Flex Fuel Vehicle Performance and Corrosion Study of E85 Fuel with Chloride Addition

Clark, Shaleen; Studzinski, William

doi:10.4271/2010-01-2088

Cited by 8 publications

(3 citation statements)

References 9 publications

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“…Especially, the combination of chloride ions and acetic acid has a strong influence on corrosion formation with ethanol blends. Likewise, the injected ethanol vapour during cold start leads to corrosion on the surface of the combustion chamber due to lack of lubrication and oil dilution 154 . Mostly, the formation of corrosion with ethanol blends on engine components is based on the mechanism of galvanic corrosion 167 .…”

Section: Materials Compatibility Characteristics Of Flex‐fuel Enginementioning

confidence: 99%

“…Likewise, the injected ethanol vapour during cold start leads to corrosion on the surface of the combustion chamber due to lack of lubrication and oil dilution. 154 Mostly, the formation of corrosion with ethanol blends on engine components is based on the mechanism of galvanic corrosion. 167 Since the electrical conductivity of ethanol blends is higher than gasoline, any contaminants that increase the electrical conductivity of ethanol cause much more aggressive corrosion.…”

Section: Corrosion Behaviour Of Ffementioning

confidence: 99%

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Critical review on recent progress of ethanol fuelled flex‐fuel engine characteristics

Azhaganathan

Ashok

2022

Intl J of Energy Research

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Summary Ethanol‐powered spark ignition (SI) engines have the potential to mitigate the twin crisis of fossil fuel depletion and exhaust emissions. However, the successful promotion of ethanol is hindered due to the restriction of fuel blend diversity and design features in the conventional SI engine. The fuel flexibility can be overcome by the use of flex‐fuel engine (FFE) technology with appropriate changes in engine design features for a wide range of ethanol blends. The understanding of FFE based on various technical aspects has greater potential in the automotive sector. Therefore, this review paper provides a holistic approach to critically analyze the various technical aspects of FFE. In this work, the application of ethanol blends on FFE output characteristics is reviewed critically considering the effects of engine operating conditions and parameters. Further, the impact of ethanol blends on material compatibility, cold starting characteristics, and unregulated emissions are analyzed. The outcome of the study shows that combustion and performance characteristics such as cylinder pressure(CP), heat release rate (HRR), and brake thermal efficiency (BTE) are improved in FFE operation due to the clean‐burning characteristics of ethanol blends. Also, carbon monoxide(CO) and hydrocarbon (HC) emissions decreased without any significant improvement in nitrogen oxides (NOx) emissions with a wide range of ethanol shares in FFE. Finally, this study summarizes the present status of research in FFE and creates a route towards the direction of multidisciplinary research need in the future that supports the application of different types of biofuels in FFE.

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Section: Materials Compatibility Characteristics Of Flex‐fuel Enginementioning

confidence: 99%

Section: Corrosion Behaviour Of Ffementioning

confidence: 99%

Critical review on recent progress of ethanol fuelled flex‐fuel engine characteristics

Azhaganathan

Ashok

2022

Intl J of Energy Research

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“…For a water content of 1% or lower and without corrosion-inhibiting additives, both pitting and general corrosion of carbon steel were low for relatively high levels of chloride (32 ppm) and acetic acid (56 mg/L); at higher water levels corrosion rates increase dramatically . However, testing of flex fuel vehicle engine fuel system components on fuel blends containing 85% DFE has shown significant levels of component degradation at chloride ion levels as low as 2 ppm. ,, Standard specifications for DFE (ASTM D4806) and ethanol fuel blends (ASTM D5798fuels formerly known as E85, for use in flex fuel vehicles) therefore include a number of parameters to limit the potential for corrosion. These include limits on chloride, acid, and water content, as well as on acid strength measured as pH e (defined and measured by test method ASTM D6423).…”

Section: Introductionmentioning

confidence: 99%

Electrical Conductivity and pH_eResponse of Fuel Ethanol Contaminants

Luecke

McCormick

2014

Energy Fuels

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Electrical conductivity and pH e are used in some parts of the world as fuel specification parameters for denatured fuel ethanol (DFE). Conductivity has been correlated with the presence of corrosive ions such as chloride, and high-conductivity fluids are more likely to cause electrochemical or galvanic corrosion. This study examined how electrical conductivity and pH e of DFE are affected by impurities, including sodium chloride (NaCl), magnesium chloride (MgCl 2 ), hydrochloric acid, magnesium sulfate (MgSO 4 ), sulfuric acid, acetic acid, water, and hydrocarbon denaturant. Conductivity and pH e response data were measured at impurity concentrations permissible by ASTM D4806, the most commonly used specification for DFE. Conductivity was determined to be very responsive to strong acids, NaCl, and MgCl 2 , which have high solubility and dissociation constants in DFE. Molar conductivity of solutions containing these ions measured 40−60 S cm 2 /mol. Conductivity was relatively unresponsive to MgSO 4 (a salt with low solubility), water (up to 1 wt %), hydrocarbon denaturant, and acetic acid, with molar conductivities measuring <2 S cm 2 /mol. Although water produced no conductivity response, it did reduce the molar conductivity of the strong acids by 38% and increased it for MgCl 2 by 25%. Water at 1% by volume also increased the pH e value for all samples to varying degrees. Three common pH e buffering/corrosion-inhibiting additives were tested for pH e and conductivity response. The two products containing pH e buffer raised pH e by about 2 units; the stand-alone corrosion inhibitor decreased pH e by 0.5 units. Sample handling proved to be extremely important because the use of some glass containers versus high-density polyethylene (HDPE) containers resulted in background conductivity as high as 2 μS/cm and could increase pH e by more than 100%. The best results for DFE conductivity and pH e measurement are realized using ethanol-rinsed HDPE containers.

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Ethanol blends in spark ignition engines: RON, octane-added value, cooling effect, compression ratio, and potential engine efficiency gain

et al. 2017

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Downsized spark ignition engines have the benefit of high thermal efficiency; however, severe engine knock is a challenge. Ethanol, a renewable gasoline alternative, has a much higher octane rating and heat of vaporization than conventional gasoline, therefore, ethanol fuels are one of the options to prevent knock in downsized engines. However, the performance of ethanol blends in modern downsized engines, and the contributions of the research octane number (RON), octane sensitivity (defined as RON-MON) and charge cooling to suppressing engine knock are not fully understood. In this study, eight fuels were designed and tested, including four splash blended ethanol fuels (10 vol.%, 20 vol.%, 30 vol.% and 85 vol.% ethanol, referred to as E10, E20, E30 and E85), one match blended fuel (E0-MB) with no ethanol content but the same octane rating as E30, and three fuels (F1-F3) with different combinations of RON and octane sensitivity. The experiments were conducted in a single-cylinder direct-injection spark ignition (DISI) research engine. Load and spark timing sweep tests at 1800 rpm were carried out for E10-E85 to assess the combustion performance of these ethanol blends. In order to investigate the impact of charge cooling on combustion characteristics, the results of the load sweep for E0-MB were compared to those of E30. Load sweep tests were also carried out for F1-F3 to understand the impacts of RON and octane sensitivity on suppressing engine knock. The results showed that at the knock-limited engine loads, splash blended ethanol fuels with a higher ethanol percentage enabled higher engine thermal efficiency through allowing more advanced combustion phasing and less fuel enrichment for limiting the exhaust gas temperature under the upper limit of 850 °C, which was due to the synergic effects of higher RON and octane sensitivity, as well as better charge cooling. In comparison with octane sensitivity, RON was a more significant factor in 2 improving engine thermal efficiency. Charge cooling reduced engine knock tendency through lowering the unburned gas temperature.

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Flex Fuel Vehicle Performance and Corrosion Study of E85 Fuel with Chloride Addition

Cited by 8 publications

References 9 publications

Critical review on recent progress of ethanol fuelled flex‐fuel engine characteristics

Critical review on recent progress of ethanol fuelled flex‐fuel engine characteristics

Electrical Conductivity and pH_eResponse of Fuel Ethanol Contaminants

Ethanol blends in spark ignition engines: RON, octane-added value, cooling effect, compression ratio, and potential engine efficiency gain

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Flex Fuel Vehicle Performance and Corrosion Study of E85 Fuel with Chloride Addition

Cited by 8 publications

References 9 publications

Critical review on recent progress of ethanol fuelled flex‐fuel engine characteristics

Critical review on recent progress of ethanol fuelled flex‐fuel engine characteristics

Electrical Conductivity and pHeResponse of Fuel Ethanol Contaminants

Ethanol blends in spark ignition engines: RON, octane-added value, cooling effect, compression ratio, and potential engine efficiency gain

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Electrical Conductivity and pH_eResponse of Fuel Ethanol Contaminants