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This collection is a resource for studying the history of the evolving technologies that have contributed to snowmobiles becoming cleaner and quieter machines. Papers address design for a snowmobile using E10 gasoline (10% ethanol mixed with pump gasoline). Performance technologies that are presented include: • Engine Design: application of the four-stroke engine • Applications to address both engine and track noise • Exhaust After-treatment to reduce emissions The SAE International Clean Snowmobile Challenge (CSC) program is an engineering design competition. The program provides undergraduate and graduate students the opportunity to enhance their engineering design and project management skills by reengineering a snowmobile to reduce emissions and noise. The competition includes internal combustion engine categories that address both gasoline and diesel, as well as the zero emissions category in which range and draw bar performance are measured.

Recognition of Dimethyl Ether (DME) as an alternative fuel has been growing recently due to its fast evaporation and ignition in application of compression-ignition engine. Most importantly, combustion of DME produces almost no particulate matter (PM). The current study provides a further understanding of the combustion process in DME reacting spray via experiment done in a constant volume combustion chamber. Formaldehyde (CH2O), an important intermediate species in hydrocarbon combustion, has received much attention in research due to its unique contribution in chemical pathway that leads to the combustion and emission of fuels. Studies in other literature considered CH2O as a marker for UHC species since it is formed prior to diffusion flame. In this study, the formation of CH2O was highlighted both temporally and spatially through planar laser induced fluorescence (PLIF) imaging at wavelength of 355-nm of an Nd:YAG laser at various time after start of injection (ASOI).

Dimethyl ether (DME) appears to be an attractive alternative to common fossil fuels in compression ignition engines due to its smokeless combustion and fast mixture formation. However, in order to fully understand the complex combustion process of DME, there is still a remaining need to develop a comprehensive chemical kinetic mechanism that includes both soot and NOx chemistry. In this study, a detailed DME mechanism with 305 species is developed from the basic DME mechanism of Curran et al. (2000) with addition of soot and NOx chemistry from Howard's mechanism et al. (1999), and GRI 3.0 mechanism, respectively. Soot chemistry in Howard mechanism consisting hydrogen abstraction acetylene addition (HACA) and growth of small polycyclic aromatic hydrocarbons (PAH), assesses over a wide range of temperature and is able to predict good to fair the formation of PAH up to coronene.

This study evaluates iso-butanol as a pathway to introduce higher levels of alternative fuels for recreational marine engine applications compared to ethanol. Butanol, a 4-carbon alcohol, has an energy density closer to gasoline than ethanol. Isobutanol at 16 vol% blend level in gasoline (iB16) exhibits energy content as well as oxygen content identical to E10. Tests with these two blends, as well as indolene as a reference fuel, were conducted on a Mercury 90 HP, 4-stroke outboard engine featuring computer controlled sequential multi-port Electronic Fuel Injection (EFI). The test matrix included full load curves as well as the 5-mode steady-state marine engine test cycle. Analysis of the full load tests suggests that equal full load performance is achieved across the engine speed band regardless of fuel at a 15-20°C increase in exhaust gas temperatures for the alcohol blends compared to indolene.

A numerical simulation of autoignition of gasoline-ethanol/air mixtures has been performed using the closed homogeneous reactor model in CHEMKIN® to compute the dependence of autoignition time with ethanol concentration, pressure, temperature, dilution, and equivalence ratio. A semi-detailed validated chemical kinetic model with 142 species and 672 reactions for a gasoline surrogate fuel with ethanol has been used. The pure components in the surrogate fuel consisted of n-heptane, isooctane and toluene. The ethanol volume fraction is varied between 0 to 85%, initial pressure is varied between 20 to 60 bar, initial temperature is varied between 800 to 1200K, and the dilution is varied between 0 to 32% at equivalence ratios of 0.5, 1.0 and 1.5 to represent the in-cylinder conditions of a spark-ignition engine. The ignition time is taken to be the point where the rate of change of temperature with respect to time is the largest (temperature inflection point criteria).

A numerical analysis was performed to study the variation of the laminar burning speed of gasoline-ethanol blend, pressure, temperature and dilution using the one-dimensional premixed flame code CHEMKIN™. A semi-detailed validated chemical kinetic model (142 species and 672 reactions) for a gasoline surrogate fuel was used. The pure components in the surrogate fuel consist of n-heptane, isooctane and toluene. The ethanol mole fraction was varied from 0 to 85 percent, initial pressure from 4 to 8 bar, initial temperature from 300 to 600K, and the EGR dilution from 0 to 32% to represent the in-cylinder conditions of a spark-ignition engine. The laminar flame speed is found to increase with ethanol concentration and temperature but decrease with pressure and dilution.

Active regeneration experiments were performed on a production diesel aftertreatment system containing a diesel oxidation catalyst and catalyzed particulate filter (CPF) using blends of soy-based biodiesel. The effects of biodiesel on particulate matter oxidation rates in the filter were explored. These experiments are a continuation of the work performed by Chilumukuru et al., in SAE Technical Paper No. 2009-01-1474, which studied the active regeneration characteristics of the same aftertreatment system using ultra-low sulfur diesel fuel. Experiments were conducted using a 10.8 L 2002 Cummins ISM heavy-duty diesel engine. Particulate matter loading of the filter was performed at the rated engine speed of 2100 rpm and 20% of the full engine load of 1120 Nm. At this engine speed and load the passive oxidation rate is low. The 17 L CPF was loaded to a particulate matter level of 2.2 g/L.

The effects of a catalyzed particulate filter (CPF) and Exhaust Gas Recirculation (EGR) on heavy-duty diesel engine emissions were studied in this research. EGR is used to reduce the NOx emissions but at the same time it can increase total particulate matter (TPM) emissions. CPF is technology available for retrofitting existing vehicles in the field to reduce the TPM emissions. A conventional low sulfur fuel (371 ppm S) was used in all the engine runs. Steady-state loading and regeneration experiments were performed with CPF I to determine its performance with respect to pressure drop and particulate mass characteristics at different engine operating conditions. From the dilution tunnel emission characterization results for CPF II, at Mode 11 condition (25% load - 311 Nm, 1800 rpm), the TPM, HC and vapor phase emissions (XOC) were decreased by 70%, 62% and 62% respectively downstream of the CPF II.

As demand for wall-flow Diesel Particulate Filters (DPF) increases, accurate predictions of DPF behavior, and in particular their pressure drop, under a wide range of operating conditions bears significant engineering applications. In this work, validation of a model and development of a simulator for predicting the pressure drop of clean and particulate-loaded DPFs are presented. The model, based on a previously developed theory, has been validated extensively in this work. The validation range includes utilizing a large matrix of wall-flow filters varying in their size, cell density and wall thickness, each positioned downstream of light or heavy duty Diesel engines; it also covers a wide range of engine operating conditions such as engine load, flow rate, flow temperature and filter soot loading conditions. The validated model was then incorporated into a DPF pressure drop simulator.

The objective of this research was to evaluate the effects that higher fluid injection pressures and nozzle geometry have on compound fuel injector nozzle performance. Higher pressures are shown to significantly reduce droplet size, increase the discharge coefficient and reduce the overall size of a nozzle spray. It is also shown that the geometry has a significant effect on nozzle performance, and it can be manipulated to give a desired spray shape.

The purpose of this research was to study the pressure drop profiles and regeneration temperature characteristics of Silicon Carbide (SiC) filters with and without a copper-based additive in the fuel, and also to compare their performance with two cordierite traps designated as EX-47 and EX-80. The collection of the particulate matter inside the trap imposes a backpressure on the engine which requires a periodic oxidation or regeneration of the particulate matter. The presence of copper additive in the fuel reduces the particulate ignition temperature from approximately 500 to 375°C. Two SiC systems were tested during this research. The first system consisted of one 14 L SiC trap, while the second system, the dual trap system (DTS), consisted of two 12 L SiC traps mounted in parallel. The test matrix included two types of regeneration tests, controlled and uncontrolled and three levels of Cu fuel additive (0, 30, and 60 ppm).

The purpose of this study was to investigate the pressure drop and regeneration characteristics of a silicon carbide (SiC) wall-flow diesel particulate filter. The performance of a 25 μm mean pore size SiC dual trap system (DTS) consisting of two 12 liter traps connected in parallel in conjunction with a copper (Cu) fuel additive was evaluated. A comparison between the 25 μm DTS and a 15 μm DTS was performed, in order to show the effect of trap material mean pore size on trap loading and regeneration behavior. A 1988 Cummins LTA 10-300 diesel engine was used to evaluate the performance of the 15 and 25 μm DTS. A mathematical model was developed to better understand the thermal and catalytic oxidation of the particulate matter. For all the trap steady-state loading tests, the engine was run at EPA mode 11 for 10 hours. Raw exhaust samples were taken upstream and downstream of the trap system in order to determine the DTS filtration efficiency.

The goals of this research are to understand the regeneration process in ceramic (Cordierite) monolith traps using a copper fuel additive and to investigate the various conditions that lead to trap regeneration failure. The copper additive lowers the trap regeneration temperature from approximately 500 °C to 375 °C and decreases the time necessary for regeneration. Because of these characteristics, it is important to understand the effect of the additive on regeneration when excessive particulate matter accumulation occurs in the trap. The effects of particulate mass loading on regeneration temperatures and regeneration time were studied for both the controlled (engine operated at full load rated speed) and uncontrolled (trap regeneration initiated at full load rated speed after which the engine was cut to idle) conditions. The trap peak temperatures were higher for the uncontrolled than the controlled regeneration.

The destruction of organic contaminants in waste water for closed systems, such as that of the International Space Station, is crucial due to the need for recycling the waste water. A cocurrent upflow bubble column using oxygen as the gas phase oxidant and packed with catalyst particles consisting of a noble metal on an alumina substrate is being developed for this process. This paper addresses the development of a plug-flow model that will predict the performance of this three phase reactor system in destroying a multicomponent mixture of organic contaminants in water. Mass balances on a series of contaminants and oxygen in both the liquid and gas phases are used to develop this model. These mass balances incorporate the gas-to-liquid and liquid-to-particle mass transfer coefficients, the catalyst effectiveness factor, and intrinsic reaction rate.

Steady state and dynamic spray characteristics of compound silicon micro machined port fuel injector orifices have been analyzed. Primary interest was placed on the Sauter mean diameter and the spray distribution. Orifice design parameters that influence droplet size and spray distribution were identified. The influence of injection pressure was investigated. The results of this investigation indicate that spray characteristics can be controlled by orifice geometry. Peak dynamic droplet sizes have been found to be significantly larger than steady state droplet sizes. Moderate increases in injector line pressure reduce spray droplet size without significantly affecting spray distribution.

This research quantifies the effects of a copper fuel additive on the regulated [oxides of nitrogen (NOx), hydrocarbons (HC) and total particulate matter (TPM)] and unregulated emissions [soluble organic fraction (SOF), vapor phase organics (XOC), polynuclear aromatic hydrocarbons (PAH), nitro-PAH, particle size distributions and mutagenic activity] from a 1988 Cummins LTA10 diesel engine using a low sulfur fuel. The engine was operated at two steady state modes (EPA modes 9 and 11, which are 75 and 25% load at rated speed, respectively) and five additive levels (0, 15, 30, 60 and 100 ppm Cu by mass) with and without a ceramic trap. Measurements of PAH and mutagenic activity were limited to the 0, 30 and 60 ppm Cu levels. Data were also collected to assess the effect of the additive on regeneration temperature and duration. Copper species collected within the trap were identified and exhaust copper concentrations quantified.