Showing papers on "Alcohol fuel published in 2010"

Principles and materials aspects of direct alkaline alcohol fuel cells

Abstract: Direct alkaline alcohol fuel cells (DAAFCs) have attracted increasing interest over the past decade because of their favourable reaction kinetics in alkaline media, higher energy densities achievable and the easy handling of the liquid fuels. In this review, principles and mechanisms of DAAFCs in alcohol oxidation and oxygen reduction are discussed. Despite the high energy densities available during the oxidation of polycarbon alcohols they are difficult to oxidise. Apart from methanol, the complete oxidation of other polycarbon alcohols to CO2 has not been achieved with current catalysts. Different types of catalysts, from conventional precious metal catalyst of Pt and Pt alloys to other lower cost Pd, Au and Ag metal catalysts are compared. Non precious metal catalysts, and lanthanum, strontium oxides and perovskite-type oxides are also discussed. Membranes like the ones used as polymer electrolytes and developed for DAAFCs are reviewed. Unlike conventional proton exchange membrane fuel cells, anion exchange membranes are used in present DAAFCs. Fuel cell performance with DAAFCs using different alcohols, catalysts and membranes, as well as operating parameters are summarised. In order to improve the power output of the DAAFCs, further developments in catalysts, membrane materials and fuel cell systems are essential.

Correlation between speciated hydrocarbon emissions and flame ionization detector response for gasoline/alcohol blends .

Abstract: The U.S. Renewable Fuel Standard has made it a requirement to increase the production of ethanol and advanced biofuels to 36 billion gallons by 2022. Ethanol will be capped at 15 billion gallons, which leaves 21 billion gallons to come from other sources, such as butanol. Butanol has a higher energy density and lower affinity for water than ethanol. Moreover, alcohol fueled engines in general have been shown to positively affect engine-out emissions of oxides of nitrogen and carbon monoxide compared to their gasoline fueled counterparts. In light of these developments the variety and blend levels of oxygenated constituents is likely to increase in the foreseeable future. The effect on engine-out emissions for total hydrocarbons (THC) is less clear due to the relative insensitivity of the flame ionization detector (FID) toward alcohols and aldehydes. It is well documented that hydrocarbon (HC) measurement using a conventional FID in presence of oxygenates in the engine exhaust stream can lead to a misinterpretation of HC emissions trends for alcohol fuel blends. Characterization of the exhaust stream for all expected hydrocarbon constituents is required to accurately determine the actual concentration of unburned fuel components in the exhaust. In addition to a conventional exhaust emissions bench, this characterization requires supplementary instrumentation capable of hydrocarbon speciation and response factor independent quantification. Although required for certification testing, this sort of instrumentation is not yet widely available in engine development facilities. Therefore an attempt is made to empirically determine an oxygenate fuel, FID correction factor. Exhaust emissions of an engine fueled with several blends of gasoline and ethanol, n-Butanol and iso-Butanol were characterized using both a conventional FID and an FTIR. Based on these results, a response factor predicting the actual hydrocarbon emissions, based solely on FID results as a function of alcohol type and content, is presented. Finally the correlation derived from data presented in this study is compared to equations and results found in the literature.Copyright © 2010 by ASME

Characteristics of Isopentanol as a Fuel for HCCI Engines

Abstract: Long chain alcohols possess major advantages over the currently used ethanol as bio-components for gasoline, including higher energy content, better engine compatibility, and less water solubility. The rapid developments in biofuel technology have made it possible to produce C{sub 4}-C{sub 5} alcohols cost effectively. These higher alcohols could significantly expand the biofuel content and potentially substitute ethanol in future gasoline mixtures. This study characterizes some fundamental properties of a C{sub 5} alcohol, isopentanol, as a fuel for HCCI engines. Wide ranges of engine speed, intake temperature, intake pressure, and equivalence ratio are investigated. Results are presented in comparison with gasoline or ethanol data previously reported. For a given combustion phasing, isopentanol requires lower intake temperatures than gasoline or ethanol at all tested speeds, indicating a higher HCCI reactivity. Similar to ethanol but unlike gasoline, isopentanol does not show two-stage ignition even at very low engine speed (350 rpm) or with considerable intake pressure boost (200 kPa abs.). However, isopentanol does show considerable intermediate temperature heat release (ITHR) that is comparable to gasoline. Our previous work has found that ITHR is critical for maintaining combustion stability at the retarded combustion phasings required to achieve high loads without knock. The stronger ITHRmore » causes the combustion phasing of isopentanol to be less sensitive to intake temperature variations than ethanol. With the capability to retard combustion phasing, a maximum IMEP{sub g} of 5.4 and 11.6 bar was achieved with isopentanol at 100 and 200 kPa intake pressure, respectively. These loads are even slightly higher than those achieved with gasoline. The ITHR of isopentanol depends on operating conditions and is enhanced by simultaneously increasing pressures and reducing temperatures. However, increasing the temperature seems to have little effect on ITHR at atmospheric pressure, but it does promote hot ignition. Finally, the dependence of ignition timing on equivalence ratio, here called {phi}-sensitivity, is measured at atmospheric intake pressure, showing that the ignition of isopentanol is nearly insensitive to equivalence ratio when thermal effects are removed. This suggests that partial fuel stratification, which has been found effective to control the HRR with two-stage ignition fuels, may not work well with isopentanol at these conditions. Overall, these results indicate that isopentanol has a good potential as a HCCI fuel, either in neat form or in blend with gasoline.« less

Investigation of the Performance and Emission Characteristics of Biodiesel Fuel Containing Butanol under the Conditions of Diesel Engine Operation

Abstract: To expand the raw materials base for the production of biodiesel fuel, it is advantageous to make use of biobutanol (B) produced from renewable resources, which can be used in two ways as fuel for diesel engines: by direct inclusion into multicomponent fuel for diesel engines or by producing fatty acid butyl esters from rapeseed oil. Multicomponent fuels D70/B30, D70/B15/RME(RBE)15, and D50/B25/RME(RBE)25 meet the standards for fossil diesel fuel (D) and biodiesel fuel in terms of the main indicators of quality. When 30% biocomponents are included in a mixture with fossil diesel fuel, the effective efficiency factor of the engine (ηe) is as high as that of pure fossil diesel fuel, and reductions are achieved in the emission of all harmful components (CO, HC, NOx, and BSN). Usage of a such mixture is more promising if compared with a mixture containing higher content of biocomponents. Increase of biocomponents to 50% causes an increase in ηe of up to 4% compared to that of fossil diesel fuel, reduction in ...

Production of Biodiesel From Used Mustard Oil and Its Performance Analysis in Internal Combustion Engine

Abstract: Decline in fossil fuel resources along with high crude oil prices generated attention toward the development of fuel from alternate sources. Such fuel should be economically attractive and performance competent in order to replace the fossil fuel. Mustard oil from Indian mustard, Brassica campestris, is commonly used for cooking in Indian households and restaurants. Cooking produces spent mustard oil waste, which is generally drained as garbage. We explored the possibility of using such spent mustard oil for making biodiesel. Transesterification of spent oil was carried out using methanol and sulfuric acid (95%) as catalysts followed by bubble washing. Clear biodiesel was obtained from esterified oil after five bubble washings. Methyl ester formations were calculated by measuring its density at 15°C and viscosity at 40°C and were found to be 89 g/cm3 and 4.83 mm2/s, respectively. Studies on engine performance were conducted using a Prony brake internal combustion (IC) diesel engine using various blending ratios of biodiesel with commercial diesel. The fuel blends were evaluated for parameters such as speed of engine, fuel consumption, and torque against pure diesel. Brake power, specific fuel consumption, and thermal efficiency were also measured. The results indicate that dual fuel with a blend of 8% biodiesel yielded good efficiency in the IC-diesel engines without the need for making any modifications in the engine.

Spectroscopic Measurements of Low-Temperature Heat Release for Homogeneous Combustion Compression Ignition (HCCI) n-Heptane/Alcohol Mixture Combustion

Abstract: The effects of the alcohol fuel fraction on the diesel homogeneous combustion compression ignition (HCCI) combustion are explained by analyzing simultaneously chemiluminescence data and cylinder pr...

Hexanol-Ethanol Diesel Blends on DI-Diesel Engine to Study the Combustion and Emission

Abstract: Hexanol was added in ethanol - diesel fuel to prevent separation of ethanol from diesel in this study. The ethanol blend proportion can be increased upto 45% in volume by adding the Hexanol. Engine performance and emissions characteristics of the fuel blends were investigated on a diesel engine and compared with diesel fuel. Experimental results show smoke emission decreases significantly with the increase of oxygen content in the fuel. When blended fuels are used, nitrogen oxides (NOx) emission is almost the same as or slightly higher than the NOx emission when diesel fuel is used. Cylinder pressure and Heat release are slightly increased when the engine was fueled with ethanol - Hexanol - diesel blends. Hexanol - ethanol diesel blended fuel slightly improves the performance of the engine.

Alcohol Fueled Heavy Duty Vehicles Using Clean, High Efficiency Engines

Abstract: Ethanol and methanol derived from a variety of sources could make a substantial contribution to replacing oil-derived transportation fuels and reducing greenhouse gas emissions. Particularly important are next generation, low carbon biofuels derived from agricultural, forestry, municipal and industrial waste by biochemical or thermochemical processes including plasma gasification, as well as specially grown biomass such as switchgrass. Ethanol, methanol or mixtures of these fuels can be used in turbocharged direct injection spark ignition engines which are as or more efficient than diesel engines and also provide advantages of lower cost, lower emissions and higher power. The strong knock suppression resulting from direct alcohol injection enables engine operation with power densities of up to three times that which can be provided by diesel engines. A representative power density is 200 hp/liter. The introduction of these engines in heavy duty vehicles could be relatively rapid because of the need to replace present heavy duty diesel engines in order to meet more stringent air pollution regulations and relatively modest fueling infrastructure requirements. During the initial market introduction phase the fuel could be presently produced ethanol. In addition, these engines could be operated as flexible fuel engines to allow use of gasoline as the main fuel when alcohol fuel is not available or it is more economically attractive to use gasoline. The flexible fuel engines could use a secondary tank of independently controlled direct ethanol injection to prevent knock and allow operation primarily on gasoline without compromising performance. Depending on the application the amount of alcohol from this second tank would be around 15-20 % of gasoline use for prolonged high torque operation long haul trucks with gasoline alone in the main tank. It would be less than 3% for a typical non long haul truck operation drive cycle. The high power density turbocharged operation enabled by the knock suppression from direct alcohol injection could allow super engine downsizing where, for example, a 5 liter spark ignition engine could be used to provide the same power as a diesel engine with an 11 liter displacement and possibly a 15 liter diesel engine. High power density, alcohol fueled heavy-duty vehicle engines could be used for both long and short haul trucks, buses and off road vehicles. Dedicated ethanol operation could be particularly attractive for farm vehicles. High power density alcohol fueled engines can also be attractive for light duty vehicles.

Future Fuels for Internal Combustion Engines

Abstract: Today the world is facing three critical problems: (1) high fuel prices, (2) climatic changes, and (3) air pollution. Experts suggest that current oil and gas reserves would suffice to last only a few more decades. Biorenewable liquids are the main substitutes to petroleum-based gasoline and diesel fuel. These fuels are important because they replace petroleum fuels; however, some still include a small amount of petroleum in the mixture. There are four alternate fuels that can be relatively easily used in conventional diesel engines: vegetable oil, biodiesel, Fischer-Tropsch liquids, and dimethyl ether. The main alternate fuels include (m)ethanol, liquefied petroleum gas, compressed natural gas, hydrogen, and electricity for operating gasoline-type vehicles. Bioethanol is an alternate fuel that is produced almost entirely from food crops. The primary feedstock of this fuel is corn. Biohydrogen is an environmentally friendly alternative automotive fuel that can be used in an internal combustion en...

Highly cleaning, environmental-friendly and energy-saving gasoline

Abstract: The invention relates to a highly cleaning, environmental-friendly and energy-saving gasoline, which is prepared from the following materials and additives in portion by weight: 15-25 portions of methanol, 60-80 portions of component gasoline, 1-2 portions of octane number reinforcing agent, 1-2 portions of antiknock agent, 0.2-0.4 portion of antioxidant, 0.1-1 portion of efficient dispersing agent, 0.1-1 portion of rubber anti-sweller, 0.1-1 portion of alcohol fuel corrosion inhibitor, and 0.2-0.4 portion of oil-saving, smoke-eliminating and synergistic detergent. The preparation process hasthe following steps of: adding the raw materials and the additives into an agitation tank in proportion for mixing at normal temperature and under normal pressure; stirring the mixture for 15-30 minutes and recycling the stirred mixture for 15-30 minutes; and removing order with coconut shell active carbon through a filtration tower, and carrying out de-coloring to obtain a finished product. The highly clean, environmental-friendly and energy-saving gasoline of the invention is prepared from the methanol, the component gasoline and the compound additive through repeated experiments, running tests and scientific arrangements. The highly clean, environmental-friendly and energy-saving gasoline is characterized by stable performance, full burning, reliable quality, cleanness, environmental protection, convenient use, high efficiency, oil saving, economy and energy saving, and the like.

Emissions From an Engine Fueled With Biodiesel-kerosene Blends

Abstract: Biofuels are renewable energy sources for internal combustion engines and they have low emissions. They are increasingly used as an alternative to petroleum fuels. In this work, three different fuel types, such as commercial diesel fuel (D2), 20% biodiesel and 80% diesel fuel called here as B20, and 80% biodiesel and 20% kerosene, called here as BK20, were used in a single cylinder, four stroke, direct injection compression ignition engine. Kerosene was used as an additive to approach the properties of biodiesel to D2. The effects of the blends on CO, NOx, and smoke emissions as well as on some of the performance parameter of the engine were investigated. The prepared fuel, BK20 blend, has almost the same fuel properties as conventional diesel fuel. The experimental results showed that the exhaust emissions for BK20 were fairly reduced as compared to diesel fuel as well as B20. Besides, the performance of CI engine was improved with the use of the BK20, especially in comparison to B20. Results su...

Modeling the combustion of light alcohols in si engines: a preliminary study

Abstract: The use of methanol and ethanol in internal combustion engines forms an interesting approach to decarbonizing transport and securing domestic energy supply. The physico-chemical properties of these fuels enable engines with increased performance and efficiency compared to their fossil fuel counterparts. The development of alcohol-fuelled engines has been mainly experimental up till now. The application of an engine cycle code valid for these fuels could help to unlock their full potential. For this reason, our research group decided to extend its in-house engine code to alcohols. This paper discusses the requirements for the construction of a two-zone thermodynamic model that can predict the power cycle, pollutant emissions and knock onset in alcohol engines. We reviewed the properties of alcohol fuels and their use in dedicated engine technology. From this information we identified the characteristics relevant to combustion engines and defined the areas the model should cover in terms of cylinder pressure, temperature, residual gas fraction, etc. Next, we investigated which building blocks of the current model will need adaptations. For the laminar burning velocity of alcohol-air mixtures, our literature review revealed a lack of data at engine-like conditions. Upon inspection of the pollutant formation models, we found that special attention should be paid to the formation of aldehydes and selected a suitable formation model. Finally we decided that a knock prediction model based on a one-step Arrhenius-type autoignition reaction is best suited for our purpose. Future work will further focus on each of these building blocks separately in order to come to a comprehensive model for the combustion of alcohols in spark-ignition engines.

Biodiesel production using ultra low catalyst concentrations in a membrane reactor

Abstract: A method for producing a fuel or fuel additive comprising providing a reaction mixture comprising oil and an alcohol in an oil-in-alcohol emulsion and a catalyst for converting the oil to the fuel or the fuel additive. The oil and the alcohol are reacted in the presence of the catalyst, at a concentration below that used in a conventional batch process, to produce the fuel or fuel additive. This low level of catalyst reduces the formation of diols and oxidation products that can diminish the quality of the fuel or fuel additive. The fuel or fuel additive produced is continuously removed during the reaction, effectively de-coupling the concentration of catalyst used from the rate of the two phase reaction.

Study of the Performance and Emissions of the Compression-Ignition (CI) Engine Using Ethyl Acetate as a Surfactant in Ethanol-Based Emulsified Fuel

Abstract: In this research work, emulsified fuel has been prepared with the help of ethyl acetate as a surfactant and its performance and emission characteristics have been compared to diesel fuel number 2 The best emulsified fuel ratio [50% diesel and 50% ethanol (50D/50E), 100% proof] has been used in this work A water-in-oil-type emulsion method has been used in the preparation of the emulsified fuel It has been tested with a four-stroke, water-cooled, single-cylinder, compression-ignition (CI) diesel engine The entire experiment has been carried out at a constant speed of 1500 revolutions/min In comparison to diesel fuel, emulsified fuel is found to increase brake thermal efficiency and oxides of nitrogen and decrease specific fuel consumption, particulate matter, hydrocarbons, and carbon monoxide

MODELING THE BRAZILIAN ETHANOL MARKET: How flex-fuel vehicles are shaping the long run equilibrium

Abstract: The paper models the Brazilian market of hydrated alcohol fuel (ethanol) and details the role of price rates ethanol/sugar and ethanol/gasoline in the long run equilibrium. In the market balance, the transmission elasticities of the ethanol price w.r.t. sugar and gasoline prices are positive and add 1. This condition favors the competitiveness of ethanol vis a vis sugar (supply side) and gasoline (demand side). A cointegration analysis is then carried out to check the adequacy of the model to describe the price behavior in the retail market of metropolitan areas of Sao Paulo and Rio de Janeiro (2001:07 – 2010:03). The results obtained suggest the robustness of the price rate relationship. Following the entry of flex-fuel vehicles into the Brazilian car market (2003 on), fuel demand switching between ethanol and gasoline gave rise to a consistent movement of their price rate towards the fuel efficiency rate. As a consequence, the estimated price transmission elasticity of ethanol with respect to gasoline (sugar), increases over time towards 1 (decreases towards zero). So, the consolidation of an ethanol retail market independent of the sugar market is now on the way, which is an important step towards the sugarcane industry restructuring. Finally, the current ethanol price adjusts to meet its long run equilibrium level within a cycle period of about one year. JEL codes: L11, L81, Q41, Q42.

Methanol, Ethanol and Iso-Propanol Performance in Alkaline Direct Alcohol Fuel Cell (ADAFC)

Abstract: The performance of an alkaline direct alcohol fuel cell (DAFC) supplied with a FAA-2 membrane as an electrolyte and utilizing methanol, ethanol and iso-propanol solutions as a fuel was studied. In addition, the permeability of these fuels through the membrane is investigated at different concentration to facilitate the interpretation of the fuel cell results. The permeability decreased with the increasing size of the alcohol molecule and it was some ten times lower through FAA-2 compared to Nafion® 115 for all the studied fuels. In the alkaline DAFC, the highest power density was obtained with 1 mol dm-3 iso-propanol (0.75 mW cm-2). However, the cell showed good performance with more concentrated fuels, even with 15 mol dm-3 methanol solution. Solution resistances of these MEA materials at different fuels and concentrations were obtained with electrochemical impedance spectroscopy.

Determination of Reaction Mechanisms Occurring at Fuel Cell Electrocatalysts Using Electrochemical Methods, Spectroelectrochemical Measurements and Analytical Techniques

Abstract: There is now a great interest in developing different kinds of fuel cells for several applications (stationary electric power plants, transportation, portable electronic devices) For many applications, hydrogen is the most convenient fuel, but it is not a primary fuel, so that it has to be produced from different sources: water, fossil fuels (natural gas, hydrocarbons, etc), biomass resources, etc When produced from fossil fuel and biomass resources, hydrogen gas contains a non negligible amount of CO, which acts as a poisoning species for platinum electrocatalysts Other fuels, particularly alcohols, which are liquid under ambient temperature and pressure, are more convenient due to the easiness of their handling and distribution and high theoretical energy density (6 to 8 kWh kg−1, for methanol and ethanol, respectively) Direct Methanol Fuel Cells (DMFCs) and Direct Ethanol Fuel Cells (DEFCs) are based on the Proton Exchange Membrane Fuel Cell (PEMFC) system, in which hydrogen is replaced by the alcohol Moreover, due to the presence of carbon monoxide, the issues for PEMFCs working with reformate gas are close to those met in Direct Alcohol Fuel Cells (DAFCs), where the dissociative adsorption of alcohol leads to the formation of adsorbed CO species