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Engine-out HC emissions from a PFI spark ignition engine were measured using a gas chromatograph and a flame ionization detector (FID). Two port fuel injectors were used respectively for ethanol and gasoline so that the delivered fuel was comprised of 0, 25, 50, 75 and 100% (by volume) of ethanol. Tests were run at 1.5, 3.8 and 7.5 bar NIMEP and two speeds (1500 and 2500 rpm). The main species identified with pure gasoline were partial reaction products (e.g. methane and ethyne) and aromatics, whereas with ethanol/gasoline mixtures, substantial amounts of ethanol and acetaldehyde were detected. Indeed, using pure ethanol, 74% of total HC moles were oxygenates. In addition, the molar ratio of ethanol to acetaldehyde was determined to be 5.5 to 1. The amount (as mole fraction of total HC moles) of exhaust aromatics decreased linearly with increasing ethanol in the fuel, while oxygenate species correspondingly increased.

The engine out particular matter number (PN) distributions at engine coolant temperature (ECT) of 0° C to 40° C for ethanol/ gasoline blends (E0 to E85) have been measured for a direct-injection spark ignition engine under cold fast idle condition. For E10 to E85, PN increases modestly when the ECT is lowered. The distributions, however, are insensitive to the ethanol content of the fuel. The PN for E0 is substantially higher than the gasohol fuels at ECT below 20° C. The total PN values (obtained from integrating the PN distribution from 15 to 350 run) are approximately the same for all fuels (E0 to E85) when ECT is above 20° C. When ECT is decreased below 20° C, the total PN values for E10 to E85 increase modestly, and they are insensitive to the ethanol content. For E0, however, the total PN increases substantially. This sharp change in PN from E0 to E10 is confirmed by running the tests with E2.5 and E5. The midpoint of the transition occurs at approximately E5.

The 9-meter wind tunnel of the National Research Council (NRC) of Canada is commonly employed in full-scale testing of class 8 tractors. In this configuration the model blocks 10 - 15% of the test section cross-sectional area, which is greater than generally advocated blockage limits. The NRC utilizes the Maskell III method to correct data for wall interference but the effectiveness of this technique at such blockage levels remained to be seen. Corrected full-scale data was compared to data acquired with a half-scale model to determine how closely the corrected high-blockage data would agree with the low-blockage baseline. The half-scale model presented an opportunity to test at full-scale Reynolds numbers, with less than 4% blockage, which falls within most recommendations of maximum allowable blockage.

Gas-pressurized space suits are highly resistive to astronaut movement, and this resistance has been previously explained by volume and/or structural effects. This study proposed that an additional effect, pressure effects due to compressing/expanding the internal gas during joint articulation, also inhibits mobility. EMU elbow torque components were quantified through hypobaric testing. Structural effects dominated at low joint angles, and volume effects were found to be the primary torque component at higher angles. Pressure effects were found to be significant only at high joint angles (increased flexion), contributing up to 8.8% of the total torque. These effects are predicted to increase for larger, multi-axis joints. An active regulator system was developed to mitigate pressure effects, and was found to be capable of mitigating repeated pressure spikes caused by volume changes.

Non-petroleum based liquid fuels are essential for reducing oil dependence and greenhouse gas generation. Increased substitution of alcohol fuel for petroleum based fuels could be achieved by 1) use in high efficiency spark ignition engines that are employed for heavy duty as well as light duty operation and 2) use of methanol as well as ethanol. Methanol is the liquid fuel that is most efficiently produced from thermo-chemical gasification of coal, natural gas, waste or biomass. Ethanol can also be produced by this process but at lower efficiency and higher cost. Coal derived methanol is in limited initial use as a transportation fuel in China. Methanol could potentially be produced from natural gas at an economically competitive fuel costs, and with essentially the same greenhouse gas impact as gasoline. Waste derived methanol could also be an affordable low carbon fuel.

A new monitoring system predicts the progression of welding temperature fields during resistance spot welding. The system captures welding voltages and currents to predict contact diameters and simulate temperature fields. The system accurately predicts fusion lines and heat-affected zones. Accuracy holds even for electrode tips used for a few thousand welds of zinc coated steels.

The aerodynamic effects of the pickup truck tailgate are examined in this paper. It is shown that the removal or the lowering of the tailgate increases the aerodynamic drag of a pickup truck, increases lift by up to sixty percent and increases the yawing moment. All these changes are negative and reduce vehicle performance, albeit, only by small amounts. This finding demonstrates that the commonly seen removal of tailgates to reduce aerodynamic drag is a public misconception that should be discouraged by manufacturers and by regulators.

A dynamic systems modelling approach is examined for its suitability for assessing sustainable performance in technological innovation. A computer model of the energy needs in the Canadian road transportation sector was developed to study the sustainable performance of bio-ethanol. It considers the potential increase in the consumption of energy as the economy expands in the next 25 years, taking into account demographic trends, consumer choices, and technological advances. While the primary environmental measure tracked is focused on greenhouse gas emissions with respect to the Kyoto target, it also includes considerations for land use and farming practices, and distinguishes between fossil and bio-carbon emissions. As well, it allows for different sources of biomass, including crop byproducts and dedicated crops. Various scenarios for bio-ethanol to penetrate the consumer market were set up to investigate a range of future evolution paths.

Ethanol and acetaldehyde emissions from a direct ignition spark ignition were measured using mass spectrometry. Previous methods focused on eliminating or minimizing interference from exhaust species with identical atomic mass and fragment ions created in ionization process. This paper describes a new technique which exploits the fragment ions from ethanol and acetaldehyde. A survey of mass spectra of all major species of exhaust gas was conducted. It was found that ethanol contributes most ions in mass number 31 and that no other gas species produces ions at this mass number. Acetaldehyde detection suffers more interference. Nevertheless, it was estimated that detection at mass number 43 is possible with 10% error from 2-methylbutane. This new technique was validated in an engine experiment. By running the engine with pure gasoline and E85, the validity of the technique can be checked.

The fuel effects on HCCI operation in a spark assisted direct injection gasoline engine are assessed. The low load limit has been extended with a pilot fuel injection during the negative valve overlap (NVO) period. The fuel matrix consists of hydrocarbon fuels and various ethanol blends and a butanol blend, plus fuels with added ignition improvers. The hydrocarbon fuels and the butanol blend do not significantly alter the high or the low limits of operation. The HCCI operation appears to be controlled more by the thermal environment than by the fuel properties. For E85, the engine behavior depends on the extent that the heat release from the pilot injected fuel in the NVO period compensates for the evaporative cooling of the fuel.

Higher compression ratio and turbocharging, with engine downsizing can enable significant gains in fuel economy but require engine operating conditions that cause engine knock under high load. Engine knock can be avoided by supplying higher-octane fuel under such high load conditions. This study builds on previous MIT papers investigating Octane-On-Demand (OOD) to enable a higher efficiency, higher-boost higher compression-ratio engine. The high-octane fuel for OOD can be obtained through On-Board-Separation (OBS) of alcohol blended gasoline. Fuel from the primary fuel tank filled with commercially available gasoline that contains 10% by volume ethanol (E10) is separated by an organic membrane pervaporation process that produces a 30 to 90% ethanol fuel blend for use when high octane is needed. In addition to previous work, this paper combines modeling of the OBS system with passenger car and medium-duty truck fuel consumption and octane requirements for various driving cycles.

This paper examines the aerodynamic behaviour of plane-walled, single-plane-expansion, underbody diffusers fitted to a wind-tunnel model of a wheel-less, simple body having automobile proportions. The measurements were performed over a moving-belt assembly in the Pilot Wind Tunnel of the National Research Council of Canada (NRC). The purposes of the investigation were: to understand the governing physics of automotive underbody diffusers operating in ground proximity, to examine the effect of moving-ground and fixed-ground simulations on the behaviour of such diffusers and on the corresponding vehicle downforce and drag, to map the performance of simple, quasi-two-dimensional diffusers when used to produce downforce or drag reduction.

The autoignition characteristics of methanol, ethanol and MTBE (methyl tert-butyl ether) have been investigated in a rapid compression machine at pressures in the range 20-40 atm and temperatures within 750-1000 K. All three oxygenated fuels tested show higher autoignition temperatures than paraffins, a trend consistent with the high octane number of these fuels. The autoignition delay time for methanol was slightly lower than predicted values using reported reaction mechanisms. However, the experimental and measured values for the activation energy are in very good agreement around 44 kcal/mol. The measured activation energy for ethanol autoignition is in good agreement with previous shock tube results (31 kcal/mol), although ignition times predicted by the shock tube correlation are a factor of three lower than the measured values. The measured activation energy for MTBE, 41.4 kcal/mol, was significantly higher than the value previously observed in shock tubes (28.1 kcal/mol).

On the International Space Station (ISS), humidity condensate will be collected from the atmosphere and treated by multifiltration to produce potable water for use by the crews. Ground-based development tests have demonstrated that multifiltration beds filled with a series of ion-exchange resins and activated carbons can remove many inorganic and organic contaminants effectively from wastewaters. As a precursor to the use of this technology on the ISS, a demonstration of multifiltration treatment under microgravity conditions was undertaken. On the Space Shuttle, humidity condensate from cabin air is recovered in the atmosphere revitalization system, then stored and periodically vented to space vacuum. A Shuttle Condensate Adsorption Device (SCAD) containing sorbent materials similar to those planned for use on the ISS was developed and flown on STS-68 as a continuation of DSO 317, which was flown initially on STS-45 and STS-47.

This paper describes the use of a modified quasi-dimensional spark-ignition engine simulation code to predict the extent of cycle-to-cycle variations in combustion. The modifications primarily relate to the combustion model and include the following: 1. A flame kernel model was developed and implemented to avoid choosing the initial flame size and temperature arbitrarily. 2. Instead of the usual assumption of the flame being spherical, ellipsoidal flame shapes are permitted in the model when the gas velocity in the vicinity of the spark plug during kernel development is high. Changes in flame shape influence the flame front area and the interaction of the enflamed volume with the combustion chamber walls. 3. The flame center shifts due to convection by the gas flow in the cylinder. This influences the flame front area through the interaction between the enflamed volume and the combustion chamber walls. 4. Turbulence intensity is not uniform in cylinder, and varies cycle-to-cycle.

This paper describes a three component strain gage balance designed to measure aerodynamic forces exerted on small automobile models when subjected to turbulence in an experimental wind tunnel. The instrument is described and the details of obtaining values with it are fully explained. Although tests were conducted on these models at quarter-scale Reynolds number, results agree closely with similar tests on larger models. The balance makes practical some unusual preliminary investigations before developing full-scale prototypes.

A linearized lumped parameter heat balance model was developed and is discussed for the general case of resistance welding to see the effects of each parameter on the lobe shape. The parameters include material properties, geometry of electrodes and work piece, weld time and current, and electrical and thermal contact characteristics. These are then related to heat dissipation in the electrodes and the work piece. The results indicate that the ratio of thermal conductivity and heat capacity to electrical resistivity is a characteristic number which is representative of the ease of spot weldability of a given material. The increases in thermal conductivity and heat capacity of the sheet metal increase the lobe width while increases in electrical resistivity decrease the lobe width. Inconsistencies in the weldability of thin sheets and the wider lobe width at long welding times can both be explained by the heat dissipation characteristics.

This paper outlines the techniques used to install both a full scale and a half scale tractor-trailer model in the 9×9 meter National Research Council of Canada wind tunnel in Ottawa, Canada. The objectives were to measure the cooling drag of an active cooling system and to investigate the aerodynamic testing limits of long, yawed models inside a solid wall wind tunnel. The tunnel interference problem is discussed as it pertains to the upstream boundary, test section floor, downstream boundary, ceiling and side walls and tractor-trailer surface pressure measurements. A potential solution to the problem, however, is the subject of a follow-up paper.

The use of hydrogen as a fuel supplement for lean-burn engines at higher compression ratios has been studied extensively in recent years, with good promise of performance and efficiency gains. With the advances in reformer technology, the use of a gaseous fuel stock, comprising of substantially higher fractions of hydrogen and other flammable reformate species, could provide additional improvements. This paper presents the performance and emission characteristics of a gas mixture of equal volumes of hydrogen, CO, and methane. It has recently been reported that this gas mixture can be produced by reforming of ethanol at comparatively low temperature, around 300C. Experiments were performed on a 1.8-liter passenger-car Nissan engine modified for single-cylinder operation. Special pistons were made so that compression ratios ranging from CR= 9.5 to 17 could be used. The lean limit was extended beyond twice stoichiometric (up to lambda=2.2).

Knock in gasoline engines at higher loads is a significant constraint on torque and efficiency. The anti-knock property of a fuel is closely related to its research octane number (RON). Ethanol has superior RON compared to gasoline and thus has been commonly used to blend with gasoline in commercial gasolines. However, as the RON of a fuel is constant, it has not been used as needed in a vehicle. To wisely use the RON, an On-Board Separation (OBS) unit that separates commercial gasoline with ethanol content into high-octane fuel with high ethanol fraction and a lower octane remainder has been developed. Then an onboard Octane-on-demand (OOD) concept uses both fuels in varying proportion to provide to the engine a fuel blend with just enough RON to meet the ever changing octane requirement that depends on driving pattern.