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Technical Seminar Report On MODIFICATIONS IN GASOLINE ENGINES FOR USE OF ETHANOL FUEL
Submitted by
Sughosh D. Deshmukh
Under the guidance of Prof. M. P. Joshi
SHRI RAMDEOBABA COLLEGE OF ENGINEERING AND MANAGEMENT, NAGPUR, INDIA-440013 Department of Mechanical Engineering
CERTIFICATE
This is to certify that Sughosh D. Deshmukh has completed the technical seminar work on Modifications in gasoline engines for use of
Acknowledgement
I am thankful to my guide Prof. M. P. Joshi whose personal enrolment in the technical seminar presentation and report has been a major source of inspiration for me to be flexible in my approach and thinking for tackling various issues. He assumes the critical role of ensuring that I am always on the right track. I also extend my gratitude to Prof. M. M. Gupta (H.O.D, Mechanical Dept.) without whose support, co-operation and guidance this paper presentation would not have been a success. Last but not the least we would like to say a big thanks to all the staff and assistants of mechanical department.
Abstract
The prices of fuels are rising to new heights day after day. Driving for pleasure has been a thing of past. The need for using some alternatives for gasoline or diesel fuel is the need of the hour. Some alternative fuels like CNG, LPG, LNG, Hydrogen gas, Alcohols, biodiesel etc are thought of after petrol and diesel. One such alternative fuel that can be used in place of petrol especially is ethanol fuel. Due to differences in the properties of ethanol fuel and gasoline fuel, the engine designed for gasoline fuel cannot be used for ethanol fuel directly. There are some modifications that are needed in the engine for use of ethanol fuel. This report tries to explain some such modifications which are necessary in gasoline engine for the use of ethanol fuel.
Index
1. Introduction to ethanol and properties----------------------------------7 2. Comparison between different fuels ------------------------------------8 3. Modifications --------------------------------------------------------------9 3.1. Mainjet changes-------------------------------------------------------10 3.2. Idle orifice changes---------------------------------------------------11 3.3. Power valve changes-------------------------------------------------12 3.4. Accelerator pump changes-------------------------------------------13 3.5. Compression ratio changes------------------------------------------14 3.6. Cold weather starting-------------------------------------------------16 3.7. Thermostat changes---------------------------------------------------17 4. Initial use of alcohol fuel-------------------------------------------------18 5. Fuel injection systems-----------------------------------------------------19 6. Benefits of using ethanol fuel--------------------------------------------20 7. Disadvantages of ethanol fuel--------------------------------------------21 8. Common ethanol fuel mixtures------------------------------------------22 9. Conclusion-----------------------------------------------------------------23 10. References------------------------------------------------------------------24
Introduction to ethanol
Ethanol is the systematic name defined by the IUPAC nomenclature of organic chemistry for a molecule with two carbon atoms (prefix "eth-"), having a single bond between them (suffix "-ane"), and an attached -OH group (suffix "-ol"). It is a volatile, flammable, and colourless liquid. Best known use of ethanol is found in alcoholic beverages, it is also used in thermometers, as a solvent, and as a fuel. In common usage, it is often referred to simply as alcohol or spirits. The molar mass of ethanol is 46.07 g/mol. The density of ethanol is 0.785 g/cm3. Heat of vaporization is 840 kJ/kg. Ethanol has a boiling point of 78.37 oC and melting point of -114 oC The vapour pressure at 20 oC is 5.95 KPa. Viscosity of the compound at 20 oC is 0.0012 Pa-s. Ethanol is a versatile solvent, miscible with water and with many organic solvents,including aceticacid, acetone, benzene, carbontetrachloride, chloroform , ethylene glycol, glycerol, nitro methane, and toluene. It is also miscible with light aliphatic hydrocarbons, such as pentane and hexane, and with aliphatic chlorides such as trichloroethane and tetrachloroethylene. Ethanol's miscibility with water contrasts with the immiscibility of longer-chain alcohols (five or more carbon atoms), whose water miscibility decreases sharply as the number of carbons increases. Ethanol-water mixtures have less volume than the sum of their individual components at the given fractions. Ethanol has a high self ignition temperature of around 326 oC, as compared to petrol (240-280 oC) or diesel (210 oC).
25.3 26.8
~55 50
33.5
46.8
100/130 (lean/rich)
33.7
47.1
93/94
34.8 38.6 50
44.4 45.4 23
Modifications
Required for converting gasoline engines for use of ethanol fuel
The engine which is designed for the use of gasoline fuel cannot be used with ethanol fuel. Ethanol has higher octane rating than petrol. Hence compression ratio to be achieved while using ethanol is more than that while using petrol. Also, the calorific value of ethanol is less than petrol; hence more fuel is needed to be burnt to obtain a certain amount of energy, as compared to petrol. Ethanol is a cleansing agent. When used in engine, it cleans the dirt and filth is formed in the engine. This may damage some parts of the engine and make them useless. Taking into account all these properties of ethanol, certain modifications are required in the engine. The modifications vary depending on the maker of the engine, technologies used, percentage of ethanol to be used as fuel, etc. Major areas where modifications are necessary are as follows.
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In order to adapt the accelerator pump to use alcohol effectively, the size of the injection orifice needs to be increased. (anywhere from 10 to 25% is fine.) As an alternative to enlarging the hole, simple adjustment of the stroke length of the pump arm in order to feed more fuel is sufficient. Most carburettors installed on recent engines already have a provision for seasonal adjustment, so it's just a matter of putting the pump on its richest setting. Other carburettors, too, have threaded rods that can be adjusted to accomplish the same thing.
Where, b= cylinder bore (diameter) s= piston stroke length Vc= clearance volume. CR is the ratio cylinder volume when piston is at BDC to the cylinder volume when piston is at TDC. This modification will do a great deal to improve engine performance and economy. The compression ratio hike will take advantage of the potential that ethanol has to offer as a fuel. Optimally, the ratio can be increased to 14- or 15to-1. But even a nominal increase to 12-to-1 will result in a vast improvement over the standard 8- or 8.5-to-1 that most manufacturers incorporate into their engines today. The most inexpensive way to increase the compression ratio is to install a set of high compression pistons. The forged units are designed to pack the air/fuel charge tightly into the combustion chamber for increased power, and have special relief notches built into their heads for valve clearance. However, some engines may not tolerate a 15-to-1 compression ratio with standard connecting rods and bearings. These components, too, may have to be replaced with high-strength competition grade parts. Another way of increasing compression ratio slightly is by "milling'' the surfaces of the cylinder head and/or block. A third - and perhaps the most versatile - way of effectively increasing the compression ratio is by installing a turbocharger. These units, although range high in price, provide a pressure boost in the combustion chamber
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proportional to the engine's RPM. Hence, compression would not be excessive during engine start-up as it would be with the other methods. No problem is encountered with a severe compression ratio increase, unless switching back to gasoline fuel. To switch back to gasoline, installing a water injection cooling system that would allow operating the car even on regular fuel without fear of detonation would be helpful.
Fig. 7: A turbocharger
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Thermostat changes
In order to get maximum efficiency from your engine, the thermostat within the engine block may need to be changed. A thermostat is designed to hold the coolant within the cylinder head till it achieves the desired temperature. Depending on the engine's operating conditions, the thermostat may cycle open and shut regularly over the span of a few minutes. The thermostat decides the temperature at which the coolant will enter the head. As the working temperature of an ethanol fuel engine is less than that of a petrol engine, the thermostat may need to be changed.
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In effect, suddenly a lot of filth will be floating around in fuel. And it may be enough to clog the fuel filter to the point of not allowing any fuel to pass. Loosened internal engine deposits can foul the spark plugs badly. In addition to the fact that alcohol is a cleaning agent, it is also a solvent. And this means that certain types of plastics used in the fuel system of the engine may be attacked by it. In engines that use plastic components, however, there are several areas of potential deterioration: 1. within the fuel tank, both the float and the strainer on the fuel intake tube may be plastic. 2. The fuel lines themselves if they are the clear, flexible type, may also soften. 3. The fuel pump diaphragm may also be subject to failure. 4. Plastic in-line fuel filters should be replaced with metal ones. 5. Many modern carburettors use plastic float needles, seals, and floats. Of course, not all plastics are subject to corrosion, and neither are all types of rubber. Generally, butyl rubber (like the type used in inner tubes) should be avoided.
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Conclusion
For use of ethanol in engine, with alcohol percentage above 85%, some modifications are required. The modifications can be summarised as in the following table.
Intake manifold
Ignition system
NO NO NO YES YES
NO NO NO YES YES
NO NO NO YES YES
NO NO NO NO YES
Ethanol blend
Fuel injection
Carburetor
Fuel pump
Fuel filter
Motor oil
Fuel tank
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References
Internal Combustion engines- V Ganesan, 4th edition TMH publications.
"Sustainable bio-fuels: prospects and challenges Joseph (2007) in The Royal Society (2008). Hydrous ethanol vs. gasoline-ethanol blend: Engine performance and
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