100 and 250 CAD, but after 250 CAD the 

air temperature is rising due to compression heating, and the driving force for evaporation is large. 

Contrast Figure 26 with Figure 27 for the same cranking condition but for ethanol. For the ethanol spray 

shown in Figure 27, there is again saturation between about 100 and 250 CAD, but beyond 250 CAD the 

difference between the fuel vapor pressure at the surface of the drop (wet-bulb saturation pressure) and 

in the bulk cylinder gases is much less than for n-heptark, and therefore, the driving force for evaporation 

is much less. 

The wet-bulb saturation vapor pressure is lower for the ethanol than for n-heptane because the larger latent 

heat of vaporization for ethanol cools both the liquid drops and the air more than for the n-heptane. Even 

more significantly, the bulk in-cylinder vapor concentrations are much higher for ethanol than for nheptane for two reasons. First, when a given mass of the ethanol fuel makes the transition from liquid 

to vapor, it creates many more moles of gas due to the lighter molecular weight of the ethanol. Secondly, 

because of the lower airlfuel ratios for stoichiometric combustion for ethanol (as shown in Table 7), a 

greater mass of ethanol fuel must be injected. 

The differences shown in Figures 26 and 27 have some very important practical implications. First, for 

these very fine ethanol sprays, the evaporation at these conditions is not limited very much by mass 

transfer rates from the drops. Therefore, making the ethanol spray finer than the 10 pn SMD used in the 

calculations will not enhance the amount of fuel evaporated very significantly. However, sprays with drop 

sizes larger than about 10 pn SMDs will be limited by drop mass transfer rates, and larger dropsize 

sprays will therefore evaporate more slowly. Another implication of these results is that enrichment to 

help in cold-starting will be effective for n-heptane in raising the vaporized fuel concentration in the 

cylinder, while it will be only slightly helpful for the ethanol. 

To prove this last point, calculations at the O°C condition were repeated with twice the stoichiomevic 

amount of fuel injected, with predicted hydrocaxbon concentrations as shown in Figures 28 and 29 for 

n-heptane and ethanol, respectively. The concentration of n-heptane in-cylinder is greatly increased by 





the addition of more fuel, but for ethanol, the extra fuel was only partially vaporized. There was simply 

very little thermal energy available in the ethanol case to evaporate any more fuel. In practical 

applications, the ethanol-fueled engine may be helped in cold-starting by enrichment, because some fuel 

will be lost on the port walls and the combustion chamber walls. However. Figures 28 and 29 show that 

fuel enrichment for ethanol is not nearly as beneficial as for gasolii-fueled engines. 

How can low-temperature cold-starts be achieved with the ethanol fuels if enrichment does not help in the 

in-cylinder evaporation? The addition of hydrocarbon light-ends can be used, of course. Also, direct 

spark vaporization and ignition is potentially attractive if the spray can be retained in the air. The concept 

of direct spark vaporization and ignition will be addressed in the engine tests during this project. Ethanol 

fuel has a much higher octane number than gasoline, so higher compression ratios may be used, increasing 

the compression temperature. Interestingly, this only results in slight improvements in the amount of fuel 

vaporized, as shown in Figure 30. However, the increased compression ratio helps cycle efficiency 

considerably, and should be employed for dedicated ethanol engines, as shown below. 

Some calculations were performed with the combined TESS and cycle simulation computer models to 

estimate the efficiency that might be expected at a road load condition for ethanol fuel as compared with 

gasoline fuel, and for the effect of increasing the compression ratio from the standard 9.3 to 12.0. The 

road load was assumed to be the Ford Taurus 3.0-liter engine operating at 2100 rpm, stoichiometric fuelair ratio, intake manifold pressure of 40 l~Pa,,~,,~~, exhaust pressure of 102 l~Pa,,~&, barometric pressure 

of 100 l~Pig,,~&, intake air temperature of 2S°C, coolant temperature of 90°C and spark advance of 

23"BTDC (before topdeadcenter). On n-heptane fuel, the brake mean effective pressure (BMEP) was 

predicted to be 184 kPa (27 psi), and the power was 9.6 kW (12.9 HP). 

As shown in Table 8, if the same air flow conditions and speeds are assumed, the model predicts higher 

output power for ethanol compared to heptane because of the much reduced pumping losses due to the 

charge cooling of the ethanol. For these conditions, the brake thermal efficiency (BTE) is predicted to 

increase by about 5.5 percent relative to gasoline. In fact, if power rather than air flow was fmed, then 

the pumping losses would be slightly increased for the ethanol fuel case and the efficiency gain would be 

less than shown in Table 8. On the other hand, the faster burner speed of ethanol than heptane would 

increase the BTE slightly. These efficiency calculations are based on the energy content of the fuel, and 

do not include losses associated with the greater vehicle mass of the ethanol fuel. 

An increase in compression ratio from 9.3 to 12.0 is predicted to increase the BTE significantly for the 

ethanol fuel. The high compression ratio is not practical for gasoline. The increased BTE is again based 

on constant air mass flow rate through the engine rather than constant output power, and the BTE gain 

with the high compression ratio would be reduced if the computations were at constant power. These 

engine efficiency calculations were based on computed pumping losses, compression losses including 

cylinder pressure reductions due to cooling in evaporating the liquid fuel, estimated burning rates using 

a Wiebe function, and friction losses based on typical spark ignition engines, but not including the 

additional frictional losses associated with the increase in compression ratio. In fact, the increase in 

frictional losses and heat transfer with increasing compression ratio typically limits the compression ratio 

maximum thermal efficiency with a spark-ignition engine to about 17 (Heywood, 1988). 

Engine Control System Design 

Need for Custom Engine Control Unit (ECU) 

Meeting ULEV requirements with an ethanol-fueled vehicle while maintaining driveability and cold-start 

capability will require significant modification and extension of the engine contml unit currently used in 






the Ford Taurus FFV. In addition, the controller requirements can not be accurately known or completely 

guessed prior to experimental testing. Both of these factors strongly justify the need for a custom engine 

control unit (ECU) for the converted vehicle. 

TABLE 8. COMPARISON OF FUEL EFFECTS ON PREDICTED 

POWER AND EFFICIENCY 

First, the different characteristics of the ethanol fuel itself will require adjustment of the injection and 

ignition timing strategies and maps. Increased compression ratio will also cause changes in timing 

strategies. Although it is conceivable that the timing maps could be changed in the existing ECU, it is 

unreasonable to expect to achieve radical redesign of the timing strategy itself within the existing ECU. 

With a new, custom ECU, however, complete redesign of the strategy itself is not a problem. 

t 

Fuel 

n-Heptane 

Ethanol 

(El 00) 

Methanol 

(MI 00) 

Ethanol 

(El 00) 

Methanol 

(M 1 00) 

Secondly, the use of air-assist injectors, electrically-heated (or burner-heated) catalyst, and higher-energy 

ignition systems places additional requirements on the engine conmller which can not be met with the 

existing ECU. Air-assist injectors require control of the air-assist compressor, and may also require realtime modulation of the air-assist pressure (most probably through the use of an electrically-controlled 

regulator). In addition to controlling the heating element (either electrical or burner) in the catalyst, it is 

also necessary to modify the engine operating conditions for fastest catalyst light+& To maximize the 

spark-energy, either extended dwell-times or multiple sparks will be used. AU of these new requirements 

necessitate the use of a custom ECU. 

Finally, the cold-start problem will require extensive modification of the normal operating strategy. The 

ignition and injection timing must be manipulated, the ignition energy must be increased beyond the 

acceptable steady-state value and the air-to-fuel ratio must be decreased, all on a cycle-by-cycle basis 

during the start-up process. Even if some of this capability exists in the stock ECU, it certainly does not 

exist with sufficient flexibility to achieve ULEV performance and cold-start capability using ethanol. 

Comp. Ratio 

9.3 

9.3 

9.3 

1 2.0 

12.0 

BMEP 

(kpa) 

184 

198 

208 

243 

255 

Power 

(k W) 

9.6 

13.8 

14.6 

% 17.0 

17.9 

Brake 

~tiermal 

Efficiency 

(%) 

18.3 

19.3 

20.0 

22.7 

23.5 

Percent 

Improve. 

Relative to 

Heptane 

0.0 

5.5 

9.3 

24.0 

28.4 
Recommended ECU Design 

In order to achieve a high degree of flexibility with minimum design cost, a PC-based ECU will be used. 

Using SwRI-developed real-time extensions to the standard MS-DOS operating system, the controller 

consists of a 80486 based personal computer that drives custom designed printed circuit boards through 

a standard analog and digital UO card. 

Test Cell Engine Controller 

The engine test cell version of this controller is shown in Figure 31. The key to this set-up is the realtime operating system extensions together with the custom boards. The custom boards off-load the most 

time-critical engine control operations, such as injector and ignition timing. Because of this reduction in 

the PC's timing requirements, all control codes may be written in the high-level language C. In this way, 

new control strategies may be very efficiently and quickly implemented and tested. 

FIGURE 31. THE PC-BASED CONTROLLER FOR ENGINE TEST CELL 

I?C ',: - . r--- .- vetr33,:a j;Z-'L. 

, .!2 :;arc '. . &&--a1 

us.,g~,te STA-15 Metr3by:e EfP-'6n 

!er-%nol aoard / :rerrnoc?~p~e oaaf: 

L' 

I 

- 

I_ 

+ SWRI Custom 67F687 I to enqine/exhoust 

engine controllr baord -\ tnermocouolea. EGO aensor. 

The controller shown in Figure 31 is suitable for most of the anticipated testing of the dedicated ethanol 

ULEV with the exception of multiple or high-energy sparks during cranking and start-up. For the control 

system of Figure 3 1 to produce multiple sparks per cycle, it would be necessary for the Engine Controller 

Board to interrupt the PC prior to each spark. In order to achieve a high enough number of sparks per 

cycle for sufficient ignition energy, it is required that each spark (including dwell time) must be only 

approximately 20 to 50 ms. For fairly complex PC controller code, this interrupt timing is too fast To 

alleviate this requirement, the controller is modified according to Figure 32. In this new scheme, the 

ignition timing is controlled by an SwRI designed. Motorola MC68HCll Microcontroller Board. The 

spark timing and "duration" (i.e., the amount of time to continue sparking) is supplied to the 

micmcontroller board by the 67F687 engine controller, with the MC68HCll actually firing the coil. 

SWRI cuttom in$ctw/ 

Spark driver board 7' 

to injectars and 

sDarn cuds 

1 - I 

catal~t neater sensor etc. 

0 .On 0.0 

I to crank/corn 

,-, 90 90 90 4 

000P0P0~ 

00 00 00 O= 

Hall sensors 
The hardware requirements associated with the engine test cell controller incorporating the features shown 

In Figures 31 and 32 are given in Table 9, with the detailed breakout of the custom printed circuit boards 

given in Appendix A. 

TABLE 9. PARTS LIST FOR ENGINE TEST CELL PC-BASED CUSTOM ECU 

Description 

80486 Personal Computer 

Metrobyte DAS-1602 110 Board 

Metrobyte STA-16 110 Box 

Metrobyte EXP-16A I/O Box 

Metrobyte C-1800 Interface Cable 

Metrobyte C-1500 Interface Cable 

Metmbyte PG-408A Power Supply 

68HCl l Microcontroller Board I 

67F687 Engine Controller Board 

InjectorfSpark Driver Board 

Custom Board Power Supply 

FIGURE 32. MODIFICATIONS TO PC ENGINE CONTROLLER 

FOR MULTIPLE SPARKS 

Quantity 

1 

1 

1 

1 

1 

1 

1 

1 

2 

2 

1 

frnm control 

system C 

Custom 67F687 

engine CMirdl~ board 

- S+t Curtocn UCG&iClt P mlaocontroller boord 

SdI custom inktor/ 

,pork driver board 

to monk/com Hall sensors OV0'?QoQ~ olo~osas 

[la OE Om Oa 

4 

- 0 

SwRt custom injrctar/ ,' a /- span ai~ borne 

to injoctom aaaPawa~ 

3W000000 
In-Vehicle Engine Controller 

The proposed ECU of Figures 31 and 32 provides a high degree of flexibility for conmller algorithm 

development. It is not, however, suitable for in-vehicle use, because it uses a standard personal computer, 

which is not physically rugged enough to be used in the vehicle. To overcome this difficulty, the design 

of Figures 31 and 32 is modified according to that given in Figure 33. The three real differences between 

the two designs are that the in-vehicle design uses a hardened enclosure, a 12V power supply, and a solidstate boot disk. Additionally, the in-vehicle ECU must interface to the stock original equipment 

manufacturer (OEM) ECU in order to maintain the diagnostic capability of the stock ECU (a feature which 

is not required in the engine test cell custom ECU). Note that the serial post in Figure 33 will be used 

to link the ECU to a laptop computer (not shown) for the real-time display of the ECU state, and for 

reprogramming the ECU. Note finally that the ECU of Figure 32 does not explicitly show the multiple 

spark ignition equipment of Figure 32, but this equipment can be easily added if such capability is 

required in-vehicle. 

MCtrabytC STA-16 Mctro0yt.r E:XP-!BA 

terminal ooard t~ermocouple bacra 

SwRI Custom 67F687 

engine controller boord 

SwRl custom injector/ 

spark driver boord 

to engine/eahoust 

thermocouples. ECO smsor. 

catolfit heater sensor etc. 

FIGURE 33. THE ENGINE CONTROLLER FOR IN-VEHICLE WORK 
A parts list for the in-vehicle ECU is given in Table TO. Note that this parts list assumes that the 

input/output and custom boards used in the test-cell controller are transferred to the vehicle controller, so 

that new ones need not be bought or built. 

TABLE 10. PARTS LIST FOR IN-VEHICLE PC-BASED CUSTOM ECU 

Project Scope Additions 

Description 

DTI 80486 Hardened ~othk-board 

There are two primary reasons for adding to the project scope of Task 3 - Engine System. me fmt 

proposed addition results from the discovery, through the literature survey, that increased driveability of 

ethanol-fueled vehicles may be realized through increased ignition system energy. The second or third 

proposed project scope additions (which are mutually exclusive) will allow SwRI to expedite the project 

by upgrading the control system to allow for both ease of vehicle installation and for high-speed data 

analysis. A full cost estimate for these additions will follow in a formal cost proposal. 

L 

Quantity 

1 

High-Energy Ignition System 

The cycle simulation/spray evaporation study of ethanol fuel indicates that sufficient vaporization of neat 

ethanol does not occur in-cylinder for reliable engine start-up at extremely cold temperatures even when 

very fine droplets are injected. The= are two strategies for overcoming this problem: (1) use highly 

volatile additives in the he1 formulation or (2) provide for high-energy sparks which will both vaporize 

additional fuel and increase the air-to-fuel ratio lean-limit. The first technique is of only limited use, 

because increasing the high volatility additives leads to evaporative emissions problems. (This tradeoff 

is minimized, however, if one is willing to use different fuel formulations for different seasonal 

conditions.) 

DTI 10 Slot Chassis 

DTI 4M Solid-state SRAM Disk 

Altex 12VDC to 1 l OVAC 200 W Inverter 

The second method, high-energy ignition, may or may not be as effective as fuel additives, but does not 

suffer from the increased evaporative emissions drawback. In fact, a high-energy ignition system should 

actually increase the efficiency of the engine under all operating conditions. 

1 

1 

1 

There are two primary techniques for increasing thesignition energy. The first and most obvious is simply 

to increase the energy dumped to the plug by storing more energy in the coil. However, this usually 

requires larger spark plug gaps and the high-energy sparks must be used at all engine conditions. This 

can lead to increased spark plug wear. The second, which is more complex but possibly superior, is to 

use multiple sparks per cycle when ignition assist is needed (cold engine). Using this technique, multiple 

sparks can be limited to cranking and cold operation. avoiding increased spark plug wear. It is proposed 

that both techniques be examined. 
The ECU's discussed above are capable of producing both effects, but both effects may require the 

replacement of the stock Ford Taurus ignition coil. Moreover, the two competing approaches require coil 

characteristics that are quite different. The high-energy, single spark scheme requires a coil with a 

relatively high inductance, so that the energy stored by the coil is maximized. But this leads to relatively 

long charge times, which severely hinders the ability to produce multiple sparks. Thus, we need a high 

inductance coil for high-energy single spark, and a low inductance coil for low-energy multiple spark. 

To test both schemes, it will be required to purchase two new coils. Several aftermarket vendors are under 

consideration, including Accel, MSD and Autotronic. 

DSP-Based Engine Controller 

The PC-based design specified above has the signifcant advantage of low design cost AU of the 

components are either off-the-shelf or have already been designed. The PC-based design suffers, however, 

from a significant disadvantage: it not capable of computationally intensive real-time analysis (such as 

real-time indicated mean effective pressure (IMEP) calculations from cylinder pressure data). 

Under the originally proposed schedule, this disadvantage does not pose a severe problem. High-speed 

data would either be post-processed (i.e., not analyzed in real-time), or it would be analyzed in real-time 

with existing SwRI equipment However, both of these alternatives severely limit SwRI's capability to 

expedite the project schedule. Post-processing of the high-speed data introduces a lag time, such that the 

knowledge gained from the analysis can not be put to use as efficiently or as quickly. The use of existing 

real-time equipment limits the expediting of the project because this equipment is in high demand by 

several 'projects. 

This problem may be eliminated by replacing the PC "brain" of the ECU's of Figures 31-33 with a 

custom, digital signal processor @SP) based microprocessor board, as shown in Figure 34. This upgraded 

controller has all of the real-time high-speed data analysis capability built in, thus avoiding the difficulties 

discussed above. Additionally, this upgraded controller should be easier to integrate into the vehicle, 

because it is both physically smaller and more flexible. 

The DSP chip upon which the ECU of Figure 34 is based is the Texas Instruments TMS32OC31 singleprecision floating point unit This chip is capable of a sustained maximum throughput of 33 million 

floating point operations per second (MFLOP), with an average of about 8 MFLOP. In contrast, a 66 

MHz 80486DX2 can achieve an average of about 3 MFLOP. Even this comparison is misleading, because 

the ECU of Figure 34 does not use an operating system per se, and thus does not have the overhead of 

an operating system. In actual use, it is reasonable to expect that the DSP based system will have a 

computational capability an order of magnitude greater than the PC based system. This additional 

processing power gives the ECU of Figure 34 the real-time engine performance analysis capability. 

Furthermore, the ECU of Figure 34 replaces the entire PC component of Figure 33 with a single custom 

board. It is reasonable to expect that the physical size of the ECU of Figure 34 will be approximately one 

fourth that of the ECU of Figure 33. Thus, the' real-time engine analysis features discussed above are 

gained not at the expense of increased bulk or weight, but rather with the minimization (if not elimination) 

of the need for passenger compartment space. 

Exfra Sets of ECU Boards 

The PC-based controller proposed above calls for purchasing only one set of input/output and custom 

boards. These boards would first be used in the test-cell conmller. Only after engine-test cell work is 
completed would these boards be transferred to the vehicle. Thus, engine-test cell and vehicle work could 

not be accomplished simultaneously. Obviously, this approaches saves the cost of an extra set of boards, 

but it also requires more time than if both systems were operational simultaneously. It is proposed that 

an extra set of boards be purchased to expedite the project. 

5nP; Z,s:;.- 'US310C31 

352 :zr-!-=iier 

Hardened she11 

2wRI Custom 67F687 

spark drtver board 

to injectors and to cron*/cam to mqhe/cxhaust to pressura 

spork coils dolt sensors thwmocoupler etc. tranrducur 

FIGURE 34. THE TMS320C31 DSP-BASED ENGINE CONTROLLER 

Note that this proposed addition is also relevant if the DSP-based ECU above is accepted. In this event, 

it is proposed that two DSP-based ECU's be constructed, so that simultaneous engine testcell and vehicle 

work may be carried out. 
TASK 4 - EMISSIONS CONTROL SYSTEM DESIGN 

The following section details the emissions control efforts to be undertaken in this program. This 

discussion covers both exhaust and evaporative emission issues including: 

demonstration of the need for enhanced aftematment 

a literature review of aftextreatment Strategies and their potential for helping to achieve ULEV exhaust 

emissions standards for this program 

a discussion of evaporative emission issues 

a summary of the emission control system evaluations planned for this vehicle 

Exhaust Emissions Control 

The California Low Emissions Vehicle Program requires significant reductions in automotive exhaust 

emissions. To achieve these reductions, improvements in aftextreatment will be needed, especially during 

cold-start conditions (i.e. after a 12- to 36-hour soak at room temperature). The need for further control 

of exhaust emissions during cold-start can be seen by examining the weighted U.S. Federal Test Pmcedure 

(FIT) exhaust data shown in Table 11 (Heimrich etal., 1991) for two current technology vehicles meeting 

or near transitional low emission vehicle (TLEV) standards. A large percentage of the weighted exhaust 

emissions are produced in the first 140 seconds of the first bag of the FTP for all exhaust constituents. 

TABLE 11. FTP EXHAUST EMISSION FOR TWO 

CURRENT-TECHNOLOGY VEHICLES 

For comparison, the California LEV Program standards are summarized in Table 12. As can be seen in 

the Table 12, significant reductions in all exhaust emission species are required in going from one 

emission standard to the next. As demonstrated in Table 11, most of these exhaust emission reductions 

need to be made in the fist few minutes of FTP operation. As will be shown in the following discussion, 

potential reductions are thought to be achievable utilizing a combination of supplemental aftertreatment, 

reformulated main catalyst, and insulated exhaust system. 

Bag 1A 

Percentage 

of Total 

Emissions 

45% 

32% 

53% 

77% 

89% 

39% 

Total 

Weighted 

FTP 

Emissions 

(g/mi) 

0.18 

1.53 

0.15 

0.08 

0.52 

0.09 

Vehicle 

'90 Buick 

LeSabre 

'90 Toyota 

Celica 

Exhaust 

Emission 

THC 

CO 

NO, 

THC 

CO 

NO, 

Individually Weighted Exhaust Emissions 

(glmi) 

Bag 3 

0.03 

0.40 

0.06 

0.01 

0.01 

0.01 

Bag 2 

0.05 

0.58 

0.00 

0.01 

0.04 

0.02 

Bag 1A 

(0-140 sec) 

0.08 

0.50 

0.08 

0.06 

0.47 

0.03 

Bag 1B 

(141-505 

sec) 

0.01 

0.06 

0.01 

0.00 

0.00 

0.02 
TABLE 12,' CALIFORNIA 50,000 MILE LEV PROGRAM LIGHT-DUTY VEHICLE 

EMISSIONS STANDARDS SUMMARY 

Supplemental After treatment 

NMOG @/hi) 

CO mi) 

No, (glmi) 

Formaldehyde (mmi) 

The cold-start portion of the FIT produces such a large percentage of total mass emissions because the 

engine and exhaust systems are cold and the catalytic converter is not yet working at high efficiency. In 

addition, the engine operates with an air-to-fuel ratio on the rich side of stoichiometric to maintain 

driveability. Light-off temperature, the temperature at which a catalyst can convert 50 percent of exhaust 

emissions, generally occurs at 350°C for hydrocarbons. Several aftertreatment strategies have been able 

to overcome the rich engine operation and poor catalyst conversion efficiencies during the first few . 

moments of the FIP to reduce cold-start emissions. For example, cutrent generation flexible-fuel vehicles 

manufactured by GM, Ford, and Volkswagen have been able to meet California TLEV emissions standards 

operating on E-80 when utilizing a calculated reactivity adjustment factor @boll et al., 1993; Marshall, 

1994; Baudino et al., 1993; Decker et al., 1993). The reactivity adjustment factor (RAF') is a multiplier 

for nonrnethan organic gases (NMOG) emissions rates determined from the ratio of ozone forming 

potential of a specific fuel to that of California Phase 2 gasoline. For E-80, RAFs have been 

experimentally determined to be in the range of 0.67-0.68 (mall, 1994; Decker et al., 1993). In 

addition to the vehicles previously mentioned, the 1994 Ford Taurus FFV has been certified to California 

TLEV standards on M85. The 1994 model Taurus FFV is similar to the 1993 Taurus FFV SwFU will be 

using as a baseline vehicle in this study and should be able to meet TLEV emissions standards operating 

on E-80 as well as M85 (Marshall 1994). In order to achieve ULEV standards, however, further 

reductions in exhaust emissions will be needed. These types of reductions can be achieved, and have been 

demonstrated in the literature, by utilizing advanced aftertreatment technologies including: electricallyheated catalysts (EHCs), light-off catalysts, molecular sieves, catalyst light-off burners, and heat storage 

devices. All of these systems are in the prototype stages of development, and have not yet reached 

commercial applications. A detailed discussions of each of these technologies is presented below. 

Electrical&-Heated Catalyst 

0.125 

3.4 

0.4 

15 

Electrically-heated catalysts (EHCs) are catalysts equipped with resistively heated metallic substrates that 

quickly reach light-off temperatures. Early developmental EHCs were pre-heated before starting a vehicle; 

however, current systems are close-coupled to the main catalyst and are not activated until after the vehicle 

is started. These catalyst systems are capable of reaching light-off temperam within 10-15 seconds of 

starting the vehicle. Four 1986-1989 model year methanol-fueled vehicles equipped with EHCs and 

reformulated catalysts have achieved ULEV standards (Newkirk 1991). The average reduction in exhaust 

emissions from baseline configuration for this fleet of vehicles are shown in Table 13. 

0.075 

3.4 

0.2 

15 

0.040 

1.7 

0.2 

8 

68% 

50% 

50% 

47% 
TABLE 13. AVERAGE FTP EXHAUST EMISSIONS REDUCTIONS FOR M85-FUELED 

VEHICLES EQUIPPED WITH EHCs 

Exhaust 

Constituent 

NMOG 

Formaldehyde 

Percent Reduction 

from Baseline 11 

These vehicles received 4,000 miles of durability testing utilizing a modified Automobile Manufacturers 

Association (AMA) on-road schedule with no significant deterioration in EHC reduction capability. In 

addition, three other recent studies utilizing gasoline vehicles with EHC technology were able to achieve 

ULEV standards (Heimrich et al., 1991; Socha and Thompson, 1992; Socha et al., 1993). The range of 

percent emissions reductions from baseline configuration for these vehicles is shown in Table 14. 

TABLE 14. FTP EXHAUST EMISSIONS REDUCTIONS FOR THREE VEHICLES 

EQUIPPED WITH EHCs 

EHC technology should be as applicable to ethanol-fueled vehicles as it is to M85- and gasoline-fueled 

vehicles. It is reasonable to expect that ULEV emissions standards could be met in the laboratory on 

ethanol with the appropriate EHC system. However, EHCs are usually located close to the exhaust 

manifold and may be damaged by extended high-load engine operation. In addition, EHC power 

requirements for operation preclude operation during cranking, resistive heating takes a few seconds, and 

EHC systems require additional wiring and support hardware for power control. 

Exhaust 

Constituent 

THC 

CO 

NO, J 

Light-Off Ca&zlyst 

Percent Reduction 

from Baseline 

6 1 %-87% 

4 1 %-82% 

0%-47% 

Light-off catalysts are small, highly reactive catalytic converters with low thermal mass formulated to 

promote quick light-off of the main catalyst. Light-off catalysts not only provide initial reduction of 

exhaust emissions before a main catalyst reaches light-off temperature, but also provide heat to assist the 

main catalyst in reaching light-off temperature. Light-off catalysts have been used successfully to meet 

ULEV standards. A recent study (Summers et al., 1993) demonstrated significant reductions in exhaust 

emissions and met ULEV standards on a vehicle utilizing a light-off catalyst, reformulated main catalyst, 

and double-walled exhaust pipe. Although this vehicle operated on gasoline, light-off catalyst technology 

could also be applied to ethanol-fueled vehicles. Light-off catalysts are attractive because they are passive 
systems that do not require any extra support hardware, and they have a demonstrated capacity of 

achieving ULEV standards. However, light-off catalysts partially rely on exhaust heat to reach quick lightoff and must be close coupled to exhaust manifold. An ethanol engine's relatively low combustion and 

exhaust tern~~s (compared to gasoline) may xeduce the effectiveness of this technology. In addition, 

light-off catalysts do not promote main catalyst light-off as quickly as EHC or bumer systems. 

Molecular Sieve 

Molecular sieve systems trap hydrocarbon emissions in an adsorbent bed, withholding them from the 

exhaust stream at ambient temperatures and desorbiing them at elevated temperatures after catalyst light-off 

occurs. Molecular sieves have been successfUy demonstrated in two recent studies on gasoline-fueled 

vehicles (Hochmuth et al., 1993, Engler et al., 1993). Bench-aged systems have reduced FTP hydrocarbon 

emissions by up to 39 percent. The molecular sieves used in these studies were passive systems close 

coupled to main catalysts, and demonstrated short-term durability. However, molecular sieves for ethanolfueled vehicles will require a much different formulation in order to trap the unburned and partially burned 

exhaust constituents from ethanol combustion In addition, these adsorbers can mb a main catalyst of the 

heat it needs to reach light-off and it may be difficult to formulate a molecular sieve that does not begin 

to release stored exhaust constituents before catalyst light-off occurs. 

Like an EHC, a bumer is employed as a supplemental heating device that can be activated during engine 

cranking to assist the catalyst in reaching light-off temperature. The bumer does not heat the catalyst 

substrate itself, but heats the exhaust air entering the catalyst. Burners usually operate on the same fuel 

that the engine uses. For an ethanol-fueled bumer, modifications from current systems would be needed 

to achieve quick ignition and acceptable operating temperatures. Burners can be located remote from the 

exhaust manifold where there is more space and away from high-load exhaust temperatures which decrease 

catalyst life, can provide heat instantaneously, and produce negligible emissions during operation (they 

may actually help reduce unburned combustion products in exhaust). Burner shortcomings include a 

potential for misfire during ignition, increasing emissions in exhaust, concerns about main catalyst 

substrate durability due to thermal shock, and the need for additional system hardware for power, fuel, 

and control. 

Heat Storage Device 

Heat storage devices utilize insulators to maintain exhaust heat within the catalyst for extended periods 

of time. These devices have the potential for maintaining a catalyst at light-off temperatwe during an 

overnight vehicle soak. This approach is attractive because the catalyst is active during vehicle cranking 

and stan This type of device would be especially effective for an ethanol-fueled vehicle due to the 

engine's relatively low exhaust temperatures, which could prolong the time to light-off for a conventional 

catalyst. However, this new technology is only in the early stages of development. There is also a 

potential for overheating an insulated catalyst during high-load operatim, and the long-term durability 

effects of keeping a catalyst at light-off temperature are unknown. 

Summary - Supplemental Aflertreatment Systems 

In conclusion, EHCs appear to be the most promising of the supplemental aftertreatment systems discussed 

for meeting ULEV standards quickly. Light-off catalysts and molecular sieves also have the potential for 

meeting the goals of this program. SwRI plans to investigate these three systems. In addition, catalyst 

light-off burner technology should also be able to provide adequate emissions reductions. However, this 
is a newer technology and it is difficult to acquire parts for evaluation. If a system is not available for 

evaluations, SwRI could design and build a prototype burner, but this may require additional funding. 

Finally, although heat storage devices also appear promising in reducing cold-start emissions, this is a very 

new technology. Testing and developing this type of aftertreatment system is beyond the current scope 

of this program, but deserves consideration for future investigation 

Main Catalyst 

Main catalyst design and formulation also needs to be considered for an effective ULEV aftertreatment 

strategy. Main catalyst light-off needs to occur quickly, and catalyst efficiency must be maximized during 

Bag 2 stabilized operation. A main catalyst for an ethanol vehicle needs to be especially effective in 

controlling emissions of unburned and partially burned ethanol. Recent studies demonstrate that 

formaldehyde exhaust emissions from E-80 vehicles can be effectively controlled to meet ULEV standards; 

however, ethanol, acetaldehyde, and ethane account for over 80 percent of NMOG exhaust emissions from 

these vehicles (Kroll et al., 1993; Baudino et al., 1993, Decker et al., 1993). Therefore, a main catalyst 

should be especially effective at controlling these three exhaust species in order to meet ULEV standards. 

This program will investigate main catalyst reformulation to reduce unburned and partially burned ethanol 

combustion products, and to promote quick light-off. 

Exhaust System 

Because ethanol has a high heat of vaporization and is difficult to vaporize in an engine, exhaust gas 

temperatures are lower than with gasoline. In one study, ignition timing had to be retarded and the exhaust 

system had to be insulated in an E-80 vehicle in order to achieve adequate catalyst light-off times (Quissek 

et al., 1992). Although there is always concern about catalyst temperatures at high-load conditions with 

gasoline-fueled vehicles, catalyst inlet temperatures were reported to remain below 800°C during normal 

ethanol-fueled vehicle operation, even with the above modifications. The merits of insulting the exhaust 

systems to promote early catalyst light-off have been further demonstrated in the literature. A study of 

light-off catalysts (Summers et al., 1993) showed that a smaller diameter double-walled pipe was capable 

of raising main catalyst inlet temperatures by up to 60°C from baseline during the first moments of FTP 

operation, providing a 10 percent to 15 percent improvement in hydrocarbon and carbon monoxide (CO) 

emissions. Even with enhanced aftematment, insulating the exhaust system of an ethanol-fueled vehicle 

will assist the main catalyst in reaching and maintaining light-off temperature, and will be studied in this 

program. 

Evaporative Emissions Control 

Recent tests conducted on flexible-fuel vehicles have demonstrated that current evaporative emissions 

standards can be met when operating on E-35 and E-80 (Baudino, 1993; Decker 1993). The Ford Taurus 

FFV baseline vehicle is equipped with an upgraded evaporative emissions control system, and meets all 

cumnt evaporative emissions standards on methanol. Meeting current evaporative emissions standards 

is not expected to be a problem in this program if the Reid vapor pressZlre (RVP) of the ethanol fuel blend 

is comparable to or less than the methanoVgasoline fuel blends the vehicle was certified on. Therefore, 

no development of the evaporative emissions system is planned under the cunent scope of this project. 

However, by 1998 all vehicles sold in California will be required to meet enhanced evaporative emissions 

standards. To be a truly viable Ultra Low Emissions Vehicle for the future California market, the 

demonstration vehicle should be able to meet these enhanced evaporative emissions standards. To meet 

these standards would require additional development of the Taurus' evaporative emissions control system. 
This would possibly include increasing the canister capacity, investigating canister adsorption efficiency 

and durability to ethanol, and reducing fuel tank permeability. Such an effort, however, is outside of the 

cumnt scope of work and would require additional project funding. 

Proposed Emissions Control Design Approach 

As mentioned previously, advanced aftertreatment technology will be necessary in order to meet ULEV 

exhaust emissions standards. Therefore, four supplemental aftertreatment devices will be evaluated for 

this program in conjunction with a reformulated main three-way catalyst designed by Degussa specifically 

for an ethanol-fueled vehicle. These four devices will be an EHC provided by W.R. Grace, a light-off 

catalyst provided by Degussa a molecular sieve provided by Degussa and tentatively, a catalyst light-off 

burner (GasCat) provided by AC Rochester. These systems will be screened on an FFV Taurus operating 

on E-80 over the lightduty FTP, and the two most favorable systems will be studied further. In addition, 

an effort will be undertaken to investigate the merits of insulating the exhaust system ahead of the main 

catalysts. 

The Ford Taurus has a V-6 engine and currently employs dual main catalysts, with a catalyst closecoupled to each of the exhaust manifolds. SwRI will design a new Y-pipe for the vehicle, and employ 

a single main catalyst at the end of the Y-pipe. The Y-pipe design will be finalized after the vehicle 

arrives and is inspected, and may possibly bedual-walled. For the EHC configuration, a single unit will 

be placed at the end if the Y-pipe and in front of the main catalyst. This unit will have a 400 crq3 total 

core volume. Half of the core will be resistively heated, while rhe rest of the core will serve as a light-off 

catalyst. The system can be used in a post-crank heating strategy to reach light-off temperatures in 10 

to 15 seconds. The EHC wilt draw approximately 220 Amps and require 2 kW of power. The 

configurations of the molecular sieve and the light-off catalyst systems are under development Either 

single units at the termination of the Y-pipe or a pair of units, one in each Y-pipe, are being considered. 

These options are cumntly being investigated by SwRI and Degussa before deciding on a final design 

approach. Evaluations of a light-off burner are still tentative. SwRT is continuing discussions with AC 

Rochester concerning the GasCat system. AC Rochester is still interested in providing a system for 

evaluation, but the hardware is not ready for release. 

As mentioned previously, the current evaporative emissions system on the Taurus FFV should be sufficient 

for meeting current exhaust emissions standards as long as the RVP of the ethanol fuel blend is within 

certified limits and that' there is no long-term canister deterioration due to ethanol. Evaporative emissions 

tests will be conducted on the vehicle to confirm the integrity of the evaporative emissions control system. 

Summary 

In summary, it is expected that a combination of enhanced aftertrearment. a refomdated main catalyst, 

and an insulated exhaust system should be adequate for achieving ULEV exhaust emissions standards on 

the demonstration vehicle. Current evaporative emissions standards should also be attainable as long as 

the RVP of the ethanol fuel blend meets California Phase 2 gasoline specifications and the fuel does not 

adversely effect the evaporative emissions system. Even when ULEV emission standards axe achieved, 

additional development of all these systems will -k required in order to maximize their durability and 

dependability. 
TASK 5. FUEL/ENGINE/VEHICLE INTERGRATON 

This task will address the integration of the various technologies into the vehicle. Some of the work under 

this task will not be known until later in the development process, but a number of subtasks are already 

known. These include the following 

- Installation of the engine and aftertreatment controller into the vehicle 

- bviding an air supply system for the air-assist injectors 

- Providing an air supply system for the supplemental aftertreatment 

- Adapting the exhaust system so that a single catalyst replaces the standard dual catalysts 

- Interaction between the engine and automatic transmission controller 

Some details about these subtasks are provided below. 

The installation of the engine, transmission, and aftertreatment controller into the vehicle is discussed 

under Task 3, Engine Control System. In that section, two possibilities are discussed for the controller. 

The first is a PC based controller. The second is a DSP (digital signal processing) chip that is discussed 

as an option to provide a rugged, full-capability controller in the vehicle. 

The air supply required for the air-assist injectors will depend on the design of the injectors. However, 

preliminary testing indicates that air pressure requirements are likely to be in the range of 70 to 140 kPa, 

(10 to 20 psig) with an air mass flow rate of roughly 2 gls (3.5 scfm). A belt driven pump would be more 

efficient, but an electrically driven pump is likely to be much easier to incorporate into the demonstration 

vehicle. In addition to the air pump for the air-assist injectom, an air reservoir is required to store air for 

the starting, a time when good atomization is critical, but the air pump would not be operational. 

Similarly, an air pump will be required to provide additional oxygen into the exhaust smam to enhance 

catalyst efficiency. Excess oxygen shows far more complete oxidation of CO and HCs; however. too 

much O2 will increase NO,. A compact electrical pump providing 8-10 cfm should be adequate for this 

system. 

The dual 'catalysts in the standard vehicle will be replaced with a single heated catalyst in the 

demonstration vehicle. This will require some redesign in the exhaust system once the aftertreatment 

system has been defined. 

The original plans were to obtain a flexible fuel vehicle with a manual transmission to avoid complications 

associated with the interaction between the engine and an automatic transmission. That is, upon 

approaching a shift point, the engine torque is usually reduced to obtain smoother shifts. Also, the shift 

point and delay time in changing gears is dependent on engine acceleration level and engine temperature. 

The original electronic engine convoller (EEC) may be used to control the elemnic automatic uansaxle, 

although this may prevent full interaction between the engine control and the transmission conml. 

Alternatively, the SwRI controller may be used to control the electronic transmission, but this will require 

a considerable amount of mapping beyond that originally anticipated. 
TASK 6 - FUEL/ENGINE/SYSTEM 

DESIGN OPTIMIZATION 

Fuel Specification Optimization 

The primary purpose of fuel additives blended with ethanol is to make the ethanol fuel easier to vaporize 

in the engine. The improved fuel vaporization will +pact the following vehicle operating parameten: 

(1) COLD-START: Selected fuel additives will improve the cold-startability of the vehicle. These 

additives reduce the necessity of 1) having to achieve very fine fuel droplets out of the injectors, 

2) having to use high energy or multiple sparks in the ignition, and 3) having to use radically 

different injection timing strategies during start-up. 

(2) TRANSIENT COMPENSATION: Selected fuel additives will ease the problem of transient 

compensation. With a fuel that vaporizes more quickly and easily, the need to enrich during 

increased load transients and enlean during decreased load transients is significantly reduced. This 

makes control of the equivalence ratio easier, which helps reduce emissions. 

(3) FUEL TANK SAFETY: Ethanol, when blended with fuel additives in sufficient quantity, will lower 

the temperature range of flammable mixtures below the most common ambient temperatures. Thus, 

fuel additives ease the problem of fuel tank safety by reducing or eliminating the requirements of fuel 

tank flame arresters. 

(4) EVAPORATIVE EMISSIONS: The moR volatile fuel additives will significantly increase the 

difficulty of the ethanol fuel to meet future enhanced evaporative emissions levels. 

(5) TAILPIPE EMISSIONS: The volatile fuel additives may adversely affect the reactivity factor of the 

tailpipe emissions. Also, the exhaust gas composition that must be handled by the catalyst will 

become more complicated as volatile additives are inc~ased. 

(6) RENEWABLE FUELS: Ethanol is a renewable fuel while petroleum fuels are not. Therefore, 

increases in volatility enhancers decrease the renewable fuel content of the fuel mixture. 

Optimization of the fuel specification wiU involve comparing the fuel additive advantages of Items 1-3 

above versus the disadvantages of points 4-6. This comparison will require some quantitative assessment 

of these advantages and disadvantages, obtained through engine-test cell and in-vehicle testing of different 

hardware configurations with selected fuel formulations. 

One additional point to consider is that the advantages of fuel additives of items (1) and (2) decrease with 

ambient temperature, with rhe disadvantage of item (4) increasing with ambient temperature. Thus, one 

possible solution is to use a seasonally adjusted fuel (similar to gasoline seasonality) specification, using 

more additives in the winter to gain the benefits cited in (1) and (2) and less additives in the summer to 

relieve the disadvantage cited in (4). It is reasonable to assume that alcohol blends should be seasonally 

adjusted just as are gasoline blends. 

The amount of fuel additives required for satisfactory cold-start is directly dependent on the success of 

the alternative starting snategy based on the fine-spray injectors and high-energy ignition system. The 

more successful the alternative starting strategy, the less he1 additives will be required. However, fuel 

tank safety might also set limits on minimum amounts of volatility enhancers. 
EngineJCatalyst Control Optimization 

The operation of the catalyst is intimately connected to the operation of the engine. In addition to the 

normal air-to-fuel ratio control to stoichiomeuy when the catalyst is hot, it will be necessary to determine 

the optimal air-to-fuel ratio schedule as required by the catalyst during start-up and secondary air injection 

rates. Start-up enginelcatalyst control optimization will be accomplished by performing cold-start tests 

on the vehicle. By measuring light-off time and vehicle-out emissions as a function of engine controller 

air-to-fuel ratio schedule and air injection, the optimal operation with respect to emissions. Typically, 

fuel-rich operation and air addition are required for rapid catalyst light-off. In addition, if an EHC or 

burner is used control of these systems will also be necessary. 

Transient compensation of the air-to-fuel ratio must also be studied, such that any variations in the air-tofuel ratio during transient acceleration and deceleration affect the catalyst performance as little as possible. 

To minimize any ill effects, transient vehicle-out emissions will be measured using different controller 

strategies, such that an optimum tradeoff between emissions and driveability is achieved. 

Transmission Control 

A study of the ofiginal equipment manufacturer (OEM) transmission control used by the T~UNS FFV will 

be performed. This study will identify the transmission-related interplay necessary between the new ECU 

and the stock Taurus FFV ECU. Also, the existing transmission control strategy will be reviewed to 

identify any possible changesfipmvements when powering the vehicle with ethanol. If necessary, 

transient emissions testing will be undertaken to determine what transmission controi strategy results in 

best tradeoff between emissions and driveability. 
Andeson, J. W. (1983), "Fuel Methanol Additives: Issues and Concerns," 10th Energy Technology 

Conference, Washington, DC, February, 198 3. 

Baudino, J., Voelz, F., Marek, N. (1993). "Emissions Testing Of Three Illinois E85 Demonstration Fleet 

Vehicles," Tenth International Symposium on Alcohol Fuels, Colorado Springs, Colorado. 

Decker. G., Heinxich. H., Kroll, M, beck, H. (1993). "Field Experience and Progress of VoUcswagen's 

Multi Fuel Vehicles," Tenth International Symposium on Alcohol Fuels, Colorado Springs, Colorado. 

Engler, B., Linder, D., Lox, E., Ostgathe, K, Schafer-Sindlinger, A.. Muller, W. (1993). "Reduction of 

Exhaust Gas Emissions by Using Hydrocarbon Adsorber Systems," SAE Paper 930738. 

Fanick, E.R. Russell, J.A., Likos, W.E., Smith, L.R. (August, 1980), "Methanol Fuel Additive 

Demonstration," Interim Report p~pared for CARB, SCAQMD, and CEC, Contract No. A832-123, 

August, 1980. 

Heimrich, M., Albu, S., Osbom, J. (1991). "Electrically-Heatcd Catalysts System Conversion on Two 

Current-Technology Vehicles," SAE Paper 9 106 12. 

Heywood, J.B., et al. (1972). "Time-Resolved Measurements of Hydrocarbon Mass Flowrate in the 

Exhaust of a Spark-Ignition Engine," SAE paper 7201 12 

Heywood, I.B. (1988). Internal Combustion Eneine Fundamentals, McGraw-Hill Publishing Company, 

New York. 

Hinze, P.C. and Cheng, W.K. (1993). "Flame Kernel Development in a Methanol Fueled Engine," SAE 

paper 932649 

Hochmuth, J., Burk, P., Tolentino, C., Mignano, M. (1993). "Hydrocarbon Traps for ControUng Cold-start 

Emissions," SAE Paper 930739. 

Jorgensen, S. W. (1 98 8). "Compression Temperatures in a Cold Cranking Engine," S AE paper 8 80045. 

Keller, JL., Nakaguchi, G.M. and Ware, J.C., (July 1978). "Methanol Fuel Modifications for Highway 

Vehicle Use," U.S. Department of Energy, Washington, DC, HCP/W3683-18, July, 1978. 

Kroll, M., Decker, G., Hartung, A., Postuka, A., and Georgi, B. (1993). "Influence of Fuel Composition 

on NMOG-Emissions and Ozone Forming Potential," SAE paper 932676. 

Kroll, M., Decker, G., Hartung, A., Postulka, A., Georgi, B. (1993). "Influence of Fuel Composition on 

NMOG Emissions and Ozone Forming Potential," SAE Paper 932676. 

Marshall, W. (1 994). Personal conversation. Recent testing at National Institute for Petroleum and 

Energy Research WER), BDM Oklahoma, on a fleet of several cars fueled by E85 has resulted in a 

suggested ozone forming reactivity factor for ethanol-fueled exhaust of 0.68. 
REFERENCES (Cont'd) 

Naegeli, D.W. and Owens, E.C. (1984). "Final Report on Investigation of Alcohol Combustion Associated 

Wear in Spark Ignition Engines: Mechanisms and Lubricant Effects," Interim Report AFLRL No. 176, 

U.S. Army Fuels and Lubricants Research Laboratory. Southwest Research Institute, San Antonio, Texas, 

December. 

Naegeli, D.W. (1989). "Combustion Associated Wear in Alcohol-Fueled Spark Ignition Engines," SAE 

Paper No. 891641, Presented at the Future Transportation Technology Conference and Exposition in 

Vancouver, British Columbia, August. 

Newkirk, M., Smith, L., Ahuja, M., Albu, S., Santoro, S., Leonard, J. (1992). "Formaldehyde Emissions 

Control Technology for Methanol-Fueled Vehicles: Catalyst Selection," SAE Paper 920092. 

Owens, E.C.. Marbach, H.W. Jr., Frame, E.A. and Ryan, T.W. 111 (1980). "Effects of Alcohol Fuels on 

Engine Wear," SAE Paper No. 800857. 

Quissek, F., Zelenka, P., Hulak, K., Kapus, P. (1992). "Cold-start Performance Comparison of AlcoholFueled Engines with In-Cylinder and Port Fuel Injection." SAE Paper 920003. 

Ryan, T.W. III, Naegeli, D.W., Owens, E.C., Marbach, H.W. Jr. and Barbee, J.G. (1981). "The Mechanism 

Leading to Increased Cylinder Bore and Ring Wear in Methanol Fueled S.I. Engines," SAE Paper No. 

81 1200. 

Siewert, R.M., and Groff, E.G. (1987). "Unassisted Cold Starts to -29 C and Steady-State Tests of a 

Direct-Injection Stratified-Charge (DISC) Engine Operated on Neat Alcohols," SAE paper 872066. 

Sinor, J.E., and Bailey, B.K. (1993). "Current and Potential Future Performance of Ethanol Fuels," SAE 

paper 930376. 

Socha, L., Thompson, D.; Weber, P. (1993). "Reduced Energy and Power Consumption for ElectricallyHeated Extruded Metal Converters," SAE Paper 930383. 

Socha, L., Thompson, D. (1992). "Electrically Heated-Extruded Metal Converters for Low Emissions 

Vehicles," SAE Paper 920093. 

Summers, J., Skowmn, J., Miller, M. (1993). "Use of Light-Off Catalysts to Meet the California 

LEV/ULEV Standards," SAE Paper 930386. 
Appendix A: Custom Board Designs 

Custom MC68HC11 Microcontroller Board 

The SwRI custom MC68HCll Microcontroller Board is based on the Motorola MC68HC8 1 1E2N 

microconmller. By changing the 2K EEPROM program, this board can be used for general purpose 

hardware tasks. The board also contains a 2.5-inch x 2.5-inch prototyping area, suitable for handwired, custom hardware. Schematic diagrams for this board are shown in Figures A-1 and A-2, with a 

parts list in Table A- 1. 

TABLE A-1. MC68HCll MICROCONTROLLER BOARD PARTS LIST 

As seen in Figure 32, the MC68HCll microcontroller board will be used in the ethanol-fueled vehicle 

controller when a multiple spark-ignition scheme is used. Based on timing and duration-type signals 

supplied by the 67F687 engine conaoller board, the MC68HC 11 microcontroller board will drive the 

ignition circuits on a second injector/spark driver board. In this way, on the order of fifty 10 ms 

sparks will be delivered during each cycle. 

I 

* 

Vendor 

DCI 

Hallmark 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digkey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Newark 

Digikey 

Digikey 

Digikey 

Digikey 

Quantity 

1 

1 

1 

1 

3 

1 

3 

1 

11 

1 

3 

3 

1 

3 

11 

1 

1 

3 

2 

1 

1 

1 

2 

1 

1 

1 

Description 

Custom printed circuit board 

MotoroUa EEPROM 

microcontroller 

CMOS 8MHz oscillator 

Serial interface chip 

Comparator 

7805 5V regulator 

10V 1 W Zener diodes 

Green LED 

10K 1/8W Resistors 

47K 1/8W Resistors 

5K 1/8W Resistors 

200K 1/8W Resistors 

100 1/8W Resistor 

10K Potentiometer 

1.0 microF caps 

100 microF cap 

52 pin PLCC socket 

8 pin solder tail socket 

14 pin solder tail socket 

16 pin solder tail socket 

20 pin solder tail socket 

7 screw terminal strip 

50 pin, 2 row header 

10 pin, 2 row header 

8pin,2rowheader 

12 pin, 2 row header 

Part # 

n/a 

MC68HC8 1 1E9FN 

CTX112 

MAX23 3CPP-ND 

LM3 1 1N-ND 

LM78LOSACZ-ND 

1N4740A 

LU70022-ND 

10KE 

47KE 

5KE 

200KE 

100KE 

3299Y- 103-ND 

no73 

P1245 

A4 18-ND 

ED3108 

ED31 14 

ED3116 

ED3 120 

44F44 1 8 

S2012-50-ND 

S2012-10-ND 

S2012-08-ND 

$2012-08-ND 


Custom .67F687 Engine Controller Board 

The SwRI custom 67F687 engine controller board provides the primary interface between the PC 

controller brain (or TMS320C30 DSP brain) and the engine. Based on the Silicon Systems 67F687 

engine controller chip, this board provides for injector and spark timing, and computes crank/cam 

position and engine speed computations from crank and cam sensors (either the stock magnetic 

pickups or more accurate optical encoders). 

The electronic schematics for this board are shown in Figures A-3 and A-4, and the parts list is given 

in Table A-2. 

TABLE A-2. 67F687 ENGINE CONTROLLER BOARD PARTS LIST 

Custom InjectorISpark Driver Board 

The SwRI custom injectorlspark driver board combines all of the power electronics necessary to drive 

an electronic fuel injectedJelectronic ignition spark ignited. 8 cylinder engine (assuming double-ended 

coils). It further provides the flexibility to choose either fold-back (current controlled) injector drivers, 

or standard MOSFET injector drivers. It was specifically designed to be controlled by the SwRI 

custom 67F687 Engine Controller Board, but may also be controlled by the MC68HCll 

Quantity 

1 

1 

2 

1 

1 

1' 

1 

1 

1 

1 

1 

1 

2 

1 

1 

4 

2 

1 

2 

1 

4 

2 

2 

2 

1 

2 

Part # 

n/a 

HS 106-ND 

S2012-50-ND 

84F431 

84F462 

67F687-M 

AmPAL22VlOAP 

C 

LM393N-ND 

87F68 15 

ED3 108 

ED3 124 

X077 

1N4740A 

LU70022-ND 

LM78LOSACZND 

PlOOO 

P2078 

P 1245 

P4402 

l00E 

2.0KE 

5.1KI 

lOKE 

200KE 

1 .OME 

3299Y- 103-ND 

Vendor 

DCI 

Digikey 

Digdcey 

Newark 

Newark 

Hallmark 

Newark 

Digikey 

Newark 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digikey 

Digdcey 

Description 

custom printed circuit board 

TO-220, compact heat sink 

50 pin, 2 row header 

7 pin, 90 deg. term header with open ends 

7 pin, standard plug 

67F687-M engine controller chip 

AMD 22V10 (35ns) PAL in SKINNYDIP 

National Sem. LM393 dual comparator 

Amp 821574-1 68 pin PLCC socket 

8 pin solder tail socket 

24 pin solder tail SKINNYDIP socket 

16.0 MHz quark crystal 

10V zener diode 

Green LED 

7805 5V regulator 

0.001 microF, l00V P&F capacitor 

1.0 micmF caps 

100 micmF cap 

15 pF, 500V ceramic disk capacitor 

100 ohm 1/8W resistor 

2K 1/8W resistor 

5K 1/8W resistor 

10K 1/8W resistor 

200K ohm 1/8W resistor 

1M 1/8W resistor 

10K potentiometer 


The electronic schematics for the injectorlspark driver board are shown in Figures A-5 through 

A-8, and the parts list is given in Table A-3. 

TABLE A-3. INJECTORfSPARK DRIVER BOARD PARTS LIST 

Vendor 

DCI 

Newark 

Newark 

Digikey 

Digikey 

Digikey 

Digikey 

Newark 

Newark 

Digikey 

Digikey 

Newark 

Newark 

Newark 

Digikey 

Digikey 

Digikey 

Digikey 

Newark 

Newark 

Newark 

Newark 

Part # 

n/a 

MC348-454-2 

IRLZ34 

1 .SKES 1A-ND 

HGTPlSN40EI 

1N4732A 

HS112-ND 

13F3501 

13F142 

47KQ 

560E 

44F6293 

44F6293 

44F6293 

PlOOO 

Pl020 

P4412 

S2012-5GND 

84F454 

84F434 

84F467 

84F465 

Description 

custom printed circuit board 

4A max, 1A cont fold-over injector driver 

23A, logic level HEXFET MOSFETS 

4 1 V, 1500WZener diode voltage suppressot 

Hams HGTPlSN40. 15A IGBT 

4.7V, 1 W zener diode 

TO-220, 6W heat sink 

400 ohm, 3W resistor 

0.1 ohm, 3W resistor 

47K1/4Wresistor 

560ohm,1/8Wresistor . 

560 ohm, isolated resistor SIP -' 

22K ohm, isolated resistor SIP 

220 ohm, isolated resistor SIP 

0.001 microF, lOOV P&F capacitor 

0.0047 micro5 l0V P&F capacitor 

100 pF, 500V ceramic disk 'capacitor 

50 pin, 2 row header 

12 pin, 90 deg term header with open ends 

10 pin, 90 deg tern header with open ends 

12 pin, standard plug 

10 pin, standard plug 

Quantity 

1 

8 

8 

8 

4 

1 

12 

8 

8 

4 

1. 

2 

2 

2 

8 

1 

10 

1 

1 

1 

1 

1 




NSN 7540-01 -280-5500 

REPORT DOCUMENTATION PAGE 

Standard Form 298 (Rev. 2-89) 

Prescribed by ANSI Std. 239-18 

298-1 02 

Form Approved 

OMB NO. 0704-0188 

Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data 

sources, galhering and maintaining the.data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other 

aspect of thls collection of ~nformatlon, lncludlng suggestions for reduc~ng this burden, to Washington Headquarters Sewlces, Directorate for lnformation Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503. 

1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 

February 1995 

3. REPORT TYPE AND DATES COVERED 

Subcontract report 

4. TITLE AND SUBTITLE 

Development of a Dedicated Ethanol Ultra-Low Emission Vehicle (ULEV) System Design 

6. AUTHOR(S) 

G. Bourn, T. Callahan, L. Dodge, J. Mulik, D. Naegeli, K. Shouse, L. Smith, and K. Whitney 

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 

Southwest Research Institute 

6220 Culebra Road 

San Antonio, Texas 78228-051 0 

9. SPONSORlNGlMONlTORlNG AGENCY NAME(S) AND ADDRESS(ES) 

National Renewable Energy Laboratory 

1 61 7 Cole Boulevard 

Golden, CO 80401 -3393 

11. SL~PPLEMENTARY NOTES 

5. FUNDING NUMBERS 

(C) YAW-3-12243-01 

(TA) FU421010 

8. PERFORMING ORGANIZATION 

REPORT NUMBER 

DE95004016 

10. SPONSORING/MONlTORlNG 

AGENCY REPORT NUMBER 

NREUP-425-6722 

12a. DISTRIBUTION/AVAILABILlTY STATEMENT 

National Technical Information Service 

U.S. Department of Commerce 

5285 Port Royal Road 

Springfield, VA 22161 

12b. DISTRIBUTION CODE , 

UC 1504 

13. ABSTRACT (Maimurn 200 words) 

The objective of this project is to develop a commercially competitive vehicle powered by ethanol or an ethanol blend. The vehicle must be designed to meet 

California's ultra-low emission vehicle (ULEV) standards and to achieve equivalent corporate average fuel economy (CAFE) energy efficiency for a light-duty 

passenger car application. This report summarizes a design study completed after six months of work on the project. The study resulted in recommendations for 

ethanol-fuel blends and for changes to the vehicle design. 

15. NUMBER OF PAGES 

89 

16. PRICE CODE 

20. LIMITATION OF ABSTRACT 

14. SUBJECT TERMS 

Alternative fuels, ethanol, emissions, ultra-low emission vehicle, corporate average fuel economy (CAFE) standards 

19. SECURITY CLASSIFICATION 

OF ABSTRACT 

17. SECURITY CLASSIFICATION 

OF REPORT 

18. SECURITY CLASSIFICATION 

OF THIS PAGE