Showing papers on "Alcohol fuel published in 2009"

Palladium-Based Electrocatalysts for Alcohol Oxidation in Half Cells and in Direct Alcohol Fuel Cells

Abstract: Direct alcohol fuel cells (DAFCs) are attracting increasing interest as power sources for portable applications due to some unquestionable advantages over analogous devices fed with hydrogen.1 Alcohols, such as methanol, ethanol, ethylene glycol, and glycerol, exhibit high volumetric energy density, and their storage and transport are much easier as compared to hydrogen. On the other hand, the oxidation kinetics of any alcohol are much slower and still H2-fueled polymer electrolyte fuel cells (PEMFCs) exhibit superior electrical performance as compared to DAFCs with comparable electroactive surface areas.2,3 Increasing research efforts are therefore being carried out to design and develop more efficient anode electrocatalysts for DAFCs.

Bio-diesel as an alternative fuel for diesel engines—A review

Abstract: The present review aims to study the prospects and opportunities of introducing vegetable oils and their derivatives as fuel in diesel engines. In our country the ratio of diesel to gasoline fuel is 7:1, depicting a highly skewed situation. Thus, it is necessary to replace fossil diesel fuel by alternative fuels. Vegetable oils present a very promising scenario of functioning as alternative fuels to fossil diesel fuel. The properties of these oils can be compared favorably with the characteristics required for internal combustion engine fuels. Fuel-related properties are reviewed and compared with those of conventional diesel fuel. Peak pressure development, heat release rate analysis, and vibration analysis of the engine are discussed in relation with the use of bio-diesel and conventional diesel fuel. Optimization of alkali-catalyzed transesterification of Pungamia pinnata oil for the production of bio-diesel is discussed. Use of bio-diesel in a conventional diesel engine results in substantial reduction in unburned hydrocarbon (UBHC), carbon monoxide (CO), particulate matters (PM) emission and oxide of nitrogen. The suitability of injection timing for diesel engine operation with vegetable oils and its blends, environmental considerations are discussed. Teardown analysis of bio-diesel B20-operated vehicle are also discussed.

Effect of bioethanol as an alternative fuel on the emissions reduction characteristics and combustion stability in a spark ignition engine

Abstract: An experimental investigation was performed on the combustion performance, reduction characteristics of exhaust emissions, and engine performance of a spark ignition engine fuelled with bio...

Effects of Blending Gasoline With Ethanol and Butanol on Engine Efficiency and Emissions Using a Direct-Injection, Spark-Ignition Engine

Abstract: The new US Renewable Fuel Standard requires an increase of ethanol and advanced biofuels to 36 billion gallons by 2022 Due to its high octane number, renewable character and minimal toxicity, ethanol was believed to be one of the most favorable alternative fuels to displace gasoline in spark-ignited engines However, ethanol fuel results in a substantial reduction in vehicle range when compared to gasoline In addition, ethanol is fully miscible in water which requires blending at distribution sites instead of the refinery Butanol, on the other hand, has an energy density comparable to gasoline and lower affinity for water than ethanol Butanol has recently received increased attention due to its favorable fuel properties as well as new developments in production processes The advantageous properties of butanol warrant a more in-depth study on the potential for butanol to become a significant component of the advanced biofuels mandate This study evaluates the combustion behavior, performance, as well as the regulated engine-out emissions of ethanol and butanol blends with gasoline Two of the butanol isomers; 1-butanol as well as iso-butanol, were tested as part of this study The evaluation includes gasoline as a baseline, as well as various ethanol/gasoline and butanol/gasoline blends up to a volume blend ratio of 85% of the oxygenated fuel The test engine is a spark ignition, direct-injection, (SIDI), four-cylinder test engine equipped with pressure transducers in each cylinder These tests were designed to evaluate a scenario in terms of using these alcohol blends in an engine calibrated for pump gasoline operation Therefore no modifications to the engine calibration were performed Following this analysis of combustion behavior and emissions with the base engine calibration, future studies will include detailed heat release analysis of engine operation without exhaust gas recirculation Also, knock behavior of the different fuel blends will be studied along with unregulated engine out emissionsCopyright © 2009 by ASME

Comparison of flexible fuel vehicle and life-cycle fuel consumption and emissions of selected pollutants and greenhouse gases for ethanol 85 versus gasoline.

Abstract: The objective of this research is to evaluate differences in fuel consumption and tailpipe emissions of flexible fuel vehicles (FFVs) operated on ethanol 85 (E85) versus gasoline. Theoretical ratios of fuel consumption and carbon dioxide (CO2) emissions for both fuels are estimated based on the same amount of energy released. Second-by-second fuel consumption and emissions from one FFV Ford Focus fueled with E85 and gasoline were measured under real-world traffic conditions in Lisbon, Portugal, using a portable emissions measurement system (PEMS). Cycle average dynamometer fuel consumption and emission test results for FFVs are available from the U.S. Department of Energy, and emissions certification test results for ethanol-fueled vehicles are available from the U.S. Environmental Protection Agency. On the basis of the PEMS data, vehicle-specific power (VSP)-based modal average fuel and emission rates for both fuels are estimated. For E85 versus gasoline, empirical ratios of fuel consumption and CO2 emissions agree within a margin of error to the theoretical expectations. Carbon monoxide (CO) emissions were found to be typically lower. From the PEMS data, nitric oxide (NO) emissions associated with some higher VSP modes are higher for E85. From the dynamometer and certification data, average hydrocarbon (HC) and nitrogen oxides (NOx) emission differences vary depending on the vehicle. The differences of average E85 versus gasoline emission rates for all vehicle models are -22% for CO, 12% for HC, and -8% for NOx emissions, which imply that replacing gasoline with E85 reduces CO emissions, may moderately decrease NOx tailpipe emissions, and may increase HC tailpipe emissions. On a fuel life cycle basis for corn-based ethanol versus gasoline, CO emissions are estimated to decrease by 18%. Life-cycle total and fossil CO2 emissions are estimated to decrease by 25 and 50%, respectively; however, life-cycle HC and NOx emissions are estimated to increase by 18 and 82%, respectively.

Usage of Fuel Mixtures Containing Ethanol and Rapeseed Oil Methyl Esters in a Diesel Engine

Abstract: This paper highlights the results of scientific research on the possibility of increasing the biofuel concentration in the fuel used in diesel engines by introducing bioethanol in multicomponent diesel fuel mixtures containing fossil diesel fuel (D), rapeseed oil methyl esters (RME), and ethanol (E). In the initial stage of the research, we performed an analysis of the physicochemical parameters of fuel and comparative tests of a diesel engine running on pure fossil diesel fuel, rapeseed oil methyl esters (RME), and RME−E mixtures. In engine tests, it has been shown that increasing the ethanol amount in biodiesel fuel up to 40% leads to an increase in indicator index ηi of the tested diesel engine 1A41 by 2.5%. CO and NOx emissions decreased up to 10−12% for every 10% increase of ethanol amount in blend with rapeseed oil methyl esters. The influence of different levels of ethanol on CO and NOx emissions from fuel and on experimentally defined dynamics of the indicator process can show alternative improvem...

Extending the Supply of Alcohol Fuels for Energy Security and Carbon Reduction

Abstract: The paper critiques proposals for de-carbonizing transport and offers a potential solution which may be attained by the gradual evolution of the current fleet of predominantly low-cost vehicles via the development of carbon-neutral liquid fuels. The closed-carbon cycles which are possible using such fuels offer the prospect of maintaining current levels of mobility with affordable transport whilst neutralizing the threat posed by the high predicted growth of greenhouse gas emissions from this sector. Approaches to de-carbonizing transport include electrification and the adoption of molecular hydrogen as an energy carrier. These two solutions result in very expensive vehicles for personal transport which mostly lie idle for 95% of their life time and are purchased with high-cost capital. The total cost of ownership of such vehicles is high and the impact of such vehicles in reducing greenhouse gas emissions from transport is therefore likely to be low due to their unaffordability for a large number of customers. Conversely, powertrains and fuel systems capable of using renewable alcohols in high concentrations have minimal additional cost over existing models as they are made from abundant materials with low embedded energy levels. The use of ethanol and methanol in internal combustion engines is reviewed and it is found that the efficiency and performance of engines using these fuels exceeds that of their fossil fuel counterparts. Low-carbon-number alcohols and, where necessary, more energy-dense hydrocarbons can be supplied using feed stocks from the biosphere up to the biomass limit from biofuels and, beyond the biomass limit, from the atmosphere and oceans using captured CO 2 and hydrogen electrolysed from water. Using the hydrogen in a synthesized fuel rather than as an independent energy carrier can be thought of as a pragmatic implementation of the hydrogen economy. This avoids the extremely high infrastructure and distribution costs which accompany the use of molecular hydrogen. The production of liquid fuels from CO2 and water are reviewed in which fully-closed carbon cycles are theoretically possible with the development of large-scale renewable energy generation and CO2 capture from the atmosphere. An approach to the latter problem where CO 2 concentration and release based on bipolar membrane electrodialysis, developed by the co-authors from PARC, is described in detail and initial results from a laboratory scale device are reported. The development of a Tri-Flex-Fuel vehicle, capable of operating on any combination of gasoline, ethanol, and methanol, using a single fuel system is also described. The low additional technology and materials costs of such vehicles demonstrates that compatible, affordable transport can be developed which provides a feasible means of vehicle evolution towards decarbonized transport without the consequences of huge stranded assets which would be imposed on the automotive industry by the revolution which would be required to mass-produce hydrogen fuel cell vehicles and battery-electric vehicles.

Bi-Fuel Engine Using Hydrogen

Abstract: A method is disclosed for making a transition from fueling an engine with hydrogen to another fuel. That other fuel may be gasoline, a gasoline and alcohol mixture, or gaseous fuels, as examples. The other fuel has the capability of providing higher BMEP than the hydrogen because of better air utilization and because the other fuel occupies less volume of the combustion chamber. Because a desirable equivalence ratio to burn hydrogen is at 0.5 or less and a desirable equivalence ratio to burn other fuel is at 1.0, when a demand for BMEP that leads to a transition change from hydrogen fuel to the other fuel, the amount of air supplied to the engine is decreased to provide more torque and vice versa. During a transition in which liquid fuel supply is initiated, it may be desirable to continue to provide some hydrogen, not leaner than 0.1 hydrogen equivalence ratio.

On-chip fuel cells for safe and high-power operation: investigation of alcohol fuel solutions

Abstract: An on-chip fuel cell, of membraneless, air-breathing and monolithic design, was proven to operate on a different fuel (methanol, ethanol or 2-propanol) solution containing an acidic ion-conductor (sulfuric acid) or a neutral one (phosphate buffer).

Emission Characteristics of a Diesel Engine Fueled by 25% Sunflower Oil Methyl Ester and 75% Diesel Fuel Blend

Abstract: Combustion of fossil fuels is the main culprit in increasing the global carbondioxide level, a consequence of global warming. Diesel engines are the major source of greenhouse gas emissions (CO2) and other air pollutants, such as HC, CO, NOx, and smoke. One way of reducing these emissions or air pollutants is by the utilization of renewable alternative fuels for diesel engines, like vegetable oils. High viscosity is one of the major problems relating to the direct use of vegetable oils as diesel fuels. One method of reducing viscosity is by blending with a low viscosity and volatile fuel. This article investigates the emission characteristics of the fuel blend of 25% sunflower oil methyl ester with 75% diesel fuel (25/75 fuel) in a single cylinder unmodified diesel engine. The results show that 25/75 fuel has better emission characteristics than diesel fuel.

Experimental investigation of using methanol-diesel blended fuels in diesel engine

Abstract: A comprehensive study on the methanol as an alternative fuel has been carried out. A four stroke four cylinder diesel engine was adopted to study engine power, torque, break specific fuel consumption, break thermal efficiency and exhaust temperature with the fuel of fraction methanol in diesel. In this study, the diesel engine was tested using methanol blended with diesel at certain mixing ratio of 10:90, 20:80 and 30:70 of methanol to diesel respectively. The performance of the engine using blended fuel compared to the performance of engine with diesel fuel. Experimental results showed that the output power and torque for diesel fuel is lower compared to methanol-diesel blended fuel at any ratio. The best mixing ratio that produced the lowest exhaust temperature was at 10% of Methanol in 90% of Diesel fuel. The exhaust temperature for diesel fuel was higher compared to any mixing of the blended fuel. The brake specific fuel consumption for the three mixing ratios was not varying significantly but the lowest was for 30% Methanol and 70% Diesel. The specific fuel consumption for diesel fuel was much lower compared to any mixing ratio. It was noticed that brake thermal efficiency was thus improved in almost all operation conditions with the methanol and diesel blended fuels.

Fuel blend sensing system

Abstract: While the materials compatibility challenges have largely been met in "flex-fuel" vehicles, the engine and aftertreatment operation has not been optimized as function of fuel type (i.e. ethanol, biodiesel, etc.). The full-scale introduction of alternative fuels is most likely going to occur as blends with conventional fuels. This is seen to some extend with the limited introduction of E85 (85% ethanol, 15% gasoline) and B20 (20% biodiesel, 80% conventional diesel.). This further exacerbates the challenge of accommodating variable fuel properties, as there will be differences in combustion properties due to both the type of alternative fuel (i.e. pure biodiesel vs. pure diesel) and blend ratio (i.e. B20 vs. B80). Real-time estimation of the fuel blend is key to the optimized use of two-component fuels (e.g. diesel-biodiesel, gasoline-ethanol, etc.). The approach outlined here uses knowledge of the exhaust composition, fuel and air delivery rates to the engine to estimate the fuel blend. The strategy is illustrated with a production wideband O2 in the engine's exhaust steam, coupled with knowledge of the air-fuel ratio, to estimate the percentage of biodiesel in fuel being delivered to a 2007 Cummins turbo-diesel engine.

Effect of Multifunctional Fuel Additive Package on Fuel Injector Deposit, Combustion and Emissions using Pure Rape Seed Oil for a DI Diesel

Abstract: This work investigates the effect of a multifunctional diesel fuel additive package used with RapeSeed Oil (RSO) as a fuel in a DI heavy duty diesel engine. The effects on fuel injectors’ cleanliness were assessed. The aim was to maintain combustion performance and preventing the deterioration of exhaust emissions associated with injector deposit build up. Two scenarios were investigated: the effect of deposit clean-up by a high dose of the additive package; and the effect of deposit prevention using a moderate dose of the additive package. Engine combustion performance and emissions were compared for each case against use of RSO without any additive. The engine used was a 6 cylinder, turbocharged, intercooled Perkins Phaser Engine, fitted with an oxidation catalyst and meeting the Euro II emissions limits. The tests were conducted under steady state conditions of 23kW and 47kW power output at an engine speed of 1500 rpm. The in-cylinder pressure, gaseous and particulate exhaust emissions were measured. The injectors were inspected using SEM (Scanning Electronic Microscopy). The results show that the use of the multifunctional fuel additive package reduces the ignition delay (ID), increases the premixed combustion duration (PCD) and improves the combustion stability. The multifunctional fuel additive package also reduced the deposit build up on the fuel injectors and prevented the deterioration of engine-out particulate, CO and hydrocarbon emissions

Fluoroelastomer Compatibility with Bioalcohol Fuels

Abstract: Global acceptance and use of biofuels is growing rapidly in the transportation sector. Diminishing reserves of limited and costly fossil fuel resources and a growing realization that world peak oil production will most likely occur within the next decade is driving significant investment in sustainable biofuels. Legislative, regulatory and market forces are driving developments which seek to reduce vehicle emissions, improve fuel efficiency, lower environmental greenhouse gases and strengthen the economy. The use of alternate, sustainable, renewable fuels, preferably of domestic origin, is fostering considerable investment in new technologies. One promising technology is the addition of aliphatic alcohols to gasoline and diesel fuels. The compatibility of seal and hose materials commonly used in automotive fuel systems with conventional hydrocarbon fuels is well known. Over the past forty-five years fluorohydrocarbon elastomers have been successfully used in passenger car and truck and offhighway gasoline and petrodiesel fuel delivery and metering systems. More recently, biofuels such as ethanol have become technically and economically attractive blending constituents for gasoline and diesel fuels. These biomass fuels present their own set of material compatibility challenges to automotive fuel storage, delivery, and metering system component hardware.

Biodiesel Effects on Influencing Parameters of Brake Fuel Conversion Efficiency in a Medium Duty Diesel Engine

Abstract: Biodiesel remains an alternative fuel of interest for use in diesel engines. A common characteristic of biodiesel, relative to petroleum diesel, is a lowered heating value (or per mass energy content of the fuel). For same torque engine comparisons, the lower heating value translates into a higher brake specific fuel consumption (amount of fuel consumed per unit of power produced). The efficiency at which fuel energy converts into work energy, however, may remain unchanged. In this experimental study, evaluating nine unique engine operating conditions, the brake fuel conversion efficiency (an assessor of fuel energy to work energy efficiency) remains unchanged between 100% petroleum diesel fuel and 100% biodiesel fuel (palm olein) at all conditions, except for high load conditions. Several parameters may affect the brake fuel conversion efficiency, including heat loss, mixture properties, pumping work, friction, combustion efficiency, and combustion timing. This article describes a study that evaluates how the aforementioned parameters may change with the use of biodiesel and petroleum diesel, and how these parameters may result in differences in the brake fuel conversion efficiency.

Internal reforming alcohol high temperature pem fuel cell

Abstract: This invention refers to an Internal Reforming Alcohol Fuel Cell (IRAFC) using polymer electrolyte membranes (PEMs), which are functional at 190-220°C and alcohol fuel reforming catalysts for the production of CO-free hydrogen in the temperature range of high temperature PEM fuel cell. The fuel cell comprises: an anode; a high-temperature ion-conducting electrolyte membrane, and any other polymer electrolyte that can operate at temperatures between about 180°C to about 230°C; a cathode and two current collectors on each side of the cell.

The Development of Methanol Industry and Methanol Fuel in China

Abstract: In 2007, China firmly established itself as the driver of the global methanol industry. The country became the world's largest methanol producer and consumer. The development of the methanol industry and methanol fuel in China is reviewed in this article. China is rich in coal but is short on oil and natural gas; unfortunately, transportation development will need more and more oil to provide the fuel. Methanol is becoming a dominant alternative fuel. China is showing the rest of the world how cleaner transportation fuels can be made from coal. *The content in this review was given as the plenary report in the 6th Annual Methanol Forum in Dubai (2008) and the XVII International Symposium on Alcohol Fuels in China (2008).

Low-soot diesel fuels comprising a fuel additive, use thereof and the use of the fuel additive for producing low-soot diesel fuels

Abstract: The invention relates to a low-soot diesel fuel comprising a fuel additive, to the uses thereof and to the use of the fuel additive for producing low-soot diesel fuels The diesel fuels are mineral-based, optionally with additions of FAME or XTL diesel fuels, which are formulated with polyoxaalkanes of the general formula (I): R 1 (—O—CH 2 —CHR 2 ) m —O—R 3 (I) In the formula (I), the R 1 radicals are each a straight-chain or branched alkyl radical, R 2 is a straight-chain or branched alkyl radical or H, and R 3 is likewise a straight-chain or branched alkyl radical In addition, m is ≧1, and the fuel additive is essentially free of toxic constituents Diesel fuels formulated in this way, even at a low polyoxaalkane content, have significantly reduced soot formation The proportion of premixed combustion and the density are increased, and the volumetric reduction in calorific values which occurs when CH 2 groups in long-chain alkanes are replaced by O groups can be compensated for The invention further relates to a process for homogenizing diesel fuel/alkanol mixtures, in which addition of the polyoxaalkanes described affords a monophasic diesel fuel Such mixtures are of interest with regard to falling crude oil reserves, because primary alcohols such as ethanol can be prepared readily and inexpensively from organic starting materials

Composition and method to improve the fuel economy of hydrocarbon fueled internal combustion engines

Abstract: A composition and method of improving the fuel economy of hydrocarbon fuel-powdered internal combustion engines. The composition contains a propoxylated and/or butoxylated reaction product of (a) at least one fatty acid, fatty acid ester, or mixture thereof and (b) a dialkanolamime. The composition is added to a hydrocarbon fuel in an amount of about 5 to about 2,000 ppm, based on the weight of the hydrocarbon fuel, to reduce friction within the engine and achieve an enhanced fuel economy.

Fuel Cells: Direct Alcohol Fuel Cells: Direct Methanol Fuel Cell: Overview Performance and Operational Conditions

Abstract: Owing to tireless efforts by researchers working on direct methanol fuel cells (DMFCs) worldwide, the performance of the cells has improved over the past decade. This article describes the general performance of liquid-feed DMFCs and associated energy losses, including activation losses, methanol crossover and internal currents, ohmic losses, and mass transport losses. Various operating conditions of DMFC systems and their effects on the fuel cell performance are then discussed. The operating temperature, concentration of the feed methanol solution, and the flow rates of the fuel and the oxidant all have significant effects on the performance of DMFCs.

Control method and apparatus for gasohol flexible fuel engine

Abstract: The invention discloses a method and a device for controlling a gasoline alcohol flexible fuel engine, wherein the method comprises supply and injection of gasoline and supply and injection of alcohols; the working mode comprises that the engine is started by using a mode of original vehicle gasoline and a gasoline nozzle injects gasoline to keep the engine working normally; when a select switch of the alcohol fuel is closed, an alcohol controller detects the cooling liquid temperature and the engine oil temperature of the engine: if the cooling liquid temperature and the engine oil temperature reach the evaporation point of the alcohols, the alcohol controller starts to receive an oil injection pulse sent by an gasoline controller and convert the oil injection pulse into the injection pulse width of the alcohol fuel; the alcohol controller converts the oil injection pulse into an alcohol injection pulse and controls an alcohol nozzle to work; the modes that the gasoline controller controls the gasoline injection and the alcohol controller controls the alcohol injection are switched in proportion and are performed alternately; and after the alcohol nozzle finishes 8 to 10 seconds of working cycle of the engine through continuous injection, the gasoline nozzle finishes 1 to 2 seconds of working cycle through injection, and the operations are repeated alternately

Ethanol Flex-fuel Engine Improvements with Exhaust Gas Recirculation and Hydrogen Enrichment

Abstract: An investigation was performed to identify the benefits of cooled exhaust gas recirculation (EGR) when applied to a potential ethanol flexible fuelled vehicle (eFFV) engine. The fuels investigated in this study represented the range a flex-fuel engine may be exposed to in the United States; from 85% ethanol/gasoline blend (E85) to regular gasoline. The test engine was a 2.0-L in-line 4 cylinder that was turbocharged and port fuel injected (PFI). Ethanol blended fuels, including E85, have a higher octane rating and produce lower exhaust temperatures compared to gasoline. EGR has also been shown to decrease engine knock tendency and decrease exhaust temperatures. A natural progression was to take advantage of the superior combustion characteristics of E85 (i.e. increase compression ratio), and then employ EGR to maintain performance with gasoline. When EGR alone could not provide the necessary knock margin, hydrogen (H2) was added to simulate an onboard fuel reformer. This investigation explored such a strategy at full load, and examined the potential of EGR for ethanol blends at part and full load. This investigation found the base engine torque curve could be matched across the range of fuels at a higher compression ratio. The engine could operate at maximum brake torque (MBT) timing at full load for all but the lowest octane fuel. Fuel enrichment was not needed to control exhaust temperatures, whereby carbon monoxide emissions were drastically reduced. Full load fuel consumption was reduced by 8-10% with regular gasoline (92 RON) and 20-21% with premium (100 RON). Full load brake thermal efficiency (BTE) increased 9.3 percentage points with E85 compared to the base engine. The full load fuel consumption was only 9% higher than the baseline engine even though E85 has ~25% lower energy content (net heat of combustion) than gasoline.