Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 34-37

Journal of Mechanical Engineering Research and

Developments (JMERD)
ISSN: 1024-1752 DOI : http://doi.org/10.26480/jmerd.05.2019.34.37
CODEN : JERDFO

REVIEW ARTICLE
COMBUSTION CHARACTERISTICS OF SI ENGINE FUELED WITH 2,5-
DIMETHYLFURAN AND GASOLINE BLENDS USING AVL-BOOST SIMULATION
Danh Chan Nguyen1*, Van Huong Dong1, Quang Vinh Tran2

1Ho Chi Minh City University of Transport, Ho Chi Minh ity, Vietnam
2Phenikaa University, Hanoi, Vietnam
*Corresponding Author E-mail: chanck06@gmail.com

This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in
any medium, provided the original work is properly cited.

ARTICLE DETAILS ABSTRACT

Article History: Currently, 2,5-dimethylfuran (DMF) has shown that it is a potential alternative fuel source to replace the traditional
fuels such as gasoline and diesel. However, the combustion and emission properties of DMF have been rarely
Received 14 June 2019 characterized, especially the using of DMF-gasoline blends in SI engines. This article present how the fuel properties
Accepted 20 July 2019 and loads affected the combustion of DMF-gasoline blends in a four-cylinder SI engine using AVL-Boost simulation.
Available online 29 August 2019 The simulation conditions were that the throttle valves opening at 75% and 100%, and speed from 1000 to 6000
rpm with the using blends is DMF10, DMF20, DMF30, DMF40 and DMF 50 (corresponding with the DMF ratio in
DMF-gasoline blends is 10%, 20%, 30%, 40% and 50%). The simulation result is that when adjusting the amount
of fuel supplied to a cycle of engine to ensure that λ=1(λ: relative Air to Fuel ratio) when we change the DMF fuel
ratio in the blends with gasoline in almost the same power and torque as pure gasoline without changing any
structure of the engine. In addition, to remains the engine power when using from DMF10 to DMF50, its need to be
increased the average amount of fuel to 9.27% compare to the pure gasoline over the full speed range of 1000÷6000
rpm.

KEYWORDS

2,5-dimethylfuran (DMF), DMF-gasoline, SI engine, AVL-Boost simulation.

1. INTRODUCTION
Toyota Vios, this is a spark ignition engine with 4 cylinders in line. The
Currently, there are two primary issues that are concern: energy security main parameters of the engine in Table 1:
and Earth's warming [1]. To solve these prolems, the research for green
energy sources to replace the traditional fossil fuels is an urgent task Table 1: 1NZ-FE engine parameters
[2][3]. The carbon-free fuels (such as liquid hydrogen), which do not emit
carbon dioxide (CO2) once consumed, are the long-term ideal in order to Engine Specifications
eradicate carbon emissions [4][5]. However, in a short- to mid-term, Engine code 1NZ-FE
biofuels are the most suitable solution in reducing the dependence on Layout Four stroke, Inline-4 (Straight-4)
mineral oil and CO2 emission. Fuel type Gasoline (petrol)
2,5-dimethylfuran (the second generation of biofuel), usually known as Production 1999-
DMF, is considered as the potentially gasoline-alternative fuel [6][7]. In Displacement 1.5 L, 1,497 cm3 (91.35 cu in)
2007, bioscientists of Wisconsin-Madison University publicized Fuel system Electronic Fuel Injection (EFI)
technological breakthroughs in it manufacture and the production of high Power adder None
yeilds [8][9]. Since then, these projects are increasingly conducted in Power output 110 PS (81 KW; 109 HP) at 6,000 rpm
further research and gain wide attention from the scientific community
[10]. Torque output 143 Nm (14.6 kg·m; 105.6 ft·lb) at 4,000 rpm
Firing order 1-3-4-2
Currently, DMF research works mainly in manufacturing. There are very Dimensions (L x W x H): –
few articles mentioning the burning process of DMF in engines, especially Weight 87 kg (191.2 lbs)
SI engines [11]. This article present how the fuel properties and loads
affected the combustion of DMF-gasoline blends in a four-cylinder SI 2.2 Engine simulation model
engine using AVL-Boost simulation. The simulation conditions were that
the throttle valves opening at 75% and 100%, and speed from 1000 to To create the engine simulation model, these steps are following:
6000 rpm with the using blends is DMF10, DMF20, DMF30, DMF40 and
DMF 50 (corresponding with the DMF ratio in DMF-gasoline blends is a) Select the elements to use in the model corresponding to the actual
10%, 20%, 30%, 40% and 50%). In the following sections, process of details of the engine.
developing the research engine model on AVL-Boost software, the b) Connecting elements with pipe elements.
installation of simulation parameters and the final results will be discus. c) Setup the specifications required for the elements.
d) Set appropriate boundary conditions for each element.
2. 1NZ-FE ENGINE SIMULATION MODEL ON AVL-BOOST SOFTWARE
The main elements in the model include: Engine, Cylinder, Air Cleaner,
2.1 Simulation engine Injector, Plenum; Restriction elements, Pipes, System boundary (Figure 1).
Alternatively, we can put the measuring point elements (MP) on the pipes
The simulation engine use in this artical is 1NZ-FE, which is used on to measure the parameters.

Cite The Article: Danh Chan Nguyen, Van Huong Dong, Quang Vinh Tran (2019). Combustion Characteristics Of Si Engine Fueled With 2,5-Dimethylfuran And Gasoline
Blends Using Avl-Boost Simulation. Journal of Mechanical Engineering Research and Developments, 42(5) : 34-37.
 Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 34-37

From the diagram shown in Figures 2 and Figure 3, it's eassy to see that
the mean effective power and engine torque in all the speed range along
the characteristic exterial curve are negligible changes, power and torque
when using alternative fuel DMF10÷DMF50 is almost equivalent to using
conventional RON92 gasoline.

The reason for that is due to the low heat value of alternative fuel
DMF10÷DMF50 are lower than RON92, but the amount of fuel is added for
each cycle. This is demonstrated by the theoritical heat release Q* of
different fuel with specifically rpm is approximately the same.

The theoritical heat release Q*: Q* = a.b (J/c)

With:

Figure 1: 1NZ-FE engine simulation model on AVL-Boost software a: Low heat value of experimental fuel (MJ/kg)
b: the amount of fuel added for each cycle (g/c)
In order for the simulation process to be accurate, the structure of engine
need to be examined carefully, thereby reasonable connecting the The results of Q* are shown in Table 2
elements in the model together. Simultaneous, the diameter and length of
each connecting pipe of the real motor must be measured exactly to put Table 2: The theoritical heat release of fuel in 1 cycle
into the simulation model. On the entire pipeline, there are lots of
connecting points, branching points or small-designed pipe positions to n
RON 92 10DMF 20DMF 30DMF 40DMF 50DMF
(rpm)
speed up the air intake or to fastern the exhaust gas. So, we need to put the
appropriate resistance elements at these positions. Low heat
value - 43500 42277 41093 39960 38884 37859
3. THE 1NZ-FE ENGINE SIMULATION WHEN USING 2.5- (MJ/kg)
DIMETHYLFURAN
1000 1131 1121 1132 1136 1141 1145
3.1 Simulation modes
1500 1170 1160 1171 1176 1180 1184
Simulation modes of 1 NZ-FE engine using DMF-gasoline blend with ratios
varying from 10-50% in volume at 100% load, and speed from 100-3500 2000 1175 1164 1176 1180 1184 1189
rpm helps us to evaluate the specification and economic properties of the
1NZ-FE engine when using this fuel blended. 2500 1175 1164 1176 1180 1184 1189

After adjusting and validating the correctness of the model, we run the 3000 1201 1190 1202 1206 1211 1215
Heat release
simulation engine mode in 100% load, with the speed from 1000÷6000 Q*
3500 1218 1207 1219 1224 1228 1233
rpm, with fuel used are DMF10, DMF20, DMF30, DMF40, DMF50 (J/c)
corresponding to 10%, 20%, 30%, 40%, 50% of DMF volume in a blend 4000 1275 1263 1276 1281 1285 1290
with conventional RON92 gasoline.
4500 1340 1328 1341 1346 1351 1356
3.2 Simulation results at 100% load
5000 1375 1362 1376 1381 1386 1391
From the simulation results, the power and torque diagram of simulation
engine are shown in Figure 2 & Figure 3. 5500 1409 1397 1411 1416 1421 1427
6000 1431 1418 1433 1438 1443 1449
Ne_RON92 Ne_DMF10 Ne_DMF20
Ne (kW) Ne_DMF30 Ne_DMF40 Ne_DMF50
The results of specific fuel consumtion simulation of Toyota 1NZ-FE
80
engine with alternative fuels (DMF10÷DMF50) at 100% load and λ=1
70
showed that the average increased of specific fuel consumption are 1,64%,
60 5,45%, 8,45%, 11,84%, 14,82% corresponding to DMF10, DMF20, DMF30,
50 DMF40, DMF50.
40
30
BTE (%)
20
10 n (rpm) 29
0 28.8
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000
28.6
Figure 2: The power diagram of simulation engine at 100% load, λ=1 28.4

Me_RON92 Me_DMF10 28.2

Me (N.m)
Me_DMF20 Me_DMF30
Me_DMF40 Me_DMF50 28
125

120 27.8
115
RON92 DMF10 DMF20 DMF30 DMF40 DMF50
110
Figure 4: The thermal efficient diagram of experimental engine at 100%
105
load, λ=1
100

95 With the simulation results, the Figure 5 diagram is created which shows
90 n (rpm) the average thermal efficient of engine from 1000÷6000 rpm. In this
85 diagram, we see that the thermal efficient of the engine slightly decreases
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000
when increases the amount of DMF in blends. Specifically, the thermal
efficient decrease 0,21%, 0,94%, 1,12%, 1,61%, 2,13% corresponding to
Figure 3: The torque diagram of simulation engine at 100% load, λ=1 DMF10, DMF20, DMF30, DMF40, DMF50.
Cite The Article: Danh Chan Nguyen, Van Huong Dong, Quang Vinh Tran (2019). Combustion Characteristics Of Si Engine Fueled With 2,5-Dimethylfuran And Gasoline
Blends Using Avl-Boost Simulation. Journal of Mechanical Engineering Research and Developments, 42(5) : 34-37.
 Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 34-37

ge_RON92 ge_DMF10 ge_DMF20 ge (g/kWh) ge_RON92 ge_DMF10 ge_DMF20

ge (g/kWh) ge_DMF30 ge_DMF40 ge_DMF50 ge_DMF30 ge_DMF40 ge_DMF50

425
410.0
400
390.0
375
370.0
350
325 350.0

300 330.0

275 n (rpm) 310.0 n (rpm)

250
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 290.0
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

Figure 5: The specific fuel consumption of experimental engine at 100% Figure 8: The specific fuel consumption of experimental engine at 75%
load, λ=1 load, λ=1

Because the A/F ratio of alternative fuels decreases when the amount of
DMF increases in the blend with RON92 fuel, the amount of fuel blend
supplied to a cycle increases aim to the engine power is almost equivalent
to RON92, its lead to the fuel consumption rate also increases.
3.3 Simulation results at 75% load
The results of specific fuel consumtion simulation of Toyota 1NZ-FE
engine with alternative fuels (DMF10÷DMF50) at 75% load and λ=1
showed that the average increased of specific fuel consumption are 1,33%,
6,00%, 9,43%, 12,75%, 16,11% corresponding to DMF10, DMF20, DMF30,
DMF40, DMF50.

From the simulation results, the power and torque diagram of simulation BTE (%)
engine are shown in Figure 6 & Figure 7. 29

Ne (kW) Ne_RON92 Ne_DMF10 Ne_DMF20 28.8

Ne_DMF30 Ne_DMF40 Ne_DMF50
28.6
60
28.4
50
28.2
40
28
30
RON92 DMF10 DMF20 DMF30 DMF40 DMF50
20
Figure 9: Đò thị hiẹ u suá t nhiẹ t củ a đọ ng cơ ở ché đọ 75% tả i, λ =1
10
n (rpm)
With the simulation results, the Figure 9 diagram is created which shows
0
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 the average thermal efficient of engine from 1000÷6000 rpm. In this
diagram, we see that the thermal efficient of the engine slightly decreases
when increases the amount of DMF in blends. Specifically, the thermal
Figure 6: The power diagram of simulation engine at 100% load, λ=1
efficient decrease 0,1%, 0,49%, 0,94%, 1,42%, 1,70% corresponding to
DMF10, DMF20, DMF30, DMF40, DMF50.
Me (N.m) Me_RON92 Me_DMF10 Me_DMF20

4. CONCLUSIONS
Me_DMF30 Me_DMF40 Me_DMF50

90.00
85.00
80.00
75.00
70.00
65.00
n (vg/ph)
60.00
1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000
Figure 7: The torque diagram of simulation engine at 100% load, λ=1
From the diagram shown in Figures 6 and Figure 7, it's eassy to see that
the mean effective power and engine torque in all the speed range along
the characteristic exterial curve at 75% load (corresponding to the
average load of engine) are negligible changes similar to 100% load, power
and torque when using alternative fuel DMF10÷DMF50 is almost
equivalent to conventional RON92 gasoline.
In fact, if the amount of fuel supplied is not changed to ensure λ = 1, the
engine's power and torque will decrease inversely proportional with the
amount of DMF in blend increases. This is due to that if the amount of fuel
supplied is unchanged and the percentage of DMF in the blends with
gasoline gradually increases, the low heat value of the alternative fuel
mixture decreases. Moreover, because the DMF has oxygen in its
molecular, the theoretical amount of air to burn 1 kg DMF is less than
gasoline, so with the tantamount of fuel supplied, the mixture is poor when
the DMF ratio increases in blend. These things affect directly to the
reduction of power and torque, the decrease in power may be proportional
to the DMF increase in % volume in the fuel blend with gasoline.
The article has developed a 1NZFE engine simulation model, performed
engine simulation when using 2.5-dimethylfuran fuel and partly evaluated
the effect of DMF-gasoline blends (the ratios DMF vary from 10%-50% in
volume in blends with gasoline) to the engine's economic and technical
features. Adjusting the amount of fuel supplied to a cycle to ensure that λ
= 1 is maintained when changing the DMF fuel consumption in a blend
with gasoline results in almost the same power and torque as pure
gasoline (at both full load and component load modes) without changing
the engine structures and the engine's ignition angle, its shows that DMF
is being able to mix with gasoline to make a alternative fuel is very positive.
Using DMF-gasoline blend with a large DMF ratio reduces traditional fuel
dependence and reduces environmental pollution emissions. DMF
preparation also takes advantage of traditional, diverse and abundant
biomass resources in Vietnam.
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Cite The Article: Danh Chan Nguyen, Van Huong Dong, Quang Vinh Tran (2019). Combustion Characteristics Of Si Engine Fueled With 2,5-Dimethylfuran And Gasoline
Blends Using Avl-Boost Simulation. Journal of Mechanical Engineering Research and Developments, 42(5) : 34-37.
 Journal of Mechanical Engineering Research and Developments (JMERD) 42(5) (2019) 34-37

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Cite The Article: Danh Chan Nguyen, Van Huong Dong, Quang Vinh Tran (2019). Combustion Characteristics Of Si Engine Fueled With 2,5-Dimethylfuran And Gasoline
Blends Using Avl-Boost Simulation. Journal of Mechanical Engineering Research and Developments, 42(5) : 34-37.