Showing papers on "Alcohol fuel published in 1983"

Alternative fuels for spark ignition engines

Abstract: Toward the end of this century the shortfall of supply below demand of the products of natural crude oil will become severe. Research is already well under way to provide alternative fuels for spark ignition engines which will be independent of natural crude oil. These include fuels from oil shales and tar sands, as well as synthetic fuels, alcohols, and gases; sources include coal, natural gas and biological origins. These fuels will cost two to three times as much in real terms as gasoline from oil does now, so an even stronger emphasis on fuel economy will be required. Most of these alternative fuels are more suited to the spark ignition engine than the compression-ignition engine, and this paper predicts that the changeover to them will cause an increase rather than a decrease in the market penetration of the spark ignition engine. It is concluded that the alternative fuel most likely to gain general acceptance is synthetic gasoline made from coal or natural gas, or in some areas from agricultural by-products.

Injection device for direct injection diesel engines using alcohol and diesel fuel

Abstract: The injection device has a nozzle body (10) wherein the liquid-controlled edle valves (17; 18) are opened by the diesel fuel supplied by an injection pump via the annular line (12) and the pressure channels (13; 14) when the opening pressure p o , which is set at the pressure springs (19; 20) by way of the pressure adjusting discs (21; 22), is reached. In this connection the two needle valves (17; 18) can be opened and closed at different times within certain limits so that at a relatively low opening pressure p o for the needle valve (17) relative to the needle valve (18) the diesel fuel issuing through the spray aperture (24) into the combustion chamber (25) serves during the entire injection period as ignition jet for the alcohol fuel issuing from one or more spray apertures (29). The alcohol fuel, which is supplied continuously by a gear pump, flows from the pressure channel (26) to the collecting chamber (27) from where, interrupted by the liquid-controlled needle valve (18), it is injected intermittently via the blind hole (28) and the spray aperture(s) (29) into the combustion chamber (25). Due to the intake of air in the narrowest cross section of the spray apertures (24; 29), diesel and alcohol fuel arrive at the combustion chamber (15) already as two-phase mixture.

High concentration ethanol-diesel blends for compression-ignition engines

Abstract: A fuel blend containing 30 percent ethanol, diesel fuel and additives was tested in a diesel tractor to determine its effect on engine performance and durability Uprating the delivery of the fuel injection pump was found to be a practical method of restoring the 11 percent power reduction caused by the lower heat content of the blend Operation of the tractor under on-farm conditions for alternate 100 hour periods totalling 2000 hours on diesel fuel and on the blend revealed no noticeable deterioration in engine condition related to the blend

Fuel blended with alcohol for diesel engine

Abstract: A fuel blended with alcohol for use in a diesel engine, which comprises a petroleum fuel, methanol, and a higher alcohol having 10 to 16 carbon atoms as a mutual solvent for said petroleum fuel and methanol.

Energy From Alcohol: The Brazilian Experience

Abstract: Brazil's eight-year program to develop an ethanol economy is a political and technological experiment aimed at replacing petroleum with renewable biomass as the major energy source. The authors describe how the program is organized and how it functions, the emerging ethanol chemical industry, the use of ethanol as a fuel, and the economic and environmental issues associated with growing fuel, and the economic and environmental issues associated with growing fuel instead of food. The book concludes with the speculation that other Third World countries can learn from the mistakes and successes of Brazil's program. 196 references, 19 figures, 32 tables. (DCK)

Chemical and biological characterization of exhaust emissions from vehicles fueled with gasoline, alcohol, lpg and diesel

Abstract: The report describes an experimental programme to characterize gaseous and particulate emissions from thirteen light-duty vehicles representing several exhaust emission control systems. The fuels were leaded and leadfree gasoline, methanol/gasoline fuel (M15), lead-free ethanol/gasoline fuel (e23), methanol fuel (M95), liquified petroleum gas (lpg), and diesel fuel. The effects were determined of fuel composition on the mass emissions of CO, HC and NOx as well as non-regulated pollutants including aldehydes, polyaromatic hydrocarbons, alcohols, aromatics, olefins and alkyl nitrites, which were characterized in the 1973 and 1978 US Federal test procedures. Mutagenic effects were studied by Ames test. (TRRL)

Sunflower oil methyl ester as a diesel fuel

Abstract: Methyl ester formation represents one approach to overcome the problems associated with the relatively high viscosity of sunflower oil when used as a diesel fuel replacement. Sunflower oil methyl ester is being prepared at the University of North Dakota Engieering Experiment Station. Physical and chemical properties of this material at varying levels of refinement and purity will be used to define fuel properties. Engine testing is being carried out to determine if the fouling characteristics of methyl ester are significantly less than those of sunflower oil. 1 figure, 1 table.

Method and apparatus for the injection of alcohol fuels, more particularly for direct injection diesel engines

Abstract: According to the method in the two-fuel system, using diesel and alcohol l, the alcohol fuel is continuously supplied with a fuel pump and the diesel fuel is discontinuously supplied with an injection pump by way of separate lines of an injection apparatus. An apparatus, which is suitable for carrying out the method, has a nozzle body (10) with the fluid-controlled needle valves (17; 18a; 18b) which are operated after the opening pressure p o , which is adjusted at the pressure springs (19; 20a; 20b), is reached by the diesel fuel conveyed through the ring conduit (12) and the pressure channels (13; 14a; 14b), in which case the opening pressure p o for the needle valve (17) is constantly adjusted to a lower value in respect of the satellite needle valves (18a; 18b). After the needle valve (17) has opened, the diesel fuel, which is under high pressure, flows through the spray apertures (24a; 24b), from which the alcohol fuel, which is conveyed by way of the ring channel (27) and the inlet channels (28a; 28b), is entrained by the diesel fuel according to the Venturi-ejector principle and a two-fuel mixture develops in the spray apertures (24a; 24b). The apparatus can also be equipped with suction slots (31a; 31b) which open out in the narrowest cross section of the spray apertures (24a; 24b) so that by sucking in air out of the combustion chamber (25) a two-fuel two-phase flow develops there.

Influence of ethanol and methanol gasoline blends on the mutagenicity of particulate exhaust extracts.

Abstract: TheSalmonella mutagenicity test was used to evaluate the influence of alcohol fuel extenders on the genetic toxicity of particulate exhaust extracts. Four spark-ignition engine equipped vehicles were operated on gasoline alone, 10% blends of ethanol or methanol in gasoline, and a commercially available “gasohol.” The tests were conducted on a chassis dynomometer and the particulate exhaust was collected on high volume filters after dilution in a tunnel. The vehicles used were a 1980 Chevrolet Citation, a 1980 Mercury Monarch, a 1981 Ford Escort and a 1981 Oldsmobile Cutlass. Dichloromethane extracts of the exhaust particles from all tests were mutagenic inSalmonella typhimurium strains TA 100 and TA 98. The extracts were less mutagenic in the nitroreductase deficient strains TA 98NR and TA 98DNPR suggesting that nitro substituted polycyclic aromatic hydrocarbons may be responsible for part of the mutagenicity. In all the alcohol blended fuel tests, the mass of particle associated organics emitted from the exhaust was lower than that observed during the control tests using gasoline alone. Thus, in most cases, estimates of the emission of mutagenic combustion products from the exhaust were lower in the alcohol blend tests.

Modified Sequence V-D Test with Two Engines Using Alcohol Fuels

Abstract: Modifying the standard Sequence V-D test for alcohol fuels requires material changes in the fuel handling system, addition of a fine mesh fuel filter and the provision for easy fuel drainage. Besides rejetting the carburetors, the initial ring gaps of the 2.3L engine are reduced to maintain the blowby level of the standard test. Large oil consumption necessitates a modified oil leveling procedure. Precise measurements of the rings, bores, and valve-train components are essential to the evaluation of oil performance. Wear of a 2.3L engine using alcohols is larger than using gasoline. Special oils can be formulated to mitigate the wear problem. To test the 1.6L engine with the Sequence V-D procedure requires extensive modification to the production carburetor and some plumbing changes of the standard test stand. Load and initial oil charge are scaled to reflect the smaller engine requirements. Wear of the 1.6L engine is less severe than the 2.3L.

Engine and vehicle concepts for methanol-gasoline blends

Abstract: Blending methanol (MEOH) into gasoline results in the variation of the fuel properties, which are partially significant for the vehicle performance. Based on the modified fuel, necessary changes in the engine-vehicle concept are discussed including variations in the characteristics of the cars. Several steps of blending rates are considered: Low percentage in present production gasoline vehicles, medium rate up to 15% and high values up to 60% in modified concepts. The most influencing factor proves to be the material compatibility, followed by hot driving problems (vapor lock). Experiences with prototypes are discussed as well as larger test programs, e.g. the German Methanol Program with 1000 M 15 vehicles.

The effects of lubricant composition on s.i. engine wear with alcohol fuels

Abstract: An investigation of the effects of lubricant composition changes on spark ignition engine wear and deposits when using alcohol fuel was jointly sponsored by the U.S. Department of Energy and the U.S. Army Mobility Equipment Research and Development Command. In the work covered by this paper, tests were conducted with methanol fuel in a 2.3-liter engine using a modified ASTM Sequence V-D procedure. The baseline lubricant was a 10W-30 grade product, qualified under MIL-L-46152, for which a large amount of field and laboratory data were available. Eleven variations of the baseline lubricant were supplied and tested. The results indicate that a magnesium-based detergent additive was less effective in controlling methanol-related engine wear than was a calcium-based additive. Ashless dispersant chemistry was also determined to be of importance in controlling wear with methanol fuel. Experiments were conducted to identify the wear mechanism using the 2.3-liter engine, 20-hour steady-state test. This 20-hour test shows promise as a lubricant screening procedure when using methanol fuel.

Investigations on a passenger car swirl-chamber diesel engine using different alcohol fuels

Abstract: Investigations on the suitability of various alcohol fuels as alternatives to conventional diesel fuel were carried out on a passenger car swirl-chamber diesel engine. The test results with a methanol and an ethanol diesel fuel blend show that without alternation of the engine adjustment a good performance behaviour is obtained. In addition to a reduced soot emission and a considerably lower particulate emission the thermal efficiency mainly in the upper load range is higher than with pure diesel operation. The increased HC and CO emissions occuring at low loads can be avoided and a further improvement in energy consumption can be realized by adapting the injection timing for alcohol blend operation. A complete substitution of the diesel fuel with a methanol-ignition improver mixture necessitates an adpated and alcohol-resistant fuel injection system. A soot free combustion and with the exception of the NOX emissions nearly the same low level of gaseous pollutants as with pure diesel operation are achieved. In the full load range the thermal efficiency of the alcohol engine is distinctly higher, whereas at part load the efficiency turns out to be lower. With regard to the engine efficiency and the HC and CO emissions at low loads a further optimization of the fuel injection system is necessary.

Additive for Otto cycle engines and fuel mixture so obtained

Abstract: The additive for Otto cycle engines according to the present invention consists of a mixture of water, ethanol, methanol and butanol to which is added a determined quantity of a liquid obtained by pressing prickly pear leaves. Added in a small percentage to the fuel, gasoline, LP or methane, this additive prevents the oxidation associated with the use of water and/or alcohols in Otto cycle engines, lowers fuel consumption and allows the use of low octane fuel.

Gasoline-substitute fuel

Abstract: A gasoline-substitute fuel for use in motor cars comprises a mixture consisting of 5-15% by weight of a monohydroxy alcohol containing one to four carbon atoms per molecule; 2-10% by weight of a conventional diesel fuel; and the balance consisting of a conventional gasoline.

Elimination of combustion difficulties in a glow plug-assisted diesel engine operated with pure ethanol and water-ethanol mixtures

Abstract: Forced ignition with glow plugs has great potential for the utilization of alcohol fuels in diesel engines. However, the installation of glow plugs may cause misfiring or knocking in parts of the operating range. This paper presents an analysis of the factors influencing the ignition characteristics of ethanol in a glow plug-assisted diesel engine; these factors may be classified into two categories: the factors related to the temperature history of the droplets before contact with the glow plug, and those related to the probability of contact. By optimizing these factors, the combustion difficulties were successfully eliminated over the whole operating range, and engine performance comparable with conventional diesel operation was achieved.

Dissociated methanol engine testing results using H/sub 2/-CO mixtures

Abstract: The use of dissociated methanol as an IC engine fuel was evaluated in tests with a single cylinder ASTM/CFR engine Brake efficiency improvements of up to 22% over gasoline were recorded at light loads, but the maximum brake power output was only 74% of that attained using gasoline A compression ratio in the range 9:1 to 10:1 was found to be the maximum that can be used without encountering knock and other more severe forms of abnormal combustion The CO emissions were found to increase significantly as the equivalence ratio was decreased and may impose a practical lower limit on the extent to which quality governing can be employed Tests utilizing a timed fuel injector in the intake port suggest that, once optimized, a throttled, liquid methanol-fueled engine may equal the efficiency attained on dissociated methanol at light loads and may be the most attractive means of utilizing methanol in transportation applications

Alcohol fuels from biomass.

Abstract: An overview is presented of air, water, solid waste, and occupational safety and health problems that might arise at biomass-based ethanol and methanol production facilities. The major environmental concerns of biomass-to-ethanol plants are the effects of potential air emissions and wastewater effluents. Little data is available about the environmental characteristics of methanol plants because of the early stage of technological development. Initial surveys indicate that methanol emission and effluent streams may contain substances of greater environmental concern than do corresponding ethanol facilities. (JMT)

Characteristics of primed methanol fuels for passenger cars

Abstract: In addition to the use of volatile primers to provide methanol fuels with good cold starting characteristics, an additional component is needed for luminosity of methanol flames. Methanol fuels have been prepared with several volatile primers to provide improved cold starting characteristics. Dimethyl ether, which can be readily made from methanol, appears to be superior in several respects to other primers because it imparts adequate volatility at reasonably low concentrations and can tolerate water contamination without volatility changes or phase separation better than hydrocarbon primers. Hydrocarbon components have been identified that provide adequate luminosity to methanol fuel flames. Estimates of vapor flammability indicate that dimethyl ether primed methanol fuels can be made whose vapor is too rich to burn in confined tankage at least down to minus 20 deg C. The upper flammability temperature of isopentane primed methanol can be close to that of gasoline (minus 30 deg C), but the isopentane solutions are sensitive to water contamination. Primed methanol experiences greater volatility loss than gasoline during storage and use in vehicle tanks and carburetors. Greater evaporative emissions were also observed. Primers in the concentration range 0-15 volume percent appear to have no effect on octane quality in the CFR engine. Dimethyl ether seems not to aggravate methanol's preignition tendency.

Improved Combustion Turbine Efficiency With Reformed Alcohol Fuels

Abstract: A high-efficiency, alcohol-burning combustion turbine system is described. The system's high efficiency is the result of an endothermic catalytic reforming of the alcohol fuel using exhaust gas waste heat. A performance analysis of a catalytic reformer for methanol, methanol/water, and ethanol/water mixtures is presented. System performance predictions for a Westinghouse 501D (100 MW /SUB e/ ) combustion turbine show significant improvements in efficiency and power over distillate fuel and potential reductions in NO /SUB x/ emissions. An economic comparison with distillate fuel indicates the time when a reformed alcohol combustion turbine could be feasible.

Corrosion inhibition in engine fuel systems

Abstract: There is provided a corrosion inhibitor for use in the storage, distribution and use of alcohol as a fuel for internal combustion engines. The inhibitor comprises a triazole and an amine salt of an acid. There is further provided a corrosion-inhibited alcohol fuel and a method of inhibiting corrosion in metals.

Emissions, efficiency, and durability of agricultural diesel engines using low-proof ethanol

Abstract: Experimental investigations were made to evaluate the potential of using low-proof ethanol to supplement diesel fuel in agricultural engines. Fumigation, mechanical emulsification, and chemical emulsifiers were used to introduce a significant amount of alcohol with diesel fuel for engine operation. A total of five diesel tractor engines were tested using each of the fuel systems. Exhaust products and fuel usage were determined at various engine speed/load conditions. A 500-hour engine durability test was conducted on three of the engines using 25% 160-proof ethanol with diesel fuel. Two tests were conducted using fumigation, and one test was done with a mechanical fuel emulsifier. Results suggest that approximately 25% alcohol can be used with diesel fuel to realize essentially the same thermal efficiency as diesel fuel. In addition, no adverse effects on engine life expectancy were apparent using 25% 160-proof ethanol fumigated into an engine. However, using the same fuels and a mechanical emulsification fuel introduction system led to premature engine failure.

Engine and field test evaluation of methanol as an automotive fuel

Abstract: A nine-car fleet test was conducted over a one year period to evaluate liquid and vaporized methanol as internal-combustion engine fuels in retrofitted 2.3-liter L4 gasoline engines. In addition, modified ASTM Sequence V-D engine tests were conducted on selected oil formulations of SF and SF/CC quality to determine their overall performance with methanol. It was found that severe engine upper-cylinder bore wear is likely to occur with current SF and SF/CC-type formulations in vehicles driven in short-trip, stop-and-go urban cycles. Normal engine wear was observed in vehicles driven mostly at highway speeds. The idle time following a cold start, appeared to have a direct effect on engine wear. Liquid and vaporized methanol showed similar results. Engine varnish with either liquid or vaporized methanol, was significantly better than with gasoline.

Additives for alcohol fuel and their manufacture

Abstract: An aqueous solution consisting mainly of an essential oil ingredient and water is obtained by immersing chips of at least one kind of herb in hot water of 70-90 °C for about 30 minutes. This solution is added, either as it is or concentrated, to a lower alkanol. The resulting mixture is a fuel for internal combustion engines which is comparable to petrol, and far superior to pure alcohol in performance and in not causing corrosion. It can contain 30% of water. For example, a car fuelled with a mixture of methanol (78%), water (20.8%) and an extract (1.2%) achieved 3.41 km/l, whereas on pure methanol it achieved only 3.04 km/l.

Fuel methanol additives: issues and concerns

Abstract: Additive cofuels can alleviate several problems with methanol fueled vehicles. The optimum fuel composition of methanol has been researched. Difficulty in coldstarting, broad flammability limits, low flame luminosity, a corrosive nature, and lack of lubricity of methanol, all can be modified by additives as specified.

Cold starting tests on a methanol fuelled spark ignition engine

Abstract: The present cold starting performance of methanol fuelled spark ignition engines is poor compared to their gasoline counterparts. Apparatus has been developed to cold soak a small engine to temperatures as low as -65/sup 0/C. Tests have been conducted using methanol, Indolene and sample of commercial gasoline of depressed volatility. Data are provided showing the effect of fuel-air ratio on minimum starting temperature for the three fuels. Methanol failed to start at temperatures below about 0/sup 0/C whereas the Indolene started easily to below -45/sup 0/C. Reid Vapour Pressure is shown to be ineffective as a predictor of cold starting performance for methanol.

Comparative performance study of spark ignition engines burning alcohols, gasoline, and alcohol-gasoline blends

Abstract: In recent years it has been clear that the reserves of oil, from which petrol is refined, are becoming limited. In order to conserve these stocks of oil, and to minimize motoring costs as the price of dwindling oil resources escalates, it's obviously desirable to improve the thermal efficiency of the spark ignition engine. There are also obvious benefits to be obtained from making spark ignition engines run efficiently on alternative fuel, (non-crude based fuel). It has been claimed that hydrogen is an ideal fuel for the internal combustion engine it certainly causes little pollution, but is difficult to store, high in price, and difficult to burn efficiently in the engine without it knocking and backfiring. These problems arise because of the very wide flammability limits and the very high flame velocity of hydrogen. Alcohols used an additive or substitute for gasoline could immediately help to solve both energy and pollution problems. An experimental tests were carried out at Mansoura University Laboratories using a small single cylinder SIE, fully instrumented to measure the engine performance. The engine was fueled with pure methonol, pure ethonol, gasoline methanol blends and gasaline ethanol blends. The results showed that in principle, from kechnological aspectsmore » it's possible to use alcohols as a gasoline extender or as alcohol's gasoline, blends for automobiles. With regard to energy consumptions alcohols and alcohols gasoline blends lead to interesting results. The fuel economy benefits of using alcohols gasoline blends was found to be interesting in the part throltle operation.« less

Engine operated by alcohol modified gas

Abstract: PURPOSE:To increase the output and the thermal efficiency of the engine of the type in which alcohol is modified into fuel gas by use of heat possessed by exhaust gas, by providing a fuel supplying means independently of an intake-air passage, and feeding the modified fuel gas directly into a combustion chamber. CONSTITUTION:A modified fuel gas inlet port 3 is formed at a port of the wall of the combustion chamber of an engine 1, and a modified fuel gas supply valve 4 is disposed at the open end of the port 3 where it is opened in the combustion chamber 2. At an intermediate part of an exhaust-gas passage 6, there is disposed a fuel modifying means 8 incorporating therein an alcohol modifying catalyst and a heat exchanger wall 7 through which heat of exhaust gas is transmitted to alcohol fuel. Here, arrangement is such that liquid alcohol fuel is supplied to the modifying means 8 by a pump 9 and fuel gasified and modified by the means 8 is supplied directly to the combustion chamber 2 via the pipe 5 and valve 4. Further, the modified fuel gas supply valve 4 is controlled to open at a proper timing and for a proper period according to the speed of rotation of the engine 1, load, pressure of the modified fuel gas etc.