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C
A
,
B
T
D
C
)
E0 E10 E20
E40 E60
Fig. 3. Variation of MBT versus compression ratio (engine speed:
2000 rpm).
5
10
15
20
25
30
35
40
8 9 10 11 12 13 14
Compression Ratio
I
g
n
i
t
i
o
n
T
i
m
i
n
g
a
t
K
n
o
c
k
i
n
g
L
i
m
i
t
(
C
A
,
B
T
D
C
)
E0
E10
E20
E40
E60
Fig. 4. Variation of detonated ignition timing versus compression ratio
(engine speed: 2000 rpm).
H.S. Yu cesu et al. / Applied Thermal Engineering 26 (2006) 22722278 2275
ratio of 8:1, the engine torque increased with E0 fuel by
14.6% at 3500 rpm and 18.4% at 5000 rpm engine speeds,
respectively. The maximum increase in the engine torque
was obtained with E60 fuel by 19.2% and 21.5% at
3500 rpm and 5000 rpm, respectively. At the compression
ratio of 13:1 compared with compression ratio of 8:1, the
improvement of BSFC with E0 fuel was about 10.4% and
13.6% at 3500 rpm and 5000 rpm engine speeds, respec-
tively. The improvement of BSFC with E60 fuel was about
14.7% and 17% at 3500 rpm and 5000 rpm engine speeds,
respectively.
Variations of MBT with the compression ratio at
3500 rpm and at 5000 rpm are shown in Fig. 7 and in
Fig. 8, respectively. At higher compression ratios, MBT
values were close at all fuel blends compared with
2000 rpm engine speed. It can be seen from the graphics
that MBT is not only related to compression ratio and type
of fuel but also related to the engine speed. Increasing com-
pression ratio increases the temperature of end gas area
which caused detonation. The resistance of the mixture to
the detonation is important in this area. One of the most
important parameters aecting the engine performance is
26
28
30
32
34
36
8 9 10 11 12 13
Compression Ratio
T
o
r
q
u
e
(
N
m
)
240
290
340
390
440
490
B
S
F
C
(
g
/
k
W
h
)
E0 E10 E20
E40 E60
Fig. 5. Variation of engine torque and BSFC versus compression ratio
(engine speed: 3500 rpm).
20
22
24
26
28
30
32
8 9 10 11 12 13
Compression Ratio
T
o
r
q
u
e
(
N
m
)
240
280
320
360
400
440
480
B
S
F
C
(
g
/
k
W
h
)
E0 E10 E20
E40 E60
Fig. 6. Variation of engine torque and BSFC versus compression ratio
(engine speed: 5000 rpm).
12
16
20
24
28
32
36
7 8 9 10 11 12 13 14
Compression Ratio
M
B
T
(
C
A
,
B
T
D
C
)
E0 E10 E20
E40 E60
Fig. 7. Variation of MBT ignition timing with compression ratio (engine
speed: 3500 rpm).
20
24
28
32
36
40
7 8 9 10 11 12 13 14
Compression Ratio
M
B
T
(
C
A
,
B
T
D
C
)
E0 E10 E20
E40 E60
Fig. 8. Variation of MBT ignition timing with compression ratio (engine
speed: 5000 rpm).
560
580
600
620
640
660
680
700
720
740
760
780
800
820
7 8 9 10 11 12 13 14
Compression Ratio
E
x
h
a
u
s
t
T
e
m
p
e
r
a
t
u
r
e
(
C
)
E0 E10 E20
E40 E60
3500 rpm
2000 rpm
5000 rpm
Fig. 9. Variation of exhaust gas temperature versus to compression ratio.
2276 H.S. Yu cesu et al. / Applied Thermal Engineering 26 (2006) 22722278
octane number of the used fuel especially at low engine
speed. As the engine speed increases, the ame surface to
be formed by spark plug reaches rather early to the end
gas area and the probability of the detonation decreases.
However it must be indicated that the octane number
has an important eect on detonation. Because of the
increasing octane number, higher engine torque was
obtained. In the experiment the E60 fuel enabled to
increasing the MBT at 5000 rpm engine speed so the higher
torque was obtained.
Variations of the exhaust gas temperature depending on
the compression ratios are shown in Fig. 9 for 2000, 3500
and 5000 rpm engine speeds. In general, the exhaust gas
temperatures decrease with increasing compression ratio.
Increasing compression ratio increases the pressure and
temperature of the mixture at the end of the compression
stroke and decreases the advanced timing requirement for
the MBT. The amount of energy converted to the useful
work increases. However, use of fuels with lower octane
number like E0, aected the combustion process badly
after the 10:1 compression ratio. This situation was
improved using fuels with higher octane number and
increasing engine speed.
Variations of the CO and HC emissions depending on
the compression ratio are shown in Figs. 10 and 11 at
2000, 3500 and 5000 rpm engine speeds. Especially, consid-
erable decrease was observed when the fuels contained
higher amount of ethanol like E40 and E60. The most sig-
nicant decrease in CO emission was observed with the use
of E40 and E60 fuels at 2000 rpm engine speed. Average
decreasing ratios of CO emission were 11% and 10.8%
for E40 and E60, respectively. In respect of HC emissions,
the highest decreases were observed at 5000 rpm engine
speed as 9.9% and 16.45% for E40 and E60, respectively.
Decreasing ratio of HC emission was found to be higher
than that of CO emissions.
4. Conclusions
In this work the following results were obtained:
With increasing compression ratio up to 11:1, engine
torque increased with E0 fuel, at 2000 rpm engine speed.
Compared with the 8:1 compression ratio, the increment
ratio was about 8%. At the higher compression ratios
0.4
0.5
0.6
0.7
0.8
0.9
7 8 9 10 11 12 13 14
Compression Ratio
C
O
(
v
o
l
%
)
E0 E10 E20
E40 E60
2000 rpm
0.4
0.5
0.6
0.7
0.8
0.9
7 8 9 10 11 12 13 14
Compression Ratio
C
O
(
v
o
l
%
)
3500 rpm
0.5
0.6
0.7
0.8
0.9
1
1.1
7 8 9 10 11 12 13 14
Compression Ratio
C
O
(
v
o
l
%
)
5000 rpm
Fig. 10. Variation of CO emission versus compression ratio.
120
140
160
180
200
220
240
260
E0 E10
E20 E40
E60
2000 rpm
40
60
80
100
120
140
160
180
7 8 9 10 11 12 13 14
7 8 9 10 11 12 13 14
7 8 9 10 11 12 13 14
3500 rpm
20
40
60
80
100
120
Compression Ratio
Compression Ratio
Compression Ratio
H
C
(
p
p
m
)
H
C
(
p
p
m
)
H
C
(
p
p
m
)
5000 rpm
Fig. 11. Variation of HC emission versus compression ratio.
H.S. Yu cesu et al. / Applied Thermal Engineering 26 (2006) 22722278 2277
the torque output did not change noticeably. At 13:1
compression ratio compared with 8:1 compression ratio,
the highest increment was obtained for both fuels E40
and E60 as nearly 14%.
At 11:1 compression ratio compared with 8:1, the BSFC
of E0 fuel reached minimum value and decreased about
10%, after this compression ratio the BSFC increased.
The considerable decrease of BSFC was about 15% with
E40 fuel at 2000 rpm engine speed. The highest improve-
ments of BSFC were obtained with E60 fuel as 14.5%
and 17% at 3500 and 5000 rpm engine speeds,
respectively.
In the experiment related to compression ratio, detona-
tion of the ethanol-containing fuels compared with E0
sometimes happened in higher ignition timing. The
higher rate of the ethanol-containing fuels had an
advantage to reach MBT.
Exhaust gas temperature tended to decrease depending
on compression ratio generally. However from 10:1
compression ratio for fuels with low octane number like
E0, the detonation increases. Due to the poor combus-
tion, the exhaust gas temperature increases. This situa-
tion is prevented using fuel with high octane and
increasing engine speed.
The fuels containing high ratios of ethanol; E40 and E60
had important eects on the reduction exhaust emis-
sions. The maximum decrease was obtained with E40
and E60 fuels at 2000 rpm engine speed. The average
decreases were found to be 11% and 10.8% with E40
and E60, respectively. The better decrease was obtained
with HC compared with CO. The maximum decrease in
HC emission was obtained using E60 as average of
16.45% at 5000 rpm engine speeds.
Acknowledgements
This study was supported by Gazi University Scientic
Research Foundation in frame of the project code of
TEF.07./2002-27. The fuel tests were performed by Petro-
leum Research Center of METU. As researchers, we thank
Scientic Research Foundation of Gazi University and
Petroleum Research Center of METU.
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