Showing papers on "Alcohol fuel published in 1993"

Demand for clean-fuel vehicles in california: a discrete-choice stated preference pilot project

Abstract: A study was conducted to determine how demand for clean-fuel vehicles and their fuel is likely to vary as a function of attributes that distinguish these vehicles from conventional gasoline vehicles. For the purposes of the study, clean-fuel vehicles are defined to encompass both electric vehicles and unspecified (methanol, ethanol, compressed natural gas or propane) liquid and gaseous fuel vehicles, in both dedicated or multiple-fuel versions. The attributes include vehicle purchase price, fuel operating cost, vehicle range between refueling, availability of fuel, dedicated versus multiple-fuel capability and the level of reduction in emissions (compared to current vehicles). In a mail-back stated preference survey, approximately 700 respondents in the California South Coast Air Basin gave their choices among sets of hypothetical future vehicles, as well as their choices between alternative fuel versus gasoline for hypothetical multiple-fuel vehicles. Estimates of attribute importance and segment differences are made using discrete-choice nested multinomial logit models for vehicle choice and binomial logit models for fuel choice. These estimates can be used to modify present vehicle-type choice and utilization models to accomodate clean-fuel vehicles; they can also be used to evaluate scenarios for alternative clean-fuel vehicle and fuel supply configurations. Results indicate that range between refueling is an important attribute, particularly if range for an alternative fuel is substantially less than that for gasoline. For fuel choice, the most important attributes are range and fuel cost, but the predicted probability of choosing alternative fuel is also affected by emissions levels, which can compensate for differences in fuel prices.

Ethanol and methanol from cellulosic biomass

Abstract: Cellulosic biomass includes agricultural and forestry wastes, municipal solid waste, and energy crops. Enough ethanol or methanol could be made from cellulosic biomass in countries such as the United States to replace all gasoline, thereby reducing strategic vulnerability and lowering trade deficits for imports. Direct alcohol blends and gasoline containing ethers of ethanol or methanol decrease emissions of carbon monoxide, and neat alcohols reduce smog. In addition, producing alcohol fuels from biomass that is grown sustainably does not contribute to the accumulation of carbon dioxide (CO{sub 2}) in the atmosphere. Significant progress has been made over the past few years in the technologies for converting biomass to ethanol or methanol. The simultaneous saccharification and fermentation (SSF) process is favored for producing ethanol from cellulose, because of its low cost potential. Technology has also been developed for converting hemicellulose into ethanol. Burning the remaining fraction -- predominantly lignin -- can provide enough heat and electricity for the conversion process and generate extra electricity for export. Developments in conversion technology have reduced the projected selling price of ethanol from about US $45 per gigajoule ($0.95 per liter) ten years ago to only about $13 per gigajoule ($0.28 per liter) today. For methanolmore » production, improved gasification technology has been developed, and more economical syngas cleanup methods are available. The projected cost of methanol has been reduced from about $16 per gigajoule ($0.27 per liter) to less than $15 per gigajoule ($0.25 per liter) at present. Technical opportunities have been identified that could reduce the costs of ethanol and methanol produced from cellulosic biomass to levels competitive with gasoline (%0.21 per liter) derived from oil at $25 per barrel. 110 refs., 3 figs., 15 tabs.« less

Methanol as a fuel for spark ignition engines: a review and analysis

Abstract: A review and analysis of recent literature data on the use of methanol as an alternative fuel for internal combustion engines have been performed. The properties of methanol have been analysed from...

Global warming and urban smog: Cost-effectiveness of CAFE standards and alternative fuels

Abstract: In this paper we estimate the cost-effectiveness, in terms of reducing greenhouse gas emissions, of increasing the corporate average fuel economy (CAFE) standard to 38 miles per gallon and substituting methanol, compressed natural gas (CNG), and reformulated gasoline for conventional gasoline. Greenhouse gas emissions are assessed over the entire fuel cycle and include carbon dioxide, methane, carbon monoxide, and nitrous oxide emissions. To account for joint environmental benefits, the cost per ton of greenhouse gas reduced is adjusted for reductions in volatile organic compound (VOC) emissions, an ozone precursor. CNG is found to be the most cost-effective of these alternatives, followed by increasing the CAFE standard, substituting methanol for gasoline, and substituting reformulated for conventional gasoline. Including the VOC benefits does not change the ranking of the alternatives, but does make the alternative fuels look better relative to increasing the CAFE standard. None of the alternatives look cost-effective should a carbon tax of $35 per ton be passed, and only CNG under optimistic assumptions looks cost-effective with a tax of $100 per ton of carbon. 35 refs., 4 figs., 6 tabs.

Air-fuel ratio control device for alcohol engine

Abstract: PURPOSE:To improve responsiveness of feedback control for air-fuel ratio of a mixture, in the case of using alcohol-contained fuel in an engine. CONSTITUTION:At normal time, alcohol fuel A in a fuel tank 22 is injected supplied from a secondary side injection valve 16, and on the other hand, at engine starting time and cold time or in a high intake air amount region, gasoline G in a fuel tank 30 is injected supplied from a primary side injection valve 15. At feedback control time of air-fuel ratio of a mixture at normal time, in the case of a deviation of actual air-fuel ratio from target air-fuel ratio in a preset value or more, the gasoline G of large heating value is injection supplied as a correction fuel amount in the air-fuel ratio feedback control. Thus as compared with the case of using the alcohol fuel of small heating value as the correction fuel, the correction fuel amount is decreased thus to decrease a fuel adhering amount to an internal wall of an intake passage 11 and also quickening supply of fuel to an operating chamber 7 to contrive improvement of fuel consumption by improving follow-up responsiveness of the air-fuel ratio feedback control.

Safflower seed oil of Turkish origin as a diesel fuel alternative

Abstract: Among the biomass resources, vegetable oils seem to have the potential to be used as fuel alternatives for diesel engines. The major restricting factor in the direct use of vegetable oils in diesel engines is their high viscosity, which causes serious problems in fuel-injection systems of modern CI engines that are sensitive to viscosity changes. In this study, the dilution technique for viscosity reduction was applied, and blend fuels were prepared by adding 10–90% by volume safflower seed oil of Turkish origin to commercial Grade No. 2-D diesel fuel. Variations in viscosity with temperature of the blend fuels were determined, ASTM fuel property tests were performed, and the 20% blend having fuel properties close to the limits specified for Grade No. 2-D diesel fuel was selected for further investigation. Engine performance tests and exhaust emission values gave promising results with the 20% blend fuel (20% by volume Dincer Safflower seed oil, 80% by volume Grade No. 2-D diesel fuel).

A phase stabilized alcohol based diesel fuel containing ignition additives

Abstract: A diesel fuel containing 10 % by volume ethanol (B), 20 % by volume ethanol (D), 25 % by volume ethanol (C) or 30 % by volume ethanol for a diesel was compared to the optimum brake thermal efficiency for 100 % diesel fuel (A) wherein the (B) diesel fuel composition has almost the same diesel characteristics of conventional diesel fuel (A). A method for powering a diesel internal combustion engine with fuel having as its primary components ethanol, diesel fuel, butanol and an alkyl peroxide.

Ethanol production and employment. Agriculture information bulletin

Abstract: Increased U.S. production of ethanol could create 28,000-108,000 new jobs by the year 2000. Ethanol, distilled chiefly from corn, can be mixed with gasoline to reduce the level of hydrocarbon pollutants created by fuel combustion in gasoline engines. Job gains will be concentrated in the rural Midwest, where most of the Nation's corn is grown. Small communities elsewhere can benefit through new biomass technologies that can distill ethanol from organic matter other than corn.

Fuel processing requirements and techniques for fuel cell propulsion power.

Abstract: Fuels for fuel cells in transportation systems are likely to be methanol, natural gas, hydrogen, propane, or ethanol. Fuels other than hydrogen wig need to be reformed to hydrogen on-board the vehicle. The fuel reformer must meet stringent requirements for weight and volume, product quality, and transient operation. It must be compact and lightweight, must produce low levels of CO and other byproducts, and must have rapid start-up and good dynamic response. Catalytic steam reforming, catalytic or noncatalytic partial oxidation reforming, or some combination of these processes may be used. This paper discusses salient features of the different kinds of reformers and describes the catalysts and processes being examined for the oxidation reforming of methanol and the steam reforming of ethanol. Effective catalysts and reaction conditions for the former have been identified; promising catalysts and reaction conditions for the latter are being investigated.

A Characterization of Emissions from an Early Model Flexible-Fuel Vehicle

Abstract: An emission study was conducted on a 1987 Ford Crown Victoria flexible-fuel vehicle, an early prototype which had been driven about 25,000 miles. The vehicle was run on both gasoline and a blend of 85 percent methanol and 15 percent gasoline. Emission rates of regulated pollutants (hydrocarbons, carbon monoxide, nitrogen oxides, formaldehyde, and methanol) and nonregulated pollutants (speciated organic materials) were determined for both exhaust and evaporative emissions. Tests were run varying the driving cycle, ambient temperature and catalytic converter. In general, hydrocarbon composition of exhaust emissions was significantly affected by catalyst replacement and cold starts, slightly affected by driving schedule, and unaffected by ambient temperature and test fuel. Hydrocarbon composition of evaporative emissions was only sensitive to the type of evaporative test being performed: diurnal tests typically had larger fractions of lower molecular weight paraffins than hot soak tests. 11 refs., 4 figs., 7 tabs.

Fuel control device for engine

Abstract: PURPOSE:To protect catalyst under a high speed rotation of an engine and thereby prevent deterioration of exhaust emission by providing an engine speed cutting means which stops increase of an engine speed when an increased fuel injection amount reaches a maximum reference fuel injection rate. CONSTITUTION:A fuel control device for engine is provided with a fuel injection valve 17, a fuel injection control means for controlling an injection amount of the fuel injection valve 17, and an exhaust gas purification device 21, and is operated by using alcohol fuel together with, for example, gasoline. With such an arrangement, under an increasing controlling of a fuel injection rate by means of the fuel injection control means and in case that the increased fuel injection rate reaches a maximum reference fuel injection rate determined according to a flow rate characteristic of the fuel injection valve 17, an engine speed cutting means is operated to automatically stop increase of the engine speed.

Method and apparatus for controlling fuel flow to lean burn engines

Abstract: The system for controlling the air/fuel mixture introduced into a lean burn engines includes a fuel/air mixing carburetor that is connected to the intake conduit to the engine and an air by-pass conduit that is also connected to the intake conduit. The main throttle valve is located downstream of the connection between the carburation conduit and the by-pass conduit so that mixing of the carbureted fuel/air mixture with the by-pass air occurs upstream of the main throttle valve. Accordingly, the main throttle valve does not control the air/fuel ratio but rather controls the quantity of fuel being introduced into the engine. The by-pass throttle valve may be controlled by an oxygen sensor in the exhaust system or by a fuel sensor in the intake system, when operating on natural gas, gasoline, hydrogen or alcohol fuel, as desired.

Alcohol fuel ratio sensor

Abstract: PURPOSE:To obtain an alcohol fuel ratio sensor which can detect concentration of alcohol within a fuel highly accurately by compensating for influence of fuel temperature and water content. CONSTITUTION:A change in oscillation frequency due to fuel temperature, that of oscillation frequency due to water composition, and that of leakage resistance are taken out according to an electrostatic capacity for reference which consists of electrodes 11 and 12 where a dielectric which becomes a reference is filled and an electrostatic capacity for detection which consists of electrodes 1 and 2 where a fuel to be inspected is circulated and then temperature compensation according to an up/down counter and an identification of water composition according to a microcomputer table are performed, thus enabling the concentration of alcohol to be detected. Therefore, compensation of temperature and that of water content can be performed by combining a compact sensor element and a circuit, thus obtaining an alcohol fuel ratio sensor which is accurate, reliable, inexpensive, and used easily.

Alcohol fuel supply device

Abstract: PURPOSE: To prevent deterioration in operation performance by operating a pump for a specified time when fuel supply is confirmed and then setting duration of pump operation according to the fuel concentration and thereby uniforming the fuel concentration at the time of starting. CONSTITUTION: In a fuel tank 6 are installed a fuel pump 16 and a fuel supply confirmation means (switches 30,32,34). A fuel confirmation means installed in a fuel supply pipe 18 forming a fuel path, so that the concentration state of fuel supplied to an engine 2 is detected and outputted to ECU 28. Various signals are inputted to ECU 28. When any one of a fuel supply opening cover switch 30, a fuel supply opening cap switch 32 and a fuel inflow decision switch 34, as the fuel supply confirmation means, is actuated, that is, becomes 'on', a fuel pump 16 is operated for a specified time. In this case, when a fuel concentration variation as the fuel concentration is above a specific value the fuel pump 16 is further operated for a specific time. Then, when the fuel concentration variation is below the specific value, the fuel pump 1b is stopped. COPYRIGHT: (C)1994,JPO&Japio

Reduction of CO2 Emissions from Mobile Sources by Alternative Fuels Derived from Biomass.

Abstract: : The U.S. needs an alternative transportation fuel that can displace 30 percent of petroleum fuels by the year 2010, as called for by the Energy Policy Act (PL102-486). The Act, promulgated in October, 1992, seeks an alternative that will reduce greenhouse gas emissions as well as improve the national economy by reducing oil imports. This paper examines the prospects for achieving those goals with alcohol fuels derived from biomass produced as short-rotation woody crops. Emphasis is on the Hydrocarb process, now under evaluation by the EPA for production of methanol from biomass and natural gas. Factors considered in this evaluation include: land requirements, feedstock costs, conversion yield of fuel per unit of biomass, cost per unit of fuel energy produced, and equivalent cost of gasoline displaced. The analysis indicates that a process such as Hydrocarb, that can leverage biomass with natural gas, should maximize petroleum displacement at least cost. Because of these advantages, it may also achieve greatest reduction of greenhouse gas emissions from the transportation sector.

Rapeseed oil as diesel fuel, an overview

Abstract: For more than a decade, Idaho researchers have been evaluating the potential of vegetable based fuels as a diesel substitute. The investigations began by using unmodified vegetable oils in diesel engines, then progressed to the use of modified vegetable oil through the transesterification process. The fuel production process was identified, developed, optimized, evaluated and improved. The oilseeds used for the process are from several cultivars of rapeseed developed by Idaho workers and grown locally. At first, the main focus of fuel evaluation was on rapeseed methyl ester (RME), for which off-road engine tests have been done, including: (a) short term tests on a stationary tractor engine; (b) fuel performance tests on small stationary engines; (c) endurance engine tests (1,000 hours duration); (d) durability testing of engines; (e) combustion modeling of the fuel (KIVA) using the Cray supercomputer at Los Alamos National Lab.; and (f) fuel utilization in tractors used in normal farm operations. The engine tests indicate that RME is a suitable substitute for diesel fuel. In recent months, the process of transforming rapeseed oil into a suitable fuel has been upgraded and modified. A simpler and shorter transesterification process has been developed and identified. The process uses ethanol asmore » the other main ingredient. The washing phase has also been redesigned. Ethanol is a {open_quotes}better{close_quotes} alcohol compared to methanol because the former is derived from agricultural products, is a renewable fuel, and is relatively harmless to the environment.« less

Methanol fuel additive demonstration

Abstract: Methanol as a motor vehicle fuel offers the potential to achieve significant reductions in emissions. However, performance, safety and toxicity concerns have limited methanol's widespread acceptance as a motor vehicle fuel. Specifically, there are concerns regarding methanol's poor cold start capabilities, low fuel lubricity, flammability of saturated vapors in storage and fuel tanks, low flame luminosity and human toxicity by inhalation, absorption through the skin, or ingestion. The contractor investigated the use of various additive packages by means of literature search, a laboratory test program to focusing on flame luminosity, fuel lubricity and flammability, and vehicle emissions testing. The contractor identified potential additive packages for individual methanol problems, and determined that a single package addressing all methanol problems produces air quality impacts similar to M85 (85% methanol/15% unleaded gasoline)

Alcohol engine starting property improving device and starting property improving method

Abstract: PURPOSE:To start an engine even in the atmospheric temperature condition in a cold district in midwinter, in a compression ignition type engine using an alcohol fuel. CONSTITUTION:In a compression ignition type engine 1 which uses an alcohol fuel, a fuel injection valve 9 provided at a cylinder head 8, a branch 4a provided branching from a suction pipe 4, a fuel atomizer device 12 provided to the branch 4a, an ignition device 12, and a flame quencher 14 are provided. As a result, when the engine is started, by igniting and burning the alcohol fuel atomized by the fuel atomizer device 12 by feeding the air less than the logical air-fuel ratio, a combustible gas is produced from the alcohol fuel, and after the engine is started, the alcohol fuel is fed from the fuel injection valve 9.

Federal methanol fleet project final report.

Abstract: The Federal Methanol Fleet Project concluded with the termination of data collection from the three fleet sites in February 1991. The Lawrence Berkeley Laboratory (LBL) completed five years of operation, Argonne National Laboratory (ANL) completed its fourth year in the project, and Oak Ridge National Laboratory (ORNL) completed its third. Twenty of the thirty-nine vehicles in the fleet were powered by fuel methanol (typically M85, 85 % methanol, 15 % unleaded gasoline, although the LBL fleet used M88), and the remaining control vehicles were comparable gasoline vehicles. Over 2.2 million km (1.4 million miles) were accumulated on the fleet vehicles in routine government service. Data collected over the years have included vehicle mileage and fuel economy, engine oil analysis, emissions, vehicle maintenance, and driver acceptance. Fuel economies (on an energy basis) of the methanol and gasoline vehicles of the same type were comparable throughout the fleet testing. Engine oil analysis has revealed higher accumulation rates of iron and other metals in the oil of the methanol vehicles, although no significant engine damage has been attributed to the higher metal content. Vehicles of both fuel types have experienced degradation in their emission control systems, however, the methanol vehicles seem to havemore » degraded their catalytic converters at a higher rate. The methanol vehicles have required more maintenance than their gasoline counterparts, in most cases, although the higher levels of maintenance cannot be attributed to ``fuel-related`` repairs. According to the daily driver logs and results from several surveys, drivers of the fleet vehicles at all three sites were generally satisfied with the methanol vehicles.« less

Electric fuel pump

Abstract: PURPOSE:To provide an electric fuel pump accumulated with no deposit at a coupling section between an impeller and the rotary shaft of the pump and causing no defective rotation of the impeller even if an alcohol fuel is used or an inferior fuel is used over a long period. CONSTITUTION:The inner periphery of an impeller 73 having multiple vanes on the outer periphery is coupled with a rotary shaft 81, and the impeller 73 is rotated to force-feed the fuel in an electric fuel pump 10. A fuel passage 12 is provided from the motor 80 side toward the coupling section between the rotary shaft 81 and the impeller 73 on the inside of an upper body 71a as a fuel force feed means forcefully feeding the fuel to the coupling section of the impeller 73 in the pump 10, and the retention of the fuel at the coupling section is prevented. No deposit of impurities eluted from an alcohol fuel is formed at the coupling section, and the defective rotation of the pump 10 is reduced.

Evaluation of specialized catalysts for methanol (m100) vehicles

Abstract: The report discusses the results of a test program performed at EPA's National Vehicle and Fuel Emissions Laboratory (NVFEL) to evaluate two different methanol vehicle catalyst systems. The catalysts were tested on a lean burn and a stoichiometric port injected engine equipped vehicle using M100 (neat methanol) fuel. The exhaust emission levels, particularly formaldehyde emissions, were significantly reduced by both catalysts. Air injection strategies were implemented to obtain very low cold start emissions of unburned fuel and formaldehyde.

Cold starting an alcohol-fueled engine with ultrasonic fuel atomization

Abstract: A test program was devised at EPA's National Vehicle and Fuel Emissions Laboratory to evaluate a Tonen ultrasonic fuel atomizer system on a Honda B20 engine using both M85 (85% methanol, 15% hydrocarbons) and M100 (neat methanol) fuels to determine whether cold starting a premixed-charge port injected engine on alcohol fuels at low ambient temperatures can be improved Modification to the engine's intake manifold was performed at the Japanese Automotive Research Institute (JAR) in cooperation with the New Energy Development Organization (NEDO) to install heated injectors in close proximity to the ultrasonic atomizers The engine is also equipped with the stock port injector system intact and functional Successful M100 cold starts were obtained down to 20 deg F (-7 deg C)

Cold starting an alcohol-fueled engine with ultrasonic fuel atomization. Technical report

Abstract: A test program was devised at EPA's National Vehicle and Fuel Emissions Laboratory to evaluate a Tonen ultrasonic fuel atomizer system on a Honda B20 engine using both M85 (85% methanol, 15% hydrocarbons) and M100 (neat methanol) fuels to determine whether cold starting a premixed-charge port injected engine on alcohol fuels at low ambient temperatures can be improved. Modification to the engine's intake manifold was performed at the Japanese Automotive Research Institute (JARI) in cooperation with the New Energy Development Organization (NEDO) to install heated injectors in close proximity to the ultrasonic atomizers. The engine is also equipped with the stock port injector system intact and functional. Successful M100 cold starts were obtained down to 20 deg F (-7 deg C).

Demonstration of the fuel economy potential associated with M85-fueled vehicles

Abstract: A gasoline-fueled 1988 Chevrolet Corsica was converted to operate on M85 to demonstrate that the characteristics of methanol fuels can be exploited to emphasize vehicle fuel economy rather than vehicle performance The results of the tests performed indicated fuel economy improvements of up to 21% at steady highway speeds, and almost 20% on the US Environmental Protection Agency`s federal test procedure city and highway cycles