Browse Topic: Fuel reformers

Items (30)

In prior work, the EGR loop catalytic reforming strategy developed by ORNL has been shown to increase brake engine efficiency by minimizing the thermodynamic expense of the reforming processes, and in some cases achieving thermochemical recuperation (TCR), a form of waste heat recovery where waste heat is converted to usable chemical energy. In doing so, the EGR dilution limit was extended beyond 35% under stoichiometric conditions. In this investigation, a Microlith®-based metal-supported reforming catalyst was used and the speed and load ranges were expanded relative to previous investigations: from 1,500 to 2,500 rpm, and from 2-14 bar break mean effective pressure (BMEP). Experiments were conducted to determine the effects of the H/C ratio of the fuel on the thermodynamics of the reforming process, and ultimately on the engine efficiency. This was accomplished by comparing an E10 gasoline (H/C = 1.95) and liquified petroleum gas (LPG), comprised primarily of propane (H/C = 2.67

Szybist, James, Pihl, Josh, Hawa, Hani, Roychoudhury, Subir

Study on the Effects of Fuel Reforming on Fuel Properties and the Following Potential Influences on ICEs

2020-01-131504/14/2020

A high temperature and no oxygen atmosphere fuel reforming has been proposed for the purpose of exergy saving by theoretical analyzing the detailed exergy loss events of combustion process, the correctness and feasibility of this fuel reforming have been verified through experiments. The exergy behaviors of high temperature and no oxygen atmosphere fuel reforming have been extensively studied, and many benefits had been observed including: (1) simplifying the reforming device where catalysts are not necessary; (2) improving the total chemical exergy while effectively converting large moleculae to small moleculae; (3) improving the mixture’s ratio of specific heat that can promote work-extraction; and (4) lengthening the ignition delay that buys time for better mixing process. All of these benefits are conducive to a better organized HCCI combustion that may improve the engine second law efficiency.

Yan, Feng, Fu, Tieqiang

Considerations for Hydrogen Fuel Cells in Airborne Applications

AIR7765 (Current)11/18/2019

The scope of this joint EUROCAE/SAE report is to compile the considerations relating to airborne application of hydrogen fuel cells. This document provides a comprehensive analysis of the use of hydrogen as a fuel by describing its existing applications and the experience gained by exploiting fuel cells in sectors other than aviation. The use of hydrogen fuel cells in aircraft can help in meeting aviation environmental targets (including noise pollution) and can be vital to achieving efficient electrically propelled air vehicles. The experience gained with mature fuel cells in terrestrial applications and the handling of other gases in aviation, as presented herein, will help in alleviating safety concerns and in demystifying the usage of hydrogen in aviation.

AE-7F Hydrogen and Fuel Cells

Evaluation of Hydrous Ethanol Fuel Lubricity by HFRR

2016-01-226010/17/2016

Improvement of thermal efficiency is an important problem for internal combustion engines. Fuel reforming with dehydrogenation reaction by exhaust heat is one of the measures to increase thermal efficiency using hydrogen mixed SI combustion. For this kind engine system, hydrous ethanol has a good potential. Furthermore, when the hydrous ethanol inject to combustion chamber directory, high compression combustion can be achieved by its large amount of latent heat. Therefore, fuel lubricity is an important check point for the hydrous ethanol reforming engine systems. In this study, effect of water concentrations within ethanol on the hydrous ethanol fuel lubricity has been evaluated using HFRR (High-Frequency Reciprocating Rig) test method. Wear scar diameter on 100 % of ethanol was around 700 μm which was a little better than gasoline lubricity. When the water concentration within ethanol was increased, the wear scar diameters were decreasing around 330 μm. Considering this phenomenon by

Oguma, Mitsuharu, Matsuno, Mayumi, Kaitsuka, Masayoshi, Higurashi, Kazuaki

Effects of Gasoline Reactivity and Ethanol Content on Boosted, Premixed and Partially Stratified Low-Temperature Gasoline Combustion (LTGC)

2015-01-081304/14/2015

Low-temperature gasoline combustion (LTGC), based on the compression ignition of a premixed or partially premixed dilute charge, can provide thermal efficiencies (TE) and maximum loads comparable to those of turbo-charged diesel engines, and ultra-low NOx and particulate emissions. Intake boosting is key to achieving high loads with dilute combustion, and it also enhances the fuel's autoignition reactivity, reducing the required intake heating or hot residuals. These effects have the advantages of increasing TE and charge density, allowing greater timing retard with good stability, and making the fuel ϕ- sensitive so that partial fuel stratification (PFS) can be applied for higher loads and further TE improvements. However, at high boost the autoignition reactivity enhancement can become excessive, and substantial amounts of EGR are required to prevent overly advanced combustion. Accordingly, an experimental investigation has been conducted to determine how the tradeoff between the

Dec, John E., Yang, Yi, Dernotte, Jeremie, Ji, Chunsheng

Fuel-Cell Power Source Based on Onboard Rocket Propellants

TBMG-817107/01/2010

The use of onboard rocket propellants (dense liquids at room temperature) in place of conventional cryogenic fuel-cell reactants (hydrogen and oxygen) eliminates the mass penalties associated with cryocooling and boil-off. The high energy content and density of the rocket propellants will also require no additional chemical processing.

Fuel-Cell Power Source Based on Onboard Rocket Propellants

TBMG-TB-00817107/01/2010

This high-energy density power source is an alternative to radioisotopes or primary batteries. The use of onboard rocket propellants (dense liquids at room temperature) in place of conventional cryogenic fuel-cell reactants (hydrogen and oxygen) eliminates the mass penalties associated with cryocooling and boil-off. The high energy content and density of the rocket propellants will also require no additional chemical processing.

RENEWABLE AND ENVIRONMENT FRIENDLY OXYGENATED BIOMASS FUEL BLENDS FOR DIESEL ENGINES

2009-28-003612/13/2009

Owing to the great interest in biodiesel fuels around the world, the Department of Science and Technology (DST), Government of India has sponsored this research work to study the performance and emission characteristics of Jatropha Methyl Ester (JME) and Diesel-JME-Ethanol hybrid fuel blends in a direct injection diesel engine. Detailed experiments are carried out in a single cylinder CI diesel engine to study the performance, emissions and combustion characteristics of JME and hybrid fuel blends. The results reveal that 100% JME can be used as a complete replacement fuel for fossil diesel. A slight increase in BTE, considerable reduction in NOx emissions and moderate smoke reduction at all loads were observed for the hybrid fuel blends. With suitable surfactants ethanol can be blended up to 15% in diesel - biodiesel fuel blends to fuel existing CI engines without any hardware modifications to reduce engine out emissions.

RAJASEKAR, E., SUBRAMANIAN, R., NEDUNCHEZHIAN, N.

Characteristics of Syngas Combustion Based on Methane at Various Reforming Ratios

2007-01-363008/05/2007

Characteristics of syngas combustion at various reforming ratios were studied numerically. The syngas was formed by the partial oxidation of methane to mainly hydrogen and carbon monoxide and cooled to ambient temperature. Stiochiometric and lean premixed flames of the mixtures of methane and the syngas were compared at the atmospheric temperature and pressure conditions. The adiabatic flame temperature decreased with the reforming ratio. The laminar burning velocity, however, increased with the reforming ratio. For stretched flames in a counterflow, the high temperature region was broadened with the reforming ratio. The maximum flame temperature decreased with the reforming ratio for the stoichiometric case, but increased for the lean case except for the region of very low stretch rate. The extinction stretch rate increased with the reforming ratio, implying that the syngas assisted flame is more resistance to turbulence level. Fuel reforming can reduce EINO as compared to the case of

Choi, S. K., Kim, M. K., Chung, S. H., Song, Y. H.

Supporting next-gen propulsion

AEROAPR07_0104/01/2007

The need for advanced computational and communication systems on board military aircraft make fuel cells an attractive propulsion alternative, and ample access to hydrogen a necessity. Fuel-cell power systems are conceptually more attractive than combustion-based systems for the generation of electricity due to higher efficiencies, fewer emissions, and less maintenance. There are efforts to incorporate fuel-cell power systems as auxiliary power for the increased electrical demands on both commercial and military aircraft as well as for UAVs and other applications. However, direct inclusion of these power systems into an aircraft can be extremely difficult due to requirements that each aircraft may have, and how the auxiliary power system will affect the performance of the aircraft. To gain the information needed to afford the adoption of fuel-cell power systems into onboard aircraft systems, alternate applications must be considered that do not have difficult requirements such as power

Hydrogen Fuel Production from Propane in Gliding Arc Discharge

2007-01-001701/23/2007

Reforming characteristics and optimal operating condition for hydrogen-rich gas production were studied by using gliding arc plasma with a catalytic reactor. Parametric screening studies were carried out for variations of the following variables: vapor flow ratio, CO2 flow ratio, reactant flow rate and input electric power. When these variables were 0.65, 0.14, 14 L/min and 1.37 kW, respectively, the production of hydrogen-rich gas was maximized with an optimal propane conversion rate of 62.6-. Under these optimal conditions, the following syngas concentrations were determined: H2, 44.4%; CO, 18.2%; CH4, 11.2%; C2H2, 2.7%; C3H6, 1.9%; C2H4, 0.6%; and C3H4, 0.4%. The carbon dioxide conversion rate was 29.2% and the H2/CO ratio was 2.4.

Chun, Y. N., Song, H. W., Kim, S. C., Lim, M. S.

Top technologies of 2006

OFHDEC06_0312/01/2006

A look back at some of the most significant technological innovations during the past year. Siemens VDO Automotive engineers are involved in a project in which the drivetrain, steering, shock absorbers, and brakes are directly integrated into the wheels of future vehicles. The company says that this kind of by-wire integration will help to improve the flexibility and durability of off-highway equipment. The concept, called eCorner, replaces the conventional wheel suspension with hydraulic shock absorbers, mechanical steering, hydraulic brakes, and conventional internal-combustion engines. Due to fuel and energy uncertainties, Siemens projects the traditional engine architecture will be replaced by electric wheel hub motors, which act directly on the wheels to accelerate the vehicle. The possible elimination of internal-combustion engines burning gasoline or diesel fuel will reduce emissions and satisfy the extremely strict regulations anticipated for the future. eCorner will make it

Reformation of Jet Fuels for Navy Ground Cart Applications

2006-01-309511/07/2006

Fuel cells have been under considerable interest for both commercial and military aviation applications for power generation needed for advanced computational and communication systems on board aircraft, as well as for other power requirements needed both while in flight and on the ground. However, in order to power the fuel cells, hydrogen must be generated at some point, the ideal source being the logistic fuels such as JP-5 or JP-8 that is already used for propulsion. This process is not trivial, as several potential issues can arise from processing logistic fuel, the two primary concerns being the effect of sulfur within the fuel on the processing and fuel cell components, and the longevity issues resulting from coke formation during fuel processing. In the first part of this paper, we look as work that we have performed that addresses some of these issues for the steam reforming of JP-5 to produce pure hydrogen for fuel cell use. Specifically, we have identified a means to

Neylon, Michael K., Yu, Xioachen, Fleckner, Karen, Trela, John A., Iya, Sri K., Field, Sean A.

Testing and Evaluation of Fuel Cell Vehicle Technology in the United States Postal Service

2006-01-329510/16/2006

As the owner of the largest non-military vehicle fleet in the world, the United States Postal Service (USPS) has been a pioneer and a leader among all federal agencies in adopting alternative fuel initiatives, continuing to work in cooperation with the vehicle industry to develop new ways to reduce fuel consumption and air pollution. Given that hydrogen can be produced from a variety of energy sources, it is considered by most to be the ultimate energy carrier for relieving the U.S. of its dependence on imported oil. Hydrogen fuel cell vehicles operate via an electro-chemical process that converts pure hydrogen into water and electricity, producing zero emissions and potentially doubling the energy efficiency seen in today's gasoline-powered vehicles. This paper describes the USPS experiences gained during operational testing and evaluation of a hydrogen fuel cell vehicle at Fort Belvoir, Virginia. Included in the discussion are lessons learned-specifically regarding fuel cell vehicle

Dinh, Han

A Fast Start-Up On-Board Diesel Fuel Reformer for NOx Trap Regeneration and Desulfation

2004-01-268410/26/2004

This paper describes recent progress in our program to develop an emissions technology allowing diesel engines to meet the upcoming 2007/2010 regulations for NOx. At the heart of this technology is the ArvinMeritor Diesel Fuel Reformer that reforms the fuel, on-demand, on-board a vehicle. The fuel reformer uses plasma to partially oxidize a mixture of diesel fuel and air creating a highly reducing mixture of Hydrogen and Carbon monoxide. In a previous publication, we have demonstrated that using a reformate rich in H2 and CO to regenerate a NOx trap is highly advantageous compared to vaporized diesel fuel used conventionally. In this paper we present results and a strategy for performing desulfation of the traps using the fuel reformer. In contrast to vaporized diesel, which requires very high temperatures that fall outside the normal exhaust operating temperatures for diesel engines, desulfation was achieved at temperatures lower by more than 100 °C using the Plasma Fuel Reformer

Khadiya, Navin, Crane, Sam, Huffmeyer, Chris, Taylor, Bill

Knock Behavior of a Lean-Burn, H2 and CO Enhanced, SI Gasoline Engine Concept

2004-01-097503/08/2004

Experiments were performed to identify the knock trends of lean hydrocarbon-air mixtures, and such mixtures enhanced with hydrogen (H2) and carbon monoxide (CO). These enhanced mixtures simulated 15% and 30% of the engine's gasoline being reformed in a plasmatron fuel reformer [1]. Knock trends were determined by measuring the octane number (ON) of the primary reference fuel (mixture of isooctane and n-heptane) supplied to the engine that just produced audible knock. Experimental results show that leaner operation does not decrease the knock tendency of an engine under conditions where a fixed output torque is maintained; rather it slightly increases the octane requirement. The knock tendency does decrease with lean operation when the intake pressure is held constant, but engine torque is then reduced. When H2 and CO are added to the mixture, the knock susceptibility is reduced, as illustrated by a decrease in the measured octane number of the primary reference fuel resulting in knock

Topinka, Jennifer A., Gerty, Michael D., Heywood, John B., Keck, James C.

Synthetic Hydrocarbon Fuel for APU Application: The Fuel Processor System

2003-01-026703/03/2003

Fuel cell Auxiliary Power Units (APUs) can use a variety of fuels as a hydrogen carrier. Projects showing the use of hydrogen as a fuel for an APU have been completed and the prospects of using methanol as an alternative fuel has been discussed before. Despite the success of the previous fuel cell APU demonstrations, potential military and commercial customers desire a single on-board fuel for the main propulsion engine and for the APU. Such an application would require a fuel processor that can produce sufficiently pure hydrogen for utilization in a fuel cell from prevailing hydrocarbon fuels. The position of the U.S. Army's National Automotive Center (NAC) is to address this challenge by first using a synthetic diesel fuel as part of a phased fuel reformation program. This paper presents an analysis of the use of a synthetic fuel as a hydrogen carrier. The paper focuses on the fuel processor system, main results achieved during the two phase program and the challenges that remain to

Venturi, Massimo, zur Megede, Detlef, Keppeler, Berthold, Dobbs, Herb, Kallio, Erik

Automotive Engineering International 2002-07-01

AUTOJUL0207/01/2002

Drivetrains: Challenging the design philosophy A researcher from the Southwest Research Institute focuses on one of the most immediate and dramatic changes of powertrain design: the introduction of CVTs. Elastohydrodynamic lubricants for CVTs In metal-to-metal continously variable transmissions, EHLs momentarily become part of the machinery, allowing for a much higher traction coefficient than is possible with hydrodynamic fluids. Hybrid vehicle dynamics Toyota engineers combined electronic control of the Estima minivan's breaking and driving functions to create its new Vehicle Dynamics Management system, resulting in improved environmental and vehicle performance. Jeep Commander 2 Chrysler Group engineers provide an inside look at one of the pioneering methanol fuel reforming fuel-cell concept vehicles. Improving SUV fuel economy Delphi is pursuing a strategy of engine shutdown and adding torque from an electric motor with its new 42-V integrated starter-generator. Hardtop

Environmental Evaluation of Direct Hydrogen and Reformer-Based Fuel Cell Vehicles

2002-01-009403/04/2002

Fuel cells have attracted a great deal of attention in the last few years as potential replacements for conventional gasoline- or diesel-powered internal combustion engines. This study evaluated the potential life-cycle environmental impacts of a fuel cell vehicle (FCV) using a 50 kW proton exchange membrane (PEM) fuel cell system (both with and without a fuel reformer), and compared them with those of a gasoline-fueled internal combustion engine vehicle (ICEV). The fuels considered for the fuel cell systems were direct hydrogen (without reformer), and methanol and gasoline (with reformer). Exclusive of the propulsion systems, the rest of the vehicle was assumed to be the same across all the profiles. The hydrogen FCV is found to have the lowest impact scores in 12 of the 14 impact categories evaluated (see Appendix A for impact category definitions), mainly because of zero air emissions from driving and the lowest total lifetime quantity by mass of fuel (hydrogen) required during use

Dhingra, Rajive, Overly, Jonathan G., Davis, Gary A., Das, Sujit

Fuel-Flexible, Fuel Processors (F3P) - Reforming Infrastructure Fuels for Fuel Cells

2001-01-134103/05/2001

Fuel cells will undoubtedly be a part of the next generation of power supply technology. The gap that prevents fuel cells from entering into wide spread service is the lack of a hydrogen infrastructure, but fuel reformers can bridge that gap. A fuel reformer is a device that takes a hydrocarbon fuel (natural gas, gasoline, diesel, etc.) and processes it into a hydrogen rich, proton exchange membrane (PEM) fuel cell ready gas stream. Hydrogen Burner Technology's (HBT) process approach is to use an auto-thermal reformer (ATR), low temperature shift bed (LTS), preferential oxidation reactor (PROX), and an anode off gas oxidizer (AGO). These technologies will be explained and discussed in detail. As important as the specific process is how each are tied together and packaged into a commercially viable product. At this stage of fuel cell and fuel reformer development, HBT sees this package as a fully independent device that can seamlessly be coupled with any PEM fuel cell. Direct attention

Barge, Shawn, Woods, Richard

Transient Measurement in a Gasoline Fuel Cell Fuel Processor

2001-01-023203/05/2001

Fuel cell powered vehicles offer the potential of ultra-low or zero emissions along with very high efficiency. The major practical barrier to wide-spread introduction has been the need to provide hydrogen to the fuel cell. On-board hydrogen storage is not practical at the current time, leading to a large research and engineering effort in developing fuel processors that convert a hydrocarbon fuel such as gasoline, methanol or methane into a hydrogen-rich reformate. A key component of these systems, all of which have multiple catalytic reactors, is the processor response to transient operation that is inherent to vehicle use. This paper reports on a research reactor system designed to measure the transient response of fuel processors, and reports preliminary measurements of transient response for the primary reformer reactor of a gasoline fuel processor.

Berlowitz, Paul J., Hershkowitz, Frank, Carter, Robert N., Pettit, William

Removal of CO from Reformed Fuel by Shift Reaction and Selective Oxidation

2000-01-200806/19/2000

Cu-based and noble metal catalysts for CO removal from methanol reformed gas were investigated for application to polymer electrolyte fuel cells. Over Cu-based catalysts, Oxygen-assisted low-temperature CO shift reaction (combined shift reaction and CO oxidation) enhanced CO removal considerably by the addition of a small amount of oxygen. While the Cu/Al2O3-ZnO catalyst exhibited a comparable activity with noble metal catalysts at low CO concentration, it demonstrated a higher activity than Pt/Al2O3 at high CO concentration.

Utaka, Toshimasa, Eguchi, Koichi, Sekizawa, Koshi, Sasaki, Kazunari

Fuelsfor Fuel Cell-Powered Vehicles

2000-01-000103/06/2000

While it is generally agreed that the PEM fuel cell technology is best for road vehicles, the need for a source of relatively pure hydrogen poses significant challenges. There are two distinct options that are currently being considered: On-board processing of gasoline or methanol Fueling with hydrogen gas made in an off-board facility Each option has different implications for the fueling infrastructure and for the technologies required both on- and off-board the vehicle. In addition, various fueling strategies shift the balance of risk between fuel providers and vehicle manufacturers. Generally speaking, alternative fueling options can be seen to trade off technical risk (e.g., will it work?) for commercial risk (e.g., will anyone buy it?). In seeking a satisfactory business solution, a key issue is the balance between these two risks on the part of the vehicle manufacturer and the fuel provider. Only when this balance is struck will the industry be able to move forward and the

Casten, Sean, Teagan, Peter, Stobart, Richard

Demonstration of Natural Gas-to-Liquids (GTL) Light Paraffin Fuel in an Integrated Fuel Processing System

2000-01-000403/06/2000

Key to broad commercialization of fuel cells is development of fuels that are not only fuel cell reformer compatible, but are also power technology neutral and able to use the existing fuel distribution system with minimal investment. These fuels must permit the transition from present power technologies to ultra-clean power technologies approaching commercialization, including both fuel cell and advanced internal combustion engines. Tests of cobalt-based Fischer-Tropsch (FT) light synthetic paraffin in an integrated fuel cell power system demonstrate the feasibility of a natural gas-to-liquid (GTL) fuel for fuel cell applications. This paper discusses both experimental data that verifies the suitability of such fuels for fuel cell applications, and the broader ability of these fuels to support a commercial transition to clean power technologies.

Russell, B. J., Tomlinson, H. L, Prabhu, S. K., Mitchell, W.

Fuel-cell concepts and technology

AUTOMAR00_0803/01/2000

Cost reduction and fueling options are the two major issues facing auto industry OEMs and suppliers as they develop vehicles and systems for production beginning in 2003. Auto manufacturers around the globe are placing their bets on fuel cells as major long-term energy-conversion solutions because they offer high fuel economy and substantially lower emissions, particularly of CO2. Though it is very early in the automotive fuel-cell R&D cycle, fuel cells as energy providers are not new. Utilities use fuel cells to generate electricity for normal industrial and consumer use and for emergency back-up power. The Gemini and Apollo space programs were powered by fuel cells. The primary transportation application to date has been on city buses engineered for low exhaust-emissions demonstrations. Like batteries, fuel cells rely on chemical reactions at electrodes to convert energy from chemical to electrical form. Specifically, fuel cells electrochemically combine oxygen from the air with

Jost, Kevin

The Role of Alternative Fuels in the New Generation of Vehicles

95237910/01/1995

The Partnership for a New Generation of Vehicles (PNGV) is linking the research efforts of a broad spectrum of U.S. Federal agencies and laboratories with those of the domestic auto manufacturers in pursuit of three specific, interrelated goals: 1) reduce manufacturing production costs and product development times for all car and truck production; 2) pursue advanced technologies for near-term vehicle improvements that increase fuel efficiency and reduce emissions of standard vehicles; and 3) within the next decade, develop a new class of vehicle that will achieve up to three times the fuel efficiency of today's comparable vehicle, and, at the same time, cost no more to own and drive than today's automobile, maintain performance, size, and utility of comparable vehicles, and meet or exceed safety and emission requirements. This paper focuses on the potential role of alternative fuels in meeting the challenges faced by the PNGV in developing and implementing advanced technologies that

Patil, Pandit G.

Simulated Performance of Solid Polymer Electrolyte Fuel-Cell-Powered Vehicles

83035102/01/1983

Fuel cells offer a number of attractive features as alternate power sources for transportation applications. Potential advantages include high efficiency, good performance operation on nonpetroleum fuel and negligible pollution. General Electric (GE) assessed solid polymer electrolyte (SPE) fuel cells specifically for automotive applications. The results of this assessment are used to calculate the performance and fuel consumption of the GM X Car and of the GE Chrysler Electric Test Vehicle 1 (ETV-1). The X car was calculated to have good performance, negligible emission, and substantially reduced energy consumption. The calculated performance of the ETV-1 with an SPE fuel cell is comparable to that of a present day, small gasoline-powered passenger car. In addition, the calculated fuel consumption is 33 mpg of methanol, equivalent to 66 mpg of gasoline on an engery basis.

Lynn, David K., Murray, Hugh S., McCormick, J. Byron, Huff, James R.

Cost of Fuels for Fuel Cell Automobiles

77038002/01/1977

The cost of operation projected for a fuel cell automobile could be as much as 1-2¢/mi less than for a comparable internal combustion engine car or an all-battery car, assuming energy raw material cost equilibrated at 10$/bbl crude oil equivalent. Fuel cost is a small but significant element in total operating cost. Therefore, the projected cost advantage of the fuel cell automobile increases with increasing cost of fossil fuel, because of the higher energy efficiency projected for the fuel cell automobile.

Bush, Warren V.

Synthetic Fuels for Transportation and National Energy Needs

73052002/01/1973

The United States petroleum supplies cannot keep up with the demands made upon them by the use of automobiles. Increased importation of oil is not a satisfactory long-term solution. Supplies of coal, nuclear, and solar energy, however, are abundant. We suggest that “clean” fuels could be synthesized from these resources by using these abundant materials. This paper examines the possibilities of making methanol, ethanol, hydrogen, and ammonia for use as vehicle fuels. In the short term, methanol and mefhanol-gasoline blends appear attractive. In the long term, hydrogen is ideal if its handling problems can be solved.

Gregory, Derek P., Rosenberg, Robert B.

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