Document 44b2187ajX0ReO11Z0v52gm0p

Oes o u rey M?* n , J . G -ib i ! Dr. 11. it* UsI&JO '!> f f x j io h a i ivmszm.232 ggf s? f c o i sss r Avjguot 9* l> * "tib^octi Glbsa&` a n cpo e t csa 'T i t o l " t r e t e s t Sentiesens ' ;0 aro zxsxlSX! a te r separate? cocees1 copisi o f a aiocuooioa. o f 7 aa IM rtoR W ldt and Hodaagr papesre prapssm i Ly .tSaxl& & G-ibeon o f tb c f ib y l rpoTaticcu -lii fcuscsos th proa -osa ccm a t l `'T it e l" ;x~ceet. ssn. t l 'J^jccpsaa fi7it2S3tea?i4 equipaeat o s nalysed bgr o a r ;:c- ocarcli repoartnsast* Ilrc a our fTosx^tnoii&t w hsxo zian e&sftge, fresa th a p o e ito n :7tl;bx& *$7 ?&*. j^tsgr a t abe Bo jc g io I iar^-tec tso o tlag <m uno FC ..'.i&y! i s A starastu d in t i ^ o s ib ilitd ^ t o tU is ;arooot and la otujriAS c a l caaeicirJa.^ t i asnete* l-fcectsio, t*a eaapony tema aofc w ieh t-o anpecr ana-iact xha progresa in asjy n a y , uub a t t i a&sao t i r e i 3 aofc a partloj> azit, vbo Iioalcb aspecto r otulied la1Fr* ISoJaoe* -o tsjcLcr- rx-sixl l i n t f^cs wfto v ia le s to parfcic-ipnto k II Xot 2Sr* iH o o .Lrv^ t circcninxsjcopf i.m & w i l l am ao^e prcw cr rsoc&cal obeete* bees ;ro iit oaiog ss Js tb o i& oatiiag p la n to vf&sc-o v'7 i t o l <' i s xslxccl, .asi v tjacieafatand t r l l l alo o Ixs yro^ltksd afc calic o b atlo an o r f a r flo e tc :,lo p ro o cn t ochedulo c a lla io n a t e s t c a lo s aipad*#* l$r Kt&a^bnd O il -x t x s f o f CMo, w ':<ii cs^eayf esd b e ll 41 Caspas^ a t ColsssJsia* Oblo, in deptssahcsv .In m a e e r -j ce cn o stcm y aa hitvo ra is o d esa. t b e a lik ao p o cta, wo imvo a a t Iw m iafofiaaoa tb it tilia p a ^ ^ o t lss a o lean L i l i a? bcG ltk nes? fcavo- w ay sjoports tr e n Zn\ Mnoo i5iat 1 isa m Soto Im sr wlilh wc23 e t lo u c ly i^aisicap t i pno-.>v:ii, . For cansnaadcnco l a vincj a f u l l c o t o f is f x ts itia a in oc placo # i t %?ml, Lo ^ o c ia to d i f ^ou would w i t o m d ir o c t, ca? o l :ao a copy o f TK^tinctJ lo tto c a o? ropoerts an. tM a auLt>oct. o;e in irom v i l l Ixep t f io ld inPbsssDd o f progreso* Vcry tsm ly p eu ro ; HS 0020738 N22008 DISCUSSION OF VAN HAETESVELDT AND HOLADAY PAPERS AT FRENCH LICK, _________________ ____________ JUNE 11, 1948____________________________ Prepared by Harold J . Gibson, Ethyl C orporation Several of the preceding gentlemen have mentioned the probable need for stretch in g future petroleum supplies in order to allow for a g reatly in cre a se d v e h ic le p o p u la tio n in th e f u tu r e , and I w ill n o t dw ell on t h a t sub je c t except to say th at the p o s sib ilitie s in th is situ a tio n are of great c o n c e rn t c a l l who a r e i n t e r e s t e d in th e w e l f a r e o f t h e o i l and a u to m o tiv e i n d u s t r i e s . Any m ethod o r d e v i c e w hich c a n c o n t r i b u t e c o n s t r u c t i v e l y t o t h e so lu tio n of th is problem deserves the b est opportunity for commercial suc cess which can be provided by th e c o o p e ra tio n o f a l l segments o f th e two industries. There is no reason to b eliev e th a t th e m echanical problems a sso c ia te d w ith th e Thompson V ita-M eter or th e d u a l-f u e l c a rb u re to r a re insurm ountable. Mr- Van H a r t e s v e l d t ' s p a p e r i n d i c a t e s t h a t h i s o r g a n i z a t i o n h a s r e c o g n i z e d the problems involved in in su rin g th a t th e an tid eto n an t liq u id reaches th e rig h t place a t the rig h t tim e, and is taking steps to correct the serious d e f i c i e n c i e s w hich a r e e v i d e n t i n some a p p l i c a t i o n s o f t h e e a r l y m odels o f th e in je c to r . While experience w ith d u a l-fu e l c a rb u re to rs is very lim ite d , i t would seem t h a t smooth and re p ro d u c ib le changeover would be th e most d i f f i c u l t item to handle, and our experience has in d icate d th a t i t can be solved s a tis fa c to rily . F u tu r e vise o f i n j e c t e d l i q u i d s i n p a s s e n g e r c a r s i s p r e d i c a t e d on t h e use o f re g u la r or premium grade g aso lin es as th e base sto ck s, which makes th e problem more com plicated th a n when s t r a i g h t run sto c k s a r e used . T ests con d u c t e d i n a c a r h a v in g a c o m p re s s io n r a t i o o f 10 t o 1 an d a r e q u ir e m e n t o f 07 in d ic a te a wide v a r ia tio n in th e e ffe c tiv e n e ss of in je c te d liq u id s when r e p re sen tativ e commercial gasolines are used instead of unleaded stra ig h t run m a t e r i a l s . I n j e c t i o n o f a m i x tu r e o f 35$ m e th a n o l, 15$ w a t e r , a n d 3 ml TEL, a t a ra te equ iv alen t to 17$ o f th e g aso lin e flow r a te , w ith s tr a ig h t run r e f e r e n c e f u e l s r e s u l t e d in a g ain o f 16 o c ta n e u n i t s , i . e . , a change in re q u ire m e n t from 97 t o 81. In t h i s same c a r , two r e g u l a r g ra d s f u e l s r a t i n g 84 on t h e ro a d w ere u p -g ra d e d t o 97, b u t tw o premium g rad e f u e l s were r a i s e d o n ly from 92 t o 97 a t t h e same l i q u i d f lo w r a t e . T h is d i f f e r e n c e i n r e s p o n s e represents a v a ria tio n of roughly 2 to 1 in performance a b ility and might w ell be in to le ra b le a t th is requirem ent le v e l. Tests in other cars of a larg e number of re p re s e n ta tiv e premium and re g u la r grade commercial fu e ls in d ic a te th a t in the range of road ra tin g s of 75-95, 20$ in je c tio n of the above m ixture w i l l r e s u l t in gains o f 6 to 18 octane u n it s in c a r s in w hich th e l i q u i d shows g a in s o f 16 t o 20 u n i t s w i t h r e f e r e n c e f u e l s . The d i f f e r e n c e s i n p e rfo rm a n c e are undoubtedly due to d is tr i b u tio n of th e liq u id , v a r ia tio n s in the blending value of the alcohol in the d iffe re n t base stocks, the presence of varying q u a n t i t i e s o f TEL i n t h e g a s o l i n e , t h e l e a d r e s p o n s e o f t h o b a s e g a s o l i n e a l c o h o l m i x t u r e , and v a r i a t i o n i n t h e s p e e d o f maximum k n o c k . T hese f a c t o r s would need serio u s c o n sid e ra tio n in tho a p p lic a tio n of the V ita-M etor p r in ciple to high compression ra tio cars. Any developm ent o f t h i s ty p o must e v e n t u a l l y prove t h a t i t can pay i t s . way by one means or a n o th e r. I f i t o f f e r s convenience, a d d itio n a l freedom from user a tte n tio n , or d riv in g ease, i t s d o lla r-a n d -c e n ts value in passenger car service need not be too c a re fu lly sc ru tin iz e d . I t is tru e , however, th a t 0020739 N22008.01 commercial vehicle operators w ill look a t i t e n tire ly from the standpoint of e f f e c t on c o s ts . I t is d e s ir a b le , th e r e f o r e , to examine th e economics o f th e d u a l-fu e l systems to see i f they are lik e ly to be s u f f ic ie n tly a t tr a c tiv e to the user to outweigh th e ir inherent disadvantages The f i r s t q u e s t i o n t o b e an sw ered i s : How much a n t i d e t o n a n t o r h ig h o c t a n e f u e l w i l l be u sed i f t h e s e sy stem s a r e a p p l i e d ? As a p a r t i a l answ er t o t h i s q u e s t i o n we have s t u d i e d t h e f u e l c o n s u m p tio n c h a r a c t e r i s t i c s o f a number o f passenger c a rs and tru c k s under a wide v a r ie ty o f o p e ra tin g co n d i t i o n s . The d ata a re summarized in Figure 1 which shows p ercentage o f t o t a l f u e l consumed a t m a n if o ld v a c u a o f a p p r o x i m a t e l y 6 i n . Kg o r l e s s . T h is changeover p o in t was chosen because t e s t work in d ic a te d i t to be about o p t i mum when p a r t and f u l l t h r o t t l e o c t a n e number r e q u i r e m e n t s and o v e r a l l c o n sumption of high octane m a te ria l are balanced a g a in st each o th e r. Going to h i g h e r v a c u a r e s u l t s i n e x c e s s i v e l y h ig h c o n su m p tio n w h i l e low er v a l u e s may r e s u l t i n e x c e s s i v e p a r t t h r o t t l e o c t a n e r e q u i r e m e n t . The b a r s a t t h e t o p o f t h e c h a r t show maximum and minimum co n su m p tio n i n 1-g- - 2 t o n t r a c t o r - t r a i l e r u n its in elev en d i f f e r e n t i n t e r - c i t y o p e ra tio n s in th e mid and f a r - w e s t. Gross lo a d s v a r ie d from 13,000 to 37,000 pounds. The h ig h e s t consum ption shown i s 93%. T h is o c c u r r e d i n a t r a c t o r h a u l i n g a t r a i l e r w h ich h a d s u f f i c ie n t fro n ta l area to lim it th e top speed to 43-45 m iles per hour. In th is type o f se rv ic e , wind loading is lik e ly to govern to p speed on s u b s ta n tia lly lexre l r o a d s , w h i l e g r o s s lo a d w i l l c o n t r o l i t on t h e s t e e p e r g r a d e s . The lo w e s t c o n s u m p tio n in t h e 11 d i f f e r e n t o p e r a t i o n s , p a r t o f w hich u s e d s t a k e body t r a i l e r s , was 60%. The d a t a f o r t h e lvr t o n s t a k e t r u c k , w i t h a 1 0 ,0 0 0 pound g ro s s lo a d , in d icate th a t city and in te r - c ity service re s u lt in about equal ra tio s of consum ption o f h igh and low o ctan e fu e ls in t h i s ty p e o f t r u c k . The p a s s e n ger c a r d a ta show an ex trem ely wide range in r e l a t i v e consum ption a t f u l l and p a r t t h r o t t l e . I n m o u n ta in o u s t e r r a i n Car A u sed as much as 70% o f t h e f u e l a t 6 i n . Hg vacuum o r l e s s , w h i l e - t h e san e c u r u s e d a s l i t t l e a s 15/ u n d er o t h e r c o n d i t i o n s . Car C i n c i t y - c o u n t r y d r i v i n g w i t h a 50 mph t o p s p e e d u s e d o n ly 5%. , The d a t a on Car B a r e a l s o o f i n t e r e s t . T h is c a r , o f t h e same y e a r and model a s Car A, was d r i v e n o v e r a 2 7 - m ile c l o s e d c o u r s e i n D e t r o i t . V a r i a t i o n i n c o n s u m p tio n among t h e f i v e d r i v e r s , who d r o v e i n t h e i r n o rm al f a s h i o n , was from 15 t o 40%. Two o t h e r d r i v e r s u s o d t h i s same v e h i c l e i n d a i l y commu ta tio n se rv ic e between Ferndnle and Birmingham, Michigan w ith th e r e s u lts shov;n. I t is a l i t t l e d i f f i c u l t to d ecide what th e r e l a t i v e consum ption o f h ig h and low o c ta n e m a t e r i a l s would be i n t h i s make and model o f c a r . Data f o r C ars D and E w e r e o b t a i n e d w i t h a maximum s p e e d o f 50 m i l e s p e r h o u r . vVith t h e s e f i g u r e s i n m ind, i t i s d e s i r a b l e t o c o n s i d e r th e two t y p e s o f d u a l - f u e l system s i n d i v i d u a l l y . The f o re g o in g g a s o lin e consum ption f i g u r e s can be converted to in je c te d liq u id consumption by assuming an o v e ra ll consump t i o n o f i n j e c t e d l i q u i d e q u a l t o 20% o f t h e f u l l t h r o t t l e g a s o l i n e c o n s u m p tio n , (su ffic ie n t data are available to indicate th a t th is gives a re lia b le estim ate.) F igure 2 shows th e economics o f use o f in je c te d liq u id s ns rn tid o to n n n ts o n ly . I t makes no attem p t to e v a lu a te savings in o p e ra tin g c o s ts due to savings in m a in te n a n c e s i n c e , so f a r a s we know, t h e r e a r e no docum ented s t u d i e s on t h i s subject. This fig u re shows th e in c re a s e d c o s t o f f u e l to th e u ser as a fu n c tio n o f c o s t o f t h e l i q u i d and r a t e o f u s e - Two a r e a s o f c o s t a r c shown, one to* k f 0020740 a o o l y i n g t o co m m ercial v e h i c l e s , and t h e o t h e r t o p a s s e n g e r c a r s . We have a r b i t r a r i l y s e t upper lim its of 60 cen ts and one d o ll a r p er g allo n f o r th e co st of in je c te d liq u id for trucks and cars re sp e c tiv e ly , and lower lim its o f 18 and 25 c e n t s w hich r e p r e s e n t t h e a p p r o x im a te c o s t o f g a s o l i n e t o t h e two u s e r s . I n je c te d l i q u id s in t r u c k s e r v ic e can c o s t as much as 10.8 c e n ts p e r g a l l o n o f g a s o l i n e consumed, d e p e n d in g on r a t e o f u s e and c o s t p er g a l l o n . S i m i l a r l y in p a s s e n g e r c a r s t h e r a n g e i s up t o 14 c e n t s . I t i s questionable whether the possible advantages of th e system can compensate for th e added co st of o p e ra tio n in many of th e s e a p p lic a tio n s . I t is w ell to consider the p o ssib ilitie s- of in jecte d liq u id s in a system which w i l l use them as high octane fu e l blending ag en ts, i . e . as both fu e l and a n t i d e t o n a n t . This s y s te m ^approaches t h a t s u g g e s t e d b y .vlr* H o la d a y i n th a t both are tru e d u al-fu e l system s. , In one, a blending agent of high cetane number would be added to the charge by th e e q u iv a le n t o f th e p re s e n t power j e t , w h ile in th e o th e r a com plete ch an g eo v er ta k e s p la c e . F ig u re 3 shows in c re a s e d c o s t o f th e t o t a l f u e l u sed as a f u n c ti o n o f th e d i f f e r e n t i a l in cost of the high octane m aterial over th a t of the lower grade fu e l, and the rate of use. Comparison w ith Figure 2 in d ic a te s th a t th e re is a co n sid erab le advan t a g e t o be- g a in e d by g i v i n g t h e m o t o r i s t so m e th in g i n a d d i t i o n t o d e t o n a t i o n c o n t r o l i n r e t u r n f o r h i s money. For p a s s e n g e r c a r u s e 14/5 c o n s u m p tio n o f i n j e c t e d l i q u i d as an a n t i d e t o n a n t a t 81*00 p e r g a l l o n w ould c o s t 14 c e n t s e x t r a p e r g a l l o n o f g a s o l i n e consumed, w h e re a s th e same co n su m p tio n a s f u e l and a n t i d e t o n a n t would c o s t 11 c e n t s e x t r a p e r g a l l o n . T h is same f i g u r e shows t h e s a v in g s t o be made w i t h a. d u a l - f u e l s y ste m o f the ty p e i n c o r p o r a t i n g c o m p le te c h a n g e o v e r. The a v e ra g e u s e r d r i v e s 10,000 m iles per y e a r and buys about 700 g a llo n s of g aso lin e fo r w hich, a t 25 c e n ts p er g a l lo n , he w i l l spend $17 5 .0 0 . I f he buys premium g a s o lin e he must p re se n tly add $14.00 or about 8 per cen t. I f he uses the d u a l-fu e l s y ste m , and h i s a v e r a g e c o n s u m p tio n of h ig h o c t a n e f u e l i s 2575, premium p e r form ance c o s t s 0 . 5 c e n t p e r g a l l o n . Thus he can save 75?5 of $ 14.00 o r $ 1 0 .5 0 a t the current price d if f e r e n tia l. , At t h i s p o in t one must co n sid er th e commercial as w e ll as th e e n g in e e r ing asp ects; for to o ffer th e o il and automotive in d u strie s any help in th e so lu tio n of th e ir supply problems, e ith e r method of d eto n atio n c o n tro l must be purchased and used by m illio n s o f m o to ris ts or a s u b s t a n ti a l percento.go of th e tru ck and bus f l e e t o p e ra to rs. The psychology o f a sav in g o f oven $10 n year can form th e b a s is o f a good s a le s argument b u t to o f f s e t th a t sav in g t h e r e is consumer in c o n v e n ie n c e , w hich may even become a n u i s a n c e , o f two fuel systems which must bo m aintained and furtherm ore must be kept in s a t i s f a c t o r y b a l a n c e so f a r a s s u p p l y i s c o n c e r n e d . As i n a l l p h a s e s o f a u to m o tiv e development, the extremes of u se rs' acceptance are im portant. Consider a r e s i d e n t o f S o u th e r n C a l i f o r n i a who i n h i s d a i l y d r i v i n g u s e s 15-25;$ o f t h e h i g h o c ta n e m a t e r i a l and t h e n goes t o t h e m o u n ta in s and u s e s 70/5. How do you design fo r such v a r ia b ility ? I f tan k siz e s are proportioned on th e b asis of 25;$ c o n s u m p tio n , sa y 15 g a l l o n s and 5 g a l l o n s , and co n su m p tio n becomes 70/5, th e n c r u is i n g range is t h a t which can be o b ta in e d on th e e q u iv a le n t o f about 7 g a l lons to ta l. This discussion is not meant to imply th a t these developments are not of s ig n ific a n c e . R ather, i t is hoped th a t i t -./ill serve- to emphasize th e im port ance of considering n i l th e facto rs involved in acceptance of any such system. K 0020741 - s'- Harold J. Gibson i &-a& FIGURE I RELATIVE FUEL CONSUMPTION FULL THROTTLE AND PART THROTTLE l| -TON TRAOTORS, INTER-CITY (II DIFFERENT OPERATIONS) l^r" TON STAKE TRUCK INT ER- CIT Y CITY DELIVERY CAR A MOUNTAIN CITY a COUNTRY DESERT ALL CITY CAR B CITY FIXED COURSE (5 DRIVERS) CITY-COUNTRY COMMUTING DRIVER I DRIVER 2 CAR C DESERT ALL CITY CITY a COUNTRY CAR D 10,000 MILES CITY a COUNTRY CAR E 10,000 MILES CITY 8 COUNTRY 0 20 40 60 80 PERCENT FUEL CONSUMED, MANIFOLD VACUUMS 6 IN. HG OR LESS 100 Th is figu r e sh ow s the r an ge in r e la t iv e fu ll an d p ar t th r ot tle fu el con su m ption obtain ed in v e h ic le s u n d er a v ar ie t y of o p e r at in g con d it ion s. ' K r 0020742 FIGURE 2 COST OF INJECTED LIQUID AS ANT1-DETONANT ONLY COST OF INJECTED ,LIQUID DOLLARS PER GALLON Boundaries of areas of cost are based on'estim ated cost of g a s o l i n e and an i n j e c t e d liq u id to th e tvyo t y p e s o f u s e r s , and the consum ption ra tes show n in F ig u re l .F o r exam p le, m axim um consum ption for a p assen ger car is shown to be 70%. Applying the factor of 0.2 r e s u lts in injected liquid c o n s u m p tio n e q u a l to 14% of to ta l g a s o lin e c o n s u m p tio n . At $1.00 per gallon for injected liquid, this resu lts in i n c r e a s e d f u e l c o s t o f 14 c e n t s p e r g a llo n . FIGURE 3 COST OF HIGH OCTANE FUEL DUAL FUEL SYST EM CARS CONSUMPTION HIGH OCTANE MATERIAL, % TOTAL FUEL Bo u n d a r ie s of a r e a s a r e b a se d on F ig u r e 1 an d d iffe r e n t ial in c o st b et w een h igh an d low octan e m a t e r i a l s . F o r e x a m p l e , w it h low o c t a n e fu e l a t 25 c e n t s a g a l l o n el 7 5 - c e n t d i f f e r e n t i a l i s e q u iv alen t to a t o t al c o st of $1.00 p e r gallo n fo r h igh o ct an e b len d in g age n t . A t 14% con s u m p t i o n , t h i s i n c r e a s e s t o t a l f u e l c o s t b y 11 c e n t s p e r g a l l o n . RE 0020744