Alcohol fuel

About: Alcohol fuel is a research topic. Over the lifetime, 2030 publications have been published within this topic receiving 42757 citations.

Fuel cell power generation system

Abstract: PROBLEM TO BE SOLVED: To provide a solid oxide fuel cell power generation system capable of substantially reforming alcohol fuel even with an outlet temperature of a reforming reaction portion at 600°C or less, efficiently operating a solid oxide fuel cell, and using low-concentration alcohol as the fuel. SOLUTION: The fuel cell power generation system 1 is provided with a solid oxide fuel cell body 2, and a reforming reaction portion 4 for obtaining hydrogen, methane, or carbon monoxide by reforming the alcohol fuel. The reforming reaction portion 4 is provided with a catalyst filling layer satisfying: (length of the catalyst filling layer ) 2 ×3.14/cross-section area of gas inlet of the reforming reaction portion>100, the alcohol fuel of a concentration of 12-64 mass% being supplied to the reforming reaction portion 4. The alcohol fuel has a steam/carbon ratio S/C of 1 to 7 at a step before it is introduced to the reforming reaction portion 4. Operation is carried out so that gaseous mixture of alcohol and water is to be 100 to 350°C. COPYRIGHT: (C)2011,JPO&INPIT

The mixing alcohol fuels of high density and method of manufacture

Abstract: Disclosed is a high density mixed alcohol fuel, which is prepared by using methanol or ethanol as a main material. More particularly, in the disclosed high density mixed alcohol fuel, 35 to 45 wt% of methanol or ethanol, 5 to 7wt% of isopropanol, 5 to 8 wt% of butanol, 15 to 25wt% of toluene, 5 to 10 wt% of non-aromatic raffinate, 5 to 10 wt% of pentane, 15 to 25wt% of naphtha, and 5 to 10 wt% of xylene are sequentially mixed; or 10 to 25 wt% of methanol or ethanol, 4 to 14 wt% of C5, 4 to 14 wt% of mixed oil, 50 to 55wt% of naphtha, 1 to 6wt% of isopropanol, 10 to 15wt% of MTB, 5 to 9wt% of aromatics, and 1 to 7wt% of butanol are sequentially mixed. Accordingly, the fuel can replace conventional gasoline due to a reduced production cost, and can reduce the amount of exhaust gas due to complete combustion of ethanol, thereby achieving an environmental pollution prevention effect. Also, it is possible to directly apply the fuel to a vehicle without changing an inlet device or an inlet port of the vehicle. Also, since the fuel has almost the same output power as gasoline, and a freezing point lower than gasoline, it is possible to maintain start ability of the vehicle, even in a cold environment.

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.

Other Polymer Electrolyte Fuel Cells

Abstract: The five major types of fuel cells (PEFC, PAFC, AFC, MCFC, and SOFC) are differentiated mainly on the basis of their electrolytes International research and commercialization efforts in the low-temperature region are focused on PEFC development This chapter provides a short introduction to additional low-temperature polymer electrolyte fuel cells (PEFCs) The motivations to develop these different types of fuel cells are manifold The requirement of higher operating temperatures for combined heat and power generation, as well as for efficient heat removal, leads to the development of high-temperature PEFCs, the possibility of replacing expensive noble metal catalysts to alkaline fuel cells, and the necessity of utilizing liquid fuels for direct fuel cells, such as direct alcohol fuel cells, direct borohydride fuel cells, or direct hydrazine fuel cells The complex reaction mechanisms of liquid fuels increases the overvoltage losses, and the produced inert diluent CO2 has to be removed from the electrode, and vented from the system