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The purpose of this project was to develop and validate a computer-based version of the Belt Fit Test Device with a view towards exploring the potential of this technology to improve belt fitment for the general occupant population. The electronic BTD was initially developed and validated against two seats using the Transport Canada seat simulator. Preliminary validation indicated good correspondence between computed and measured BTD co-ordinates. The electronic BTD was then validated in ten vehicles. In total, 40 BTD scores were computed using the electronic BTD and compared with actual BTD values. In 30 of the 40 comparisons, the discrepancy between measured and computed values was less than one centimetre. In terms of test performance using the pass/fail criteria developed for the BTD, 37 of the 40 comparisons were in agreement. However, a number of refinements have been identified which could further improve the seat belt algorithm and the overall usefulness of the model.

This paper describes the vehicle implementation and cold start calibration of a neat methanol (M100) fuelled port injected engine equipped with plasma jet ignition and prompt exhaust gas recirculation. Test results are presented in which the influence of various factors on fuel enrichment requirements were studied with the aim of identifying strategies to reduce enrichment and lower start-up emissions. Vehicle cold starting has been demonstrated down to -30°C and studied in detail circa -20°C. Reductions in start-up CO emissions at -7°C have been achieved by means of early closed loop fuel control. Experimental results are also presented which indicate that the potential exists to reduce start-up hydrocarbon emissions at 25°C when appropriate calibration strategies are employed.

This paper describes an experimental study in which the potential for fuel economy improvements with EGR was investigated using an automotive V6 engine. Steady state engine dynamometer tests were run at 2000 rpm and 200 kPa Brake Mean Effective Pressure (BMEP). The engine was fuelled with gasoline, methanol or natural gas. Plasma jet ignition was evaluated as a means of improving EGR tolerance. EGR tolerance with methanol was found to be better than with gasoline, while natural gas showed the poorest EGR tolerance. Plasma jet ignition extended EGR limits for all three fuels. Fuel economy benefits were realized with natural gas and gasoline at low EGR rates and without EGR but plasma jet ignition provided no improvements with methanol until over 10% EGR was used. Plasma jet ignition made stable operation possible with methanol at 40% EGR, where fuel economy improvements were ultimately limited by the slow burning associated with the high EGR rate.

This paper presents the results of an experimental and analytical study of the relative flammability hazard presented by the fuel tank headspace vapours of alcohol/gasoline blends. The aim was to determine if these blends pose a greater hazard in practice than conventional gasoline fuels. Three types of experiments were conducted. The first was a flammability test performed at high and low energy levels using the Bruceton method to assign a statistical probability of ignition at different temperatures. Vapour pressure measurement and gas chromatographic analysis allowed the experimental vapour phase flammability to be determined and a mathematical model to be validated. The model was used to examine the hazard parametrically for other conditions. Even with a high alcohol content, the characteristics of the vapour are strongly influenced by the more volatile gasoline fractions.

The visible light emission from pool flames of neat methanol, M85 (methanol containing 15 percent by volume gasoline), and methanol containing up to 6 percent of hydrocarbons has been measured as a function of burning time. A set of additives, which enhance the luminosity of methanol pool flames, has been developed. Several potential additives, which provide acceptable levels of luminosity from pool flames, have been identified. These additives consist of non-aromatic hydrocarbons. The required amounts of these additives for acceptable luminosity levels are 4 to 6 percent. Most of these additives provide luminosities approaching that of M85 during the initial burning period and exceeding it for the remainder of the burning time.

This paper presents the methodology and results of vapour pressure measurements and vapour phase composition determinations of M20, M50, M70 and M85 methanol-gasoline blends. These blends were chosen to span the range of composition which could be found in a variable fuel vehicle tank. Vapour pressures were measured at seven temperatures from -40°C to 40°C and at vapour liquid ratios of 4:1 and 500:1. The vapour phase composition was determined for these two vapour liquid ratios at temperatures of -28.9°C (-20°F) and -17.8°C (0°F). This paper also compares the theoretical predictions of vapour pressure and fuel/air equivalence ratio of the Royal Military College multicomponent fuel volatility model to the experimental measurements.

This study describes the design and proof-of-concept testing of a system which has enabled sub-zero cold starting of a port-injected V6 engine fuelled with M100. At -30°C, the engine could reach running speed about 5s after the beginning of cranking. At a given temperature, starts were achieved using a fraction of the mixture enrichment normally required for the more volatile M85 fuels. During cold start cranking, firing is achieved using a high energy plasma jet ignition system. The achievement of stable idling following first fire is made possible through the use of an Exhaust Charged Cycle (ECC) camshaft design. The ECC camshaft promptly recirculates hot exhaust products, unburnt methanol and partial combustion products back into the cylinder to enhance combustion. The combined plasma jet/ECC system demonstrated exceptionally good combustion stability during fast idle following sub-zero cold starts.

A methanol fuelled single cylinder research engine was tested under simulated cold start conditions of 0°C. The engine instrumentation provided dynamic measurements of pressures and temperatures in the cylinder, inlet port, and exhaust port. Initially, tests were conducted to gain a better understanding of the metabolism of methanol cold starting under limit conditions. Following these tests the exhaust charged cycle (ECC), a form of prompt exhaust gas recirculation, was employed as a means of improving in-cylinder mixture formation during starting. Tests using a special camshaft to obtain prompt EGR showed that successful starts using neat methanol could be achieved if ignition occurred during cranking. Thus, unlike the standard engine configuration, the ignition and starting limits with the prompt EGR system were essentially the same.

This paper summarizes the results of a survey and analysis of cold starting data for spark ignition engines utilizing high methanol blends. All available published information, as well as additional data supplied by contributing agencies was considered. The report includes graphical comparisons of test results and a detailed discussion of the various factors which influence cold starting. Recommendations are made for further work needed to improve cold starting.

This paper summarizes the results of a survey and analysis of cold starting data for spark ignition engines utilizing neat methanol. All available published information, as well as additional data supplied by contributing agencies was considered. The report includes graphical comparisons of test results and a detailed discussion of the various factors which influence cold starting. Recommendations are made for further work needed to improve cold starting.

Computational procedures are described for combining a simple multicomponent fuel volatility model with flammability data to facilitate the analyses of a wide variety of practical situations involving methanol/ gasoline blends. These include fire hazards, fuel droplet or film evaporation, ignition, combustion and engine cold starting. In addition to outlining the computational procedures, several examples are given to illustrate possible applications. In particular, gasoline and M85 are compared as to their respective flashpoints, flammability of fuel tank headspace vapours, and fuel droplet evaporation under cold ambient conditions.