Browse Topic: Fuel additives

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Jet Reference Fluid Study for Fuel Tank SealantsAIR4275B (Current)2/3/2021
This information report covers two distinct projects to formulate Jet Refrence Fluids (JRF) for testing of material compatibility. The first effort began in 1978 and focused on producing a formulation (JRF-2) that simulated JP-4 and included composition with metallic ions that reproduced chalking of fuel tank sealants. This effort resulted in the preparation of AMS2629 that defined the formulation of JRF-2 (Type 1) and the same formulation with metallic ions (Type 2). The second effort began in 2002 and focused on preparing a JRF that simulated Jet A, JP-5 and JP-8. This effort went through multiple iterations, but eventually resulted in a JRF-3 formulation composed of Jet A plus military additives spiked to 25% aromatic content and high levels of sulfur experienced in the global fuel supply. Since the metallic ions added to JRF-2 demonstrated their ability to simulate a chalking reaction, chalking was not tested with the ions added to JRF-3. AMS2629 was changed multiple times to reflect the onging changes of this project and included both Type 1 and Type 2 formulations.
AMS G9 Aerospace Sealing Committee
Fuels in Ground Support Equipment (Other Than Gasoline or Diesel)AIR5373A (Current)9/23/2020
This SAE Aerospace Information Report (AIR) is intended as a source of comparative information and is subject to change to keep pace with experience and technical advances. This document describes currently used fuels and fuels which may be used in the future. Conventional gasoline and diesel fuels are intentionally omitted from this document.
AGE-3 Aircraft Ground Support Equipment Committee
Onboard Ethanol-Gasoline Separation System for Octane-on-Demand Vehicle2020-01-03504/14/2020
Bioethanol is being used as an alternative fuel throughout the world based on considerations of reduction of CO2 emissions and sustainability. It is widely known that ethanol has an advantage of high anti-knock quality. In order to use the ethanol in ethanol-blended gasoline to control knocking, the research discussed in this paper sought to develop a fuel separation system that would separate ethanol-blended gasoline into a high-octane-number fuel (high-ethanol-concentration fuel) and a low-octane-number fuel (low-ethanol-concentration fuel) in the vehicle. The research developed a small fuel separation system, and employed a layout in which the system was fitted in the fuel tank based on considerations of reducing the effect on cabin space and maintaining safety in the event of a collision. The total volume of the components fitted in the fuel tank is 6.6 liters. It was demonstrated that the onboard fuel separation system possessed sufficient control performance in practical use in actual driving environments. In addition, measurements of fuel separation speed in LA4 driving cycle showed that the system was able to separate the fuel at a speed higher than the speed of consumption of high-octane-number fuel necessary for the engine. The ethanol concentration of the separated fuel was approximately 90%. This figure represents a sufficient octane number to control knocking in high-compression-ratio engines under high-load conditions. The power consumption of the fuel separation system was approximately 350W. Taking the increase in engine fuel efficiency into consideration, it is possible to expect an increase of approximately 15% in fuel efficiency for the vehicle as a whole.
Chishima, Hiroshi, Tsutsumi, Daiko, Kitamura, Toru
Green Jet Fuel Additive Made from Acetone Plus LightTBMG-361733/1/2020
A domestically generated additive was made by taking biomass-derived acetone — common nail polish remover — and using light to upgrade it to higher-mass hydrocarbons. It can be blended with conventional jet fuel to fly while providing environmental benefits.
The Combustion Characteristic of Fuel Additives with Diesel–Ethanol Fuel blends on Engine Performance2019-32-06111/24/2020
Reducing carbon dioxide (greenhouse gas) is one of the most important drivers to promote biofuels. Fuel from biomass has the potential to reduce greenhouse gas emissions and can gradually reduce the dependence on fossil fuels. However, fuel properties can differ significantly from standard diesel fuel and this will affect exhaust emissions and environmental pollution. Diesel – ethanol fuel blends development and specification are currently driven by the engine technology, existing fossil fuel specification and availability of feedstock. Thus, the aims of this study to investigate the effects of fuel additives with diesel–ethanol fuel blend under steady-state conditions. In the present study, the additives were palm diesel, n-butanol, ethyl acetate and di-tert-butyl peroxide (DTBP). The ratio of conventional diesel fuel to ethanol fuel to fuel additive are 80:15:5 by volume of fuel blends. The comparative studies on the effects of fuel additives in the engine performance and phase separation in diesel–ethanol blends. The effects of engine performance included exhaust gas emissions with different fuel additives on small diesel engine are also investigated under different engine conditions in order to considering the engine speed and engine load comparison with conventional diesel. The study found that all the additives are enhanced the stabilities in diesel–ethanol fuel blends and phase separation has not be found under the room temperature. The diesel–ethanol fuel blend with DTBP can improved the highest thermal efficiency with lower exhaust gas emission (e.g. carbon-monoxide, oxides of nitrogen, and soot) compare with conventional diesel with another fuel additives. However, the break specific fuel consumption is higher (>4%) than conventional diesel which could be acceptable range. The results suggest that significant benefits can derive from the use of di-tert-butyl peroxide as fuel additive for diesel and ethanol fuel blends as the alternative fuel for compression ignition engine in terms of engine performance, exhaust gas emissions, after treatment system performance and environmental pollution in the near future.
Theinnoi, Kampanart, Sawatmongkhon, Boonlue, Wongchang, Thawatchai, Sukjit, Ekarong, Chuepeng, Sathaporn
An Efficient, High-Precision Vehicle Testing Procedure to Evaluate the Efficacy of Fuel-Borne Friction Modifier Additives2019-01-235312/19/2019
Improved fuel economy is increasingly a key measure of performance in the automotive industry driven by market demands and tighter emissions regulations. Within this environment, one way to improve fuel economy is via fuel additives that deliver friction- reducing components to the piston-cylinder wall interface. Whilst the use of friction modifiers (FMs) in fuel or lubricant additives to achieve fuel economy improvements is not new, demonstrating the efficacy of these FMs in vehicles is challenging and requires statistical design together with carefully controlled test conditions. This paper describes a bespoke, efficient, high-precision vehicle testing procedure designed to evaluate the fuel economy credentials of fuel-borne FMs. By their nature, FMs persist on engine surfaces and so their effects are not immediately reversible upon changing to a non FM-containing fuel (“carryover” effect), therefore requiring careful design of the test programme. The solution presented here comprises a one-day chassis dynamometer test, internally referencing the fuel economy of an FM- containing test fuel to an FM-free reference fuel. When incorporated into a statistically designed test programme, two or more fuels are compared using a chosen test cycle. Comprehensive instrumentation, control and monitoring, integrated vehicle conditioning stages and strict acceptance criteria are major factors in achieving the required precision. This test design is also specially tailored to eliminate the problem of FMs carry-over effects to subsequent tests. Three programmes based on this test procedure have measured statistically significant fuel economy differences between FM-containing fuels and FM-free fuels, thus demonstrating that the required precision has been achieved to evaluate the efficacy of fuel- borne FMs.
Yow, Shuhui, Ziman, Pauline, Smith, Sue J., Walter, Dr. Marc, Bacchi, Robert J.
Using RON Synergistic Effects to Formulate Fuels for Better Fuel Economy and Lower CO2 Emissions2019-01-215512/19/2019
The knock resistance of gasoline is a key factor to decrease the specific fuel consumption and CO2 emissions of modern turbocharged spark ignition engines. For this purpose, high RON and octane sensitivity (S) are needed. This study shows a relevant synergistic effect on RON and S when formulating a fuel with isooctane, cyclopentane and aromatics, the mixtures reaching RON levels well beyond the ones of individual components. The same is observed when measuring their knock resistance on a boosted single cylinder engine. The mixtures were also characterized on a rapid compression machine at 700 K and 850 K, a shock tube at 1000 K, an instrumented and an adapted CFR engine. The components responsible for the synergistic effects are thus identified. Furthermore, the correlations plotted between these experiments results disclose our current understanding on the origin of these synergistic effects. This study concludes that this synergistic effect encourages formulating highly paraffinic fuels for lower specific fuel consumptions and CO2 emissions. Thus, paraffins are still relevant compounds to formulate highly efficient gasolines, despite their low octane sensitivity when individually considered. Furthermore, the CFR engine is still the best known device to anticipate synergistic effects in gasoline's knock resistance, through the Octane Index (OI = RON - K.S). A sensitivity study on the “K value” of the octane index shows that octane sensitivity mainly drives the gasoline performance for the low-sensitivity fuels while RON also drives it for the high-sensitivity ones.
Dauphin, Roland, Obiols, Jerome, Serrano, David, Fenard, Yann, Comandini, Andrea, Starck, Laurie, Vanhove, Guillaume, Chaumeix, Nabiha
Influence of ethanol blending on knocking in a lean burn SI engine2019-01-215212/19/2019
Lean burn is one method for improving thermal efficiency in spark ignition (SI) engines. Suppression of knocking provides higher thermal efficiency, and ethanol blending is considered an effective way to suppress knocking due to its high octane and high latent heat of evaporation. We investigate the effect of ethanol blending on knocking in an SI engine under lean operating conditions. The Livengood-Wu (LW) integral was performed based on ignition delay duration estimated from a zero-dimensional detailed chemical reaction calculation with pressure and temperature histories. Knocking was suppressed and thermal efficiency increased with ethanol-gasoline blending fuel, even at 0.5 equivalence ratio. Decrease in unburned gas temperature by latent heat of evaporation had a comparable influence on knocking suppression, which was supported by LW integral analysis.
Kaneko, Kazuki, Yasutake, Yuki, Yokomori, Takeshi, Iida, Norimasa
Emission Reduction of a Diesel Engine Fueled with Blends of Biofuel under the Influence of 1,4-Dioxane and Rice Husk Nano Particle2019-28-238711/21/2019
In this modern era increase in pollution became a huge impact on the lives of all living creatures, in this automobile tends to be one of the major contributors in terms of air pollution thanks to their exhaust emissions. The objective of the present study is to reduce the amount of harmful pollutants emitted from the automobiles by the utilization of a biofuel further influenced by two additives (liquid and a Nano additive). In this study, first the bio oil is extracted, then the biofuel is mixed with diesel fuel at different proportions of 20%, 40% by volume. Experiments are carried out in a common rail direct injection, diesel engine, which is a stationary test engine manufactured by Kirloskar, connected to a computer setup with an open control unit. The emission values in the exhaust gases are obtained using AVL exhaust gas analyzer. Then 0.1% of rice husk Nano additive addition with the fuel blend followed by 3%, 6% of 1, 4-Dioxane blended with the previous blend and its performance (BTE, BSFC) and emission (HC, CO, CO2, NOx, Smoke) values are tested. The values tabulated and compared for identifying the best blends of them all in terms of emission reduction. Performance of the engine reduced with the addition of the additives for about 4.3% compared with that of diesel fuel. And also, considerable reduction in emission was noticed for HC, CO, Smoke and even for NOx emission with the increase in 1,4-dioxane percentage. The addition of rice husk Nano particles aids in the reduction of emissions. The 40% blend along with 6% and 0.1% of 1,4-dioxane and rice husk shows the lowest possible emission. This comparative analysis helps in understanding the influence of the additives on the biodiesel blends. In addition, the outcome helps in determining the suitability of the combination considered here for use in vehicles without any major modifications.
P, Mebin Samuel, G, Devaradjane, Venkadesan, Gnanamoorthi, Josan, Santiago
Development of a Predictive Model for Knock Intensity in a Spark-Ignition Engine with Gasoline-Ethanol-nButanol Blend Fuel by Using Rapid Compression Machine2019-24-01259/9/2019
In this study, we developed a predictive model for knock intensity in spark-ignition (SI) engine with gasoline-ethanol-nbutanol (GEnB) blend fuel, which is being considered as an alternative fuel for conventional gasoline in South Korea, to understand the potential improvement of engine performance with the introduction of GEnB blend fuel. First, the ignition delay of the stoichiometric mixture of GEnB blend fuel and air was measured on a pressure of 10-30 bar and a temperature of 721-831 K by using rapid compression machine (RCM). Then, we derived the empirical correlation of the ignition delay with which the Livengood-Wu integration along pressure-temperature profile in RCM gives the best prediction for the start of combustion. The ignition delay correlation was applied to 0-D two-zone SI engine model, and we predicted the knocking intensity of GEnB blend fuels by using Livengood-Wu integration and Bougrine’s knocking intensity model. The model was validated by comparing the research octane number (RON) calculated from the model with the reference based on the cooperative fuel research (CFR) engine experiment. Consequently, it was found that the knocking prediction model properly predict RON of various GEnB blend fuels. The developed model was manipulated to predict the potential improvement of knock-limited region of modern SI engine with GEnB blend fuel, and we found that the knock-limited nIMEP increases by 1.86% as alcohol content increases by 1 % of ethanol equivalent alcohol content.
Cho, Jaeyoung, Song, Han Ho
Knock and Pre-Ignition in Spark-Ignition Engine Fuelled by Different Blends of Jojoba Bio-Gasoline with Kerosene2019-01-50465/17/2019
In the present article, the knock tendency and pre-ignition resistance (PIR) were determined experimentally for different blends of kerosene and jojoba bio-gasoline. The effects of varying equivalence ratios, rotational speed, inlet air temperature and pressure, and ignition timing on knock tendency and PIR were investigated. The influence of compression ratio on PIR was also studied. Jojoba bio-gasoline was synthesized using transesterification method through performing a chemical reaction between well-stirred jojoba raw oil and alcohol. Experiments were carried out on a Ricardo E6/MS variable compression ratio spark-ignition (SI) engine fuelled by jojoba bio-gasoline/kerosene blends of volumetric percentages of 0%, 5%, 10%, 15%, and 20% jojoba bio-gasoline. The onset of pre-ignition and knock were detected by observing the pressure oscillations using a piezoelectric pressure transducer, a synchronizing magnetic sensor, and a degree-marking probe. The results showed that increasing the percentage of bio-gasoline in the blends with kerosene leads to a significant increase in PIR and a remarkable decrease in the knock tendency. This will lead to the design of a more efficient engine by increasing its compression ratio when fuelled by jojoba bio-gasoline. Analytical correlations were developed to assess the knock tendency and PIR for different fuel blends taking into consideration the various design and operating variables.
Radwan, M.S., Attai, Youssef A., Hassan, Y.I.
The Effect of Cerium Oxide Nano Particles Fuel Additive on Performance, Combustion, NOx Reduction and Nano Particle Emission of Karanja and Jatropha Biodiesel in a Military 585 kW CIDI Engine2019-01-02624/2/2019
Rapid depletion of petroleum reserves, stringent emission legislations and global warming has given us an opportunity to find biodiesel as an alternative to diesel fuel. Biodiesel is a biogradable, renewable, sulphur free, non-toxic, and oxygenated green fuel. Recent emission legislations have also restricted the nano particles emission in addition to particulate matter, due to their adverse impact on health. Karanja and Jatropha oils are non-edible vegetable oils. Karanja and Jatropha oil methyl ester biodiesel are prepared by the process of transesterification. Biodiesel emits lesser gaseous emission as compared to diesel fuel. However, the only major concern in the use of biodiesel is that it increases NOx emission. Nano particle fuel additive is one of the essential techniques to overcome the NOx emission drawback of biodiesel. In the present study, the engine performance and emission of CO, UHC, NOx and PM including nano particle emission, were compared for diesel, Karanja and Jatropha oil biodiesel with Cerium Oxide nano particles fuel additive, in a 12-cylinder, 585 kW, CIDI military heavy-duty diesel engine. The experimental results showed that engine performance with Karanja and Jatropha oil biodiesel with fuel additive, increased by 3-4%, along with lower gaseous emission including 15% - 25% lower NOx emission and lower nano particles emission, as compared to mineral diesel fuel.
Pandey, Anand Kumar, Nandgaonkar, Milankumar, Suresh, S, Varghese, Anil
Evaluation of Gasoline Additive Packages to Assess Their Ability to Clean Up Intake Valve Deposits in Automotive Engines2019-01-02614/2/2019
The majority of passenger car and light-duty trucks, especially in North America, operate using port-fuel injection (PFI) engines. In PFI engines, the fuel is injected onto the intake valves and then pulled into the combustion chamber during the intake stroke. Components of the fuel are unstable in this environment and form deposits on the upstream face of the intake valve. These deposits have been found to affect a vehicle’s drivability, emissions and engine performance. Therefore, it is critical for the gasoline to be blended with additives containing detergents capable of removing the harmful intake valve deposits (IVDs). Established standards are available to measure the propensity of IVD formation, for example the ASTM D6201 engine test and ASTM D5500 vehicle test. However, rigorous testing conducted in a modern fleet of vehicles in a statistically robust design can provide greater insight into the actual performance of modern PFI engines with available gasoline additive packages. In this study, an optimized mileage accumulation protocol was used to assess the performance of new experimental gasoline additive packages in removing the IVDs in a fleet of vehicles typical of engines and vehicles available in the North American vehicle parc. The performance of a gasoline additive package, both at lower and higher additive treat-rates, was compared to that of a commercial additive package at EPA-approved lowest additive concentration (LAC). Based on three decades of expertise, the testing protocol was optimized to use fewer vehicles and shorter mileage accumulation than previously required for the same statistical confidence. It was observed that the tested experimental gasoline additive packages demonstrated a statistically higher cleanup at both treat-rates compared to the commercial LAC additive package. This rigorous statistically-robust test protocol can be used to assess candidate fuel additive packages for the North American gasoline market.
Raj Mohan, Vivek Raja, Nelson, Edward, Reitz, Jannik, Kensler, Jennifer, Gauba, Varun, Hinojosa, Matthew, Shoffner, Brent
Experimental Investigations of Metal Oxide Nano-Additives on Working Characteristics of CI Engine2019-01-07944/2/2019
Biodiesel is a potential substitute for diesel and extensive research is carried in India on production and utilization of biodiesel from a variety of edible/non-edible, animal fat and waste oils. However, issues like stability, clogging, increased NOx, and high consumption rate etc. are some of the critical issues which are associated with long-term use of these alternative fuels in a diesel engine. The recent developments in science and technology may have concreted a method to create nano measure vigorous resources that have incredible benefits to micron sized constituents. Nano liquids may be a fresh period of compact-fluid complex constituents comprising of nano sized concrete elements disseminated into a base liquid. The present study investigates the effect of doping metal oxides nanoparticles with waste fish oil-based biodiesel. For the present study, the blends of fuel are prepared by using 30ppm each of titanium dioxide and alumina nanoparticles respectively. The addition of nano-additives in biodiesel is achieved using an ultra sonicator, to achieve unvarying postponement. A series of experiments have been conducted to evaluate the performance and emission characteristics of single cylinder direct injection (DI) diesel engine with four different energy samples containing biodiesel-diesel (B20), biodiesel-diesel-nano particles (B20Ti30), (B20Al30) and biodiesel-nano particles (B20Ti30Al30). Thermo-physical assets of the energy examples, including density, viscosity along with calorific values are also determined.
Mukhopadhyay, Subham, Malhotra, Aahan, Tomar, Mukul, Choudhary, Naman, Kumar, Naveen
Regulation vs. Field Data: Managing Fuel Quality2019-26-01571/9/2019
Unlike in the aviation and marine sector, fuel specification in the on-road transportation sector are varied depending on the countries. Globally, the countries are going towards ultra-low sulfur fuels. In developed countries including in EU and the U.S., ultra-low sulfur fuels have been used since 2005-2006. In Asia, Japan lead the region with less than 10 ppm sulfur fuels introduced into the market in January 2005. More than a decade later, fuels with high sulfur content are still sold in most countries in Asia, Africa, the Middle East and Pacific. Facing pressure from environmentalists, these countries are focusing on sulfur reduction in their conventional fuels, along with improvement in their conventional fuels, along with improvement in their vehicle emission standards. On the other hand, in more advanced countries where they already have the cleanest possible conventional fuels, alternative fuels vehicles including electric vehicles are getting more attentions. Governments of developing countries are setting higher fuel quality standards to enable the implementation of more stringent vehicle emission standards. However, lack of fuel quality monitoring system in those countries results in the use of off-spec fuels. SGS worldwide market data delivers many examples. In the Philippines, 83% of premium plus gasoline samples have RON of 93 - 96.5 against the minimum requirement of 97 in the period of 2011-2017. Another example: 11.28 vol.% of methanol was found in a gasoline sample in 2016-2017 in the Philippines despite the specifications do not allow methanol to be present. One more example from Pakistan: the Manganese presence in all gasoline samples with concentration from 0.1 to 104 mg/kg in 2003-2017. Prolonged use of off-spec fuels will deteriorate exhaust emissions, damage the vehicles and worsen air quality. Therefore, a good understanding of fuel specifications and implementation of a good fuel quality monitoring system are needed to avoid severe productivity loss due to stalled vehicles on the road
Nurafiatin, Lucky
Methodical Selection of Sustainable Fuels for High Performance Racing Engines2018-01-17499/10/2018
As the importance of sustainability increases and dominates the powertrain development within the automotive sector, this issue has to be addressed in motorsports as well. The development of sustainable high-performance fuels defined for the use in motorsports offers technical and environmental potential with the possibility to increase the sustainability of motorsports at the same or even a better performance level. At the moment race cars are predominantly powered by fossil fuels. However due to the emerging shift regarding the focus of the regulations towards high efficient powertrains during the last years the further development of the used fuels gained in importance. Moreover during the last decades a huge variety of sustainable fuels emerged that offer a range of different characteristics and that are produced based on waste materials or carbon dioxide. This study investigates the question of which sustainable fuels offer the characteristics suitable for high-performance race engines. Equivalents to gasoline, diesel and natural gas are examined separately in order to present the options with various engine concepts. The requirements for a high-performance fuel are defined based on experimental investigations emphasizing among other characteristics the importance of the knock resistance for gasoline-like fuels and the ignitability for diesel-like fuels. Furthermore the characteristics of the sustainable alternatives are analyzed. On the basis of the experimental results a comparison is carried out to match the fuel requirements with the characteristics and to select the optimal equivalent for fossil gasoline, diesel and natural gas. Moreover the sustainable fuels are evaluated with an environmental analysis including the fuel life cycle. The results show a potential to reduce the greenhouse gas emissions per mega joule energy content by up to 88%. This research assesses the broad variety of sustainable biologic and synthetic fuels concerning the potential use in motorsports and the resulting environmental benefits.
Schwarz, Lea, Bargende, Michael, Dreyer, Stefan, Baretzky, Ulrich, Kotauschek, Wolfgang, Wohlgemuth, Sebastian, Bach, Florian
Experimental Investigation of the Effect of Karanja Oil Biodiesel with Cerium Oxide Nano Particle Fuel Additive on Lubricating Oil Tribology and Engine Wear in a Heavy Duty 38.8L,780 HP Military CIDI Diesel Engine2018-01-17539/10/2018
Biodiesel fuels are an alternative to diesel fuel. Biodiesel is an oxygenated, sulphur free, non-toxic, biogradable and renewable fuel. It is derived from vegetable oils. Since straight vegetable oils have quite high viscosity compared to mineral diesel, they have to be modified to bring their combustion-related properties and viscosity closer to mineral diesel. This is done by modifying their molecular structure through a transesterification process. In the present study, a military heavy duty 38.8 liter, 585 kW supercharged, compression ignition diesel injection (CIDI) engine was fuelled with diesel, Karanja oil methyl ester (KOME) biodiesel, and KOME biodiesel with cerium oxide fuel additive, respectively. These were subjected to 100 hours long term endurance tests. Lubricating oil samples, drawn from the engine fuelled with these fuels after a fixed interval of 20 hours, were subjected to elemental analysis. Atomic absorption spectroscopy was done for quantification of various metal debris concentrations. Lubricating oil samples were also subjected to ferrography test which indicated lower wear debris concentrations for a biodiesel with fuel additive operated engine. Number of tests was conducted in order to evaluate the comparative performances of these fuels such as lubrication measurement, density measurement, viscosity measurement, total base number etc. The experimental result showed that engine performance with Karanja oil biodiesel with fuel additive increased by 5%, along with lower gaseous emission including 14% - 25% lower NOx emission, and lower total particulate number concentration, as compared to diesel fuel The performance of biodiesel fuel is found to be superior to that of diesel oil. Also, the lubricating oil life is found to be longer while operating the engine on biodiesel with fuel additive. Engine metals wear were found 26% lower for a KOME biodiesel with cerium oxide fuel additive operated engine.
Pandey, Anand Kumar, Nandgaonkar, Milankumar, Pandey, Umang, Suresh, S
The Effect of Cerium Oxide Nano Particles Fuel Additive on Performance and Emission of Karanja Biodiesel Fueled Compression Ignition Military 585kW Heavy Duty Diesel Engine2018-01-18189/10/2018
Global warming with stringent emission legislation along with the depletion of fossil fuel has given us an opportunity to find biodiesel as alternative to diesel fuel. Biodiesel has been widely accepted as comparable fuel to diesel in diesel engine. This is due to its renewable property, better lubricity, along with lesser gaseous emission as compared to diesel fuel. However, there is a major disadvantage in the use of biodiesel as it increases NOx emission. Fuel additive becomes one of the essential tools to overcome the drawback of biodiesel required to meet the international standard of performance and emission. In this study, the performance, combustion, and gaseous emission of CO, CO2, HC, NOx and PM including particle size number distribution characteristics, were compared for diesel, Karanja oil biodiesel, and Karanja oil biodiesel with Cerium Oxide Nano particles fuel additive, in a 12 cylinder, 585 kW, CIDI military diesel engine. The experimental result showed that engine performance with Karanja oil biodiesel with fuel additive increased by 5%, along with lower gaseous emission including 14% - 26% lower NOx emission, lower particulate size number distribution, lower particle size surface area distribution, and lower total particulate number concentration, as compared to diesel fuel.
Pandey, Anand Kumar, Nandgaonkar, Milankumar, Pandey, Umang, Suresh, S, Varghese, Anil
Diesel Fuel Improvers and Their Effect on Microbial Stability of Diesel/Biodiesel Blends2018-01-17519/10/2018
Additives that enhance properties, such as cetane number or cold flow, are introduced in diesel-biodiesel blends in order to upgrade its performance as well as to aid its handling and distribution. Furthermore, in order to protect the engine and fuel operating system equipment, diesel fuel may be treated with corrosion inhibitors and detergents. However, additives could also have an impact on other parameters beyond those that they are intended to boost. In the present study the effect of diesel fuel improvers on fuel’s microbial stability is examined. An additive-free ultra low sulfur diesel (ULSD) was blended with Soybean Fatty Acid Methyl Esters (FAME) and the resulting blend was treated separately with a series of commercially available diesel fuel additives. Specific products belonging to the groups of cold-flow improvers, cetane improvers, metal deactivators and corrosion inhibitors were employed and were added both at the recommended treating rate as well as in a range of concentrations (1000, 250 and 500 ppm). Following to this, the impact of those agents on microbial proliferation in diesel fuel was studied under certain testing protocols for detecting and evaluating substances that could inhibit fuel biodeterioration. Overall, the results demonstrate that certain additives primarily added to diesel fuel in order to improve its performance contain substances that are non-supportive to bacterial proliferation.
Tsesmeli, Chrysovalanti, Dodos, George S., Zannikos, Fanourios
Methods for Determining Physical Properties of Polymeric Materials Exposed to Hydrocarbon Fuels or Their Surrogates and Their Blends with Oxygenated AdditivesJ1748_201808 (Current)8/13/2018
This SAE Recommended Practice applies to determining worst-case fuel or test fluid surrogate, conditioning test specimens in worst-case fuel(s)/surrogate(s) prior to testing, individual tests for properties of polymeric materials exposed to oxygenate fuel/surrogate mixtures with additives. The determination of equilibrium, as well as typical calculations are also covered.
Fuel Systems Standards Committee
Experimental Investigation on Effect of Nano Fluids in the Behaviour of a Compression Ignition Engine Fueled with Diesel Biofuel Blends2018-01-02344/3/2018
Depletion of fossil fuels and amendment of strict emission norms demand for the development of new technologies in ensuring effective utilization of existing renewable energy resources. Nanotechnology is one such new tool which finds wide application in automobile industries. Light weight in nature, high degree of durability, toughness and wear resistance makes the usage of nanomaterials wide spread. In view of above points, an attempt was made in this study to experimentally investigate the effect of inclusion of Nano fluids on the behavior of a compression ignition engine fuelled with diesel biofuel blends. In this work Cashew Nut Shell Oil (CNSO) is chosen as the biofuel as its calorific value found to be very close to diesel. Initially CNSO and Neat Diesel (ND) are blended at different proportion and CNSO40 is claimed as the best blend as it holds a stability period of more than a week. In the second phase of the work engine was tested for its performance, emission and combustion behavior with ND and CNSO40 at 20%, 40%, 60%, 80% and 100% of maximum engine power output. Aluminum oxide Nano fluid is prepared with the help of ultra sonification and mixed well with CNSO40 using mechanical agitator. Same engine testing procedure was followed for determining the engine behavior of CNSO40 Aluminum Oxide Emulsion (CDA). Results infer that, maximum brake thermal efficiency of CNSO40 was found to be 27%, where it was around 31% with neat diesel. However, the addition of Nano fluids improved the Brake Thermal Efficiency (BTE) of CNSO40 by a margin. Noticeable things in the results were significant and simultaneous reduction on oxides of nitrogen and smoke emission with CDA. However, Hydrocarbon HC emission of CNSO40 was increased to a maximum value of 130 ppm from 115 ppm with addition of nano fluids. Combustion characteristics were also found to be improved with the inclusion of Nano fluids to CNSO40. Thus, this work adds value to the point on usage of nanofluids as fuel additives for effective utilization of renewable fuel in compression ignition engine.
Nandagopal, Sasikumar, Masimalai, Senthil Kumar, Mayakrishnan, Jaikumar
Measured and Predicted Vapor Liquid Equilibrium of Ethanol-Gasoline Fuels with Insight on the Influence of Azeotrope Interactions on Aromatic Species Enrichment and Particulate Matter Formation in Spark Ignition Engines2018-01-03614/3/2018
A relationship has been observed between increasing ethanol content in gasoline and increased particulate matter (PM) emissions from direct injection spark ignition (DISI) vehicles. The fundamental cause of this observation is not well understood. One potential explanation is that increased evaporative cooling as a result of ethanol’s high HOV may slow evaporation and prevent sufficient reactant mixing resulting in the combustion of localized fuel rich regions within the cylinder. In addition, it is well known that ethanol when blended in gasoline forms positive azeotropes which can alter the liquid/vapor composition during the vaporization process. In fact, it was shown recently through a numerical study that these interactions can retain the aromatic species within the liquid phase impeding the in-cylinder mixing of these compounds, which would accentuate PM formation upon combustion. To better understand the role of the azeotrope interactions on the vapor/liquid composition evolution of the fuel, distillations were performed using the Advanced Distillation Curve apparatus on carefully selected samples consisting of gasoline blended with ethanol and heavy aromatic and oxygenated compounds with varying vapor pressures, including cumene, p-cymene, 4-tertbutyl toluene, anisole, and 4-methyl anisole. Samples collected during the distillation indicate an enrichment of the heavy aromatic or oxygenated additive with an increase in initial ethanol concentration from E0 to E30. A recently developed distillation and droplet evaporation model is used to explore the influence of dilution effects versus azeotrope interactions on the aromatic species enrichment. The results suggest that HOV-cooling effects as well as aromatic species enrichment behaviors should be considered in future development of predictive indices to forecast the PM potential of fuels containing oxygenated compounds with comparatively high HOV.
Burke, Stephen, Rhoads, Robert, Ratcliff, Matthew, McCormick, Robert, Windom, Bret
Investigations on Spark and Corona Ignition of Oxymethylene Ether-1 and Dimethyl Carbonate Blends with Gasoline by High-Speed Evaluation of OH* Chemiluminescence04-11-01-00013/1/2018
Bio-fuels of the 2nd generation constitute a key approach to tackle both Greenhouse Gas (GHG) and air quality challenges associated with combustion emissions of the transport sector. Since these fuels are obtained of residual materials of the agricultural industry, well-to-tank CO2 emissions can be significantly lowered by a closed-cycle of formation and absorption of CO2. Furthermore, studies of bio-fuels have shown reduced formation of particulate matter on account of the fuels’ high oxygen content therefore addressing air quality issues. However, due to the high oxygen content and other physical parameters these fuels are expected to exhibit different ignition behaviour. Moreover, the question is whether there is a positive superimposition of the fuels ignition behaviour with the benefits of an alternative ignition system, such as a corona ignition. To shed light on these questions two oxygenic compounds, oxymethylene ether-1 (OME1) and dimethyl carbonate (DMC) have been studied with respect to OH* emission throughout ignition and onset of flame-front propagation in a combustion chamber with a large optical access via a quartz window. OH* measurements have been recorded via a high-speed optical camera (5 kHz) coupled with 308 nm optical filter and image intensifier. Sealing material swelling tests have yielded a perfluoroelastomer (FFKM 72) as an ideal, cost-efficient material regardless of the applied fuel. Comparative measurements with both ignition systems for combustion of gasoline as well as moderate blend admixtures of OME1 and DMC have demonstrated the superior ignition stability with likewise implications on flame-kernel development for the corona ignition. Furthermore a strong influence of the mode of discharge on OH* formation rates was observed especially for the oxygenic blends. Finally, for admixture variations of both oxygenates, an increased OH* level was shown during discharge thereby proving the hypothesis of a positive superimposition of oxygenic fuel and corona ignition system.
Langhorst, Thorsten, Toedter, Olaf, Koch, Thomas, Niethammer, Benjamin, Arnold, Ulrich, Sauer, Jörg
Guidance on the Impact of Fuel Properties on Fuel System Design and OperationAIR7484 (Current)2/24/2018
This document describes a number of jet fuel properties and where applicable gives the specification limits for Jet A and Jet A-1, though the properties are generally applicable to all turbine fuels. Later versions of this document will give more details on specification limits for other similar fuels, such as TS-1, where they differ from Jet A and Jet-A1. It gives details about the possible impact on airframe fuel system design.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
Performance and Emissions Analysis of a Diesel Engine Fueled with Pre-Heated Soybean Oil2017-36-021511/7/2017
Vegetable oils have been seen as promising surrogates to petroleum diesel in compression ignition internal combustion engines, showing similar performance and combustion characteristics of the fossil fuel. Nevertheless, the use of straight (crude) vegetable oil (SVO) is unfavorable due to its high viscosity, which affects the Sauter Mean Diameter of fuel spray and, consequently, fuel-air mixing process, resulting in incomplete combustion. The SVO heating, as well as transesterification and blending with diesel or additives, are some of the techniques to reduce its viscosity and enable its use. Of these the most simple and direct is the heating and was used in this paper to evaluate the performance and emissions of a diesel engine fueled with preheated soybean oil (PSO) by electrical resistances. The experiments were carried out in a single cylinder four-stroke compression ignition engine with mechanical fuel injection. Different engine speed, load and fuel temperatures were investigated. The fuel temperature was controlled by a PID controller. Performance data such as indicate specific fuel consumption (ISFC), brake torque and indicate thermal efficiency were obtained. Emissions of unburned hydrocarbons (HC), carbon monoxide (CO) and nitrogen oxides (NOx) were measured too. Combustion characteristics were evaluated using heat release rate (HRR) analysis. Results compared to diesel fuel show that ISFC and indicated efficiency are higher for PSO. HRR diagram are similar for diesel fuel and PSO. HC and CO are lower for PSO and NOx is similar for both fuels.
Lewiski, Felipe V., Bazzo, Edson, Martins, Mario E. S., Machado, Paulo R. M., Antolini, Jácson, Prante, Geovane A. F., Cogo, Vitor V.
Effects of High Boiling Point Fuel Additives on Deposits in a Direct Injection Gasoline Engine2017-01-229910/8/2017
The effects of high boiling point fuel additives on deposits were investigated in a commercial turbocharged direct injection gasoline engine. It is known that high boiling point substances have a negative effect on deposits. The distillation end points of blended fuels containing these additives may be approximately 15°C higher than the base fuel (end point: 175°C). Three additives with boiling points between 190 and 196°C were examined: 4-tert-Butyltoluene (TBT), N-Methyl Aniline (NMA), and 2-Methyl-1,5-pentanediamine (MPD). Aromatics and anilines, which may be added to gasoline to increase its octane number, might have a negative effect on deposits. TBT has a benzene ring. NMA has a benzene ring and an amino group. MPD, which has no benzene ring and two amino groups, was selected for comparison with the former two additives. The base gasoline was a Toyota in-house premium grade test gasoline with properties in the range defined by the Japanese Industrial Standards (JIS) (RON: approximately 100) with no detergent content. Test gasolines were prepared by blending the base gasoline with 10% of each additive by volume. The concentration of the additives was set to 10% to accelerate deposit formation. The engine operating conditions for examining deposit formation were an engine speed of 1,600 rpm and medium load. Deposit formation was examined over a period of 30 hours, after which the fuel consumption was approximately 200 L. It was found that amino group additives caused large increases in deposits. Compared to the base gasoline, the piston top deposits were about twice as thick with the TBT blend and about four times as thick with the NMA blend. The MPD blend caused compression leakage after fuel consumption of 10 L because the piston rings stuck to the grooves. Chemical analysis of the deposit formation mechanism suggests that deposits were formed by high boiling point polar substances that penetrated into the quenching zone near the combustion chamber surfaces, and then oxidized, polymerized, or carbonized, and adhered to the surfaces.
Nagano, Susumu, Yokoo, Nozomi, Kitano, Koji, Nakata, Koichi
A General Method for Fouling Injectors in Gasoline Direct Injection Vehicles and the Effects of Deposits on Vehicle Performance2017-01-229810/8/2017
The ubiquity of gasoline direct injection (GDI) vehicles has been rapidly increasing across the globe due to the increasing demand for fuel efficient vehicles. GDI technology offers many advantages over conventional port fuel injection (PFI) engines, such as improvements in fuel economy and higher engine power density; however, GDI technology presents unique challenges as well. GDI engines can be more susceptible to fuel injector deposits and have higher particulate emissions relative to PFI engines due to the placement of the injector inside the combustion chamber. Thus, the need for reliable test protocols to develop next generation additives to improve GDI vehicle performance is paramount. This work discloses a general test method for consistently fouling injectors in GDI vehicles and engines that can accommodate multiple vehicle/engine types, injector designs, and drive cycles, which allows for development of effective GDI fuel additives. A key factor to the versatility of this test protocol is the test fuel formulation, which uses added chemical accelerants to mimic the fouling effects of fuel aging and sulfur accumulation in the injector nozzle. The test fuel formulation serves to accelerate the fouling potential of fuels that are already capable of dirtying-up fuel injectors on their own without chemical accelerants and allows real-world fuels to be evaluated for fuel additive performance within more reasonable test times. This test method was also complimented by emissions and fuel economy measurements in order to quantify the negative effects of injector fouling on vehicle performance and the opportunity for DCAs to help prevent these problems.
Shanahan, Charles S., Smith, S. Scott, Sears, Brian D.
Alternative Automotive FuelsJ1297_201710 (Current)10/4/2017
This SAE Information Report provides information on certain fuels that are being used or have been suggested as alternatives to motor gasoline (SAE J312) or automotive diesel fuel (SAE J313) for use in spark-ignition or compression-ignition engines. Some of these fuels are derived from petroleum while others are from non petroleum sources.
Fuels and Lubricants TC 7 Fuels Committee
Injector Fouling and Its Impact on Engine Emissions and Spray Characteristics in Gasoline Direct Injection Engines2017-01-08083/28/2017
In Gasoline Direct Injection engines, direct exposure of the injector to the flame can cause combustion products to accumulate on the nozzle, which can result in increased particulate emissions. This research observes the impact of injector fouling on particulate emissions and the associated injector spray pattern and shows how both can be reversed by utilising fuel detergency. For this purpose multi-hole injectors were deliberately fouled in a four-cylinder test engine with two different base fuels. During a four hour injector fouling cycle particulate numbers (PN) increased by up to two orders of magnitude. The drift could be reversed by switching to a fuel blend that contained a detergent additive. In addition, it was possible to completely avoid any PN increase, when the detergent containing fuel was used from the beginning of the test. Microscopy showed that increased injector fouling coincided with increased particulate emissions. Based on these results a selection of the injectors was installed in a laboratory injection chamber and the spray patterns were investigated with a high speed camera. Injectors corresponding to the largest PN drift produced the thinnest spray jets with the deepest penetration. These factors amplify the risk of wall wetting and provide an explanation for the increase of PN. The positive effect of the detergent was also reflected in the spray pattern analysis, which illustrates the potential benefits of such fuel additives.
Henkel, Sebastian, Hardalupas, Yannis, Taylor, Alexander, Conifer, Christopher, Cracknell, Roger, Goh, Tor Kit, Reinicke, Paul-Benjamin, Sens, Marc, Rieß, Michael
Lubricity of Light-End Fuels with Commercial Diesel Lubricity Additives2017-01-08713/28/2017
Lubricity is an empirically-determined tribological property, which is a function of the fluid properties and system, and which is known to influence fuel system wear durability. In this work, the lubricity of various fuels was tested using a modified version of ASTM D6079, which uses a high frequency reciprocating rig (HFRR). The fuels were tested as received and with various amounts of commercial diesel lubricity additives. Lubricity of all light-end fuels test as received (without lubricity additives) was found to be substantially worse than additized diesel certification fuel, and lowest for unadditized straight-run gasoline. All diesel lubricity additives tested were able to substantially improve the lubricity of the light-end fuel formulations. The best additives reduced the wear scar diameter in the HFRR test to around 200 μm at a concentration of 200 mg/kg, putting them well within the maximum allowable limit for market No. 2 diesel fuel. This work suggests that various commercial diesel lubricity additives may be used to improve the durability of high-pressure fuel pumps when used with low-viscosity, light-end fuels.
Voice, Alexander K., Tzanetakis, Tom, Traver, Michael
Two-Stroke Engine Cleanliness via a Fuel Additive2016-32-004811/8/2016
Two-stroke engine keep-clean data is presented to demonstrate the deposit removal capabilities of a premium fuel additive. In this testing, the fuel additive was added as a top-treatment to a 50:1 blended fuel-oil mixture. Engine testing was conducted on an EchoTM SRM-265 (25.4 cc) string trimmer run under a standardized test cycle. Test measurements included piston deposits, ring deposits, and exhaust port blockage. In addition, a more complete data set was analyzed and several variables were investigated including: different base gasoline fuels, ethanol level (E0 and E10), additive dose (none, low, and high), and fuel stabilizer dose (none and high). Post-test inspection of engine parts using fuel additives showed a high level of clean surfaces, which maintained the engine at its original performance.
Parker, Garrett, Bartley, Stuart, Nicholls, Michael
Derived Cetane Number, Distillation and Ignition Delay Properties of Diesel and Jet Fuels Containing Blended Synthetic Paraffinic Mixtures2016-01-907610/24/2016
Aviation turbine fuel and diesel fuel were blended with synthetic paraffins produced via two pathways and the combustion properties measured. Both aviation and diesel fuel containing synthetics produced from the fermentation of sugars, had a linear response to blending with decreasing ignition delay times from 5.05 - 3.52 ms for F-34 and 3.84 - 3.52 ms for F-76. For the same fuels blended with synthetics produced from the fermentation of alcohols, ignition delay times were increased out to 18.66 ms. The derived cetane number of the blends followed an inversely similar trend. Additionally, simulated distillation using ASTM D2887 at high synthetic paraffinic kerosene blend ratios resulted in the recovery temperatures being incorrectly reported. In this case, higher recovery volumes were at lower temperatures than earlier recovery points i.e. T90< T50, for SIP-SPK.
Abanteriba, Sylvester, Yildirim, Ulas, Webster, Renee, Evans, David, Rawson, Paul
A Semi-Detailed Chemical Kinetic Mechanism of Acetone-Butanol-Ethanol (ABE) and Diesel Blends for Combustion Simulations2016-01-05834/5/2016
With the development of advanced ABE fermentation technology, the volumetric percentage of acetone, butanol and ethanol in the bio-solvents can be precisely controlled. To seek for an optimized volumetric ratio for ABE-diesel blends, the previous work in our team has experimentally investigated and analyzed the combustion features of ABE-diesel blends with different volumetric ratio (A: B: E: 6:3:1; 3:6:1; 0:10:0, vol. %) in a constant volume chamber. It was found that an increased amount of acetone would lead to a significant advancement of combustion phasing whereas butanol would compensate the advancing effect. Both spray dynamic and chemistry reaction dynamic are of great importance in explaining the unique combustion characteristic of ABE-diesel blend. In this study, a semi-detailed chemical mechanism is constructed and used to model ABE-diesel spray combustion in a constant volume chamber. This mechanism comprises Acetone, Butanol, Ethanol and n-heptane as surrogate fuel species. Validations are conducted for the present mechanism with results from literatures. KIVA-3V program coupled with the validated mechanism is used to simulate the spray dynamics and combustion characteristics inside the constant volume chamber. Simulation results and previous experimental data are presented and discussed in detail. Reasonable agreements both in shock tube simulation and constant volume chamber simulation of ignition delay, cylinder pressures and heat release rates were achieved between experimental and calculated results. In summary, the presented semi-detailed chemical mechanism is demonstrated to be computational acceptable in timescales while maintaining the kinetic behavior of newly studied ABE-diesel blends.
Zhang, Saifei, Xu, Zhengxin, Lee, Timothy, Lin, Yilu, Wu, Wei, Lee, Chia-Fon
Improving the Efficiency of Conventional Spark-Ignition Engines Using Octane-on-Demand Combustion - Part II: Vehicle Studies and Life Cycle Assessment2016-01-06834/5/2016
This paper is the second of a two part study which investigates the use of advanced combustion modes as a means of improving the efficiency and environmental impact of conventional light-duty vehicles. This second study focuses on drive cycle simulations and Life Cycle Assessment (LCA) for vehicles equipped with Octane-on-Demand combustion. Methanol is utilized as the high octane fuel, while three alternative petroleum-derived fuels with Research octane numbers (RONs) ranging from 61 to 90 are examined as candidates for the lower octane fuel. The experimental engine calibration maps developed in the previous study are first provided as inputs to a drive cycle simulation tool. This is used to quantify the total fuel consumption, octane requirement and tank-to-wheel CO2 emissions for a light-duty vehicle equipped with two alternative powertrain configurations. The properties of the lower octane fuel are shown to affect the vehicle fuel consumption and CO2 emissions significantly. In particular, the lower octane fuel indirectly defines the evolution of several key fuel properties with engine load. This synergistic relationship ultimately presents a trade-off between minimizing the vehicle fuel consumption and CO2 emissions. Finally, the well-to-tank CO2 emissions arising from the production and distribution of each fuel were estimated for several common feedstocks and production routes. This data was combined with the tank-to-wheel CO2 emissions to estimate the overall carbon intensity of each dual-fuel combination using a Life Cycle Assessment. This enables the broader benefits and practical challenges to be analyzed from the perspective of a range of stakeholders. Overall, this work suggests that Octane-on-Demand can provide considerable fuel economy and well-to-wheel CO2 emissions benefits in comparison with conventional light-duty vehicles operated on standard gasolines.
Morganti, Kai, Alzubail, Abdullah, Abdullah, Marwan, Viollet, Yoann, Head, Robert, Chang, Junseok, Kalghatgi, Gautam
Comparative Study of Emissions and Performance of Hythane Boosted SI Engine Powered by Gasoline-Methanol Blend and Gasoline-Ethanol Blend2016-01-12814/5/2016
The continued reliance on fossil fuel energy resources is not sufficient to cater to the current energy demands. The excessive and continuous use of crude oil is now recognized as unviable due to its depleting supplies and elevating environmental degradation by increased emissions from automobile exhaust. There is an urgent need for a renewable and cleaner source of energy to meet the stringent emission norms. Hythane is a mixture of 20% hydrogen and 80% methane. It has benefits of low capital and operating costs and is a cleaner alternative than crude oil. It significantly reduces tailpipe emissions and is the cheapest way to meet new emission standards that is BS-IV. Hythane produces low carbon monoxide (CO), carbon dioxide (CO2) and hydrocarbons (HC) on combustion than crude oil and helps in reduction of greenhouse gases. This paper investigates hythane enrichment performed on an SI engine fuelled with gasoline-methanol and gasoline-ethanol blends to deduce its benefits over pure gasoline operation. This experiment was carried on a single cylinder, air cooled spark ignition engine altered for hythane injection in the intake manifold prior to the port keeping the injection timing constant all through the experiment. Ethanol and Methanol are extensively used as alternative fuels due to their high octane number and self-sustaining concept which can be supplied regardless of fossil fuels. These fuels were selected on the basis of their advantage of easy blending and the effect of hythane boosting on the parameters is noted. Criteria such as brake power, brake thermal efficiency and emissions were collated for both methanol and ethanol with hythane enrichment.
Agarwal, Jatin, Alam, Monis, Jaiswal, Ashish, Yadav, Ketan, Kumar, Naveen
An Experimental Investigation of the Effect of Aluminum Oxide (Al 2 O 3 ) Nanoparticles as fuel additive on the Performance and Emissions of a Diesel Engine2016-01-08284/5/2016
In the present study, the enhancement of an engine performance and emission characteristics by the addition of nanoparticles to the fuel is presented. In this regard, Aluminum Oxide (Al2O3) Nanoparticles were utilized as fuel additive in a single cylinder, direct injection four stroke diesel engine. Two percentages of 0.1 and 0.5% by weight of Al2O3 were tested and compared to regular diesel fuel. The results showed that nano-sized aluminum oxide can improve the performance of diesel engines and reduce the emission of pollutants like CO2 and HC compared to conventional diesel fuel. Furthermore, the results indicated that the nanofuel with nanoparticle concentration of 0.5 % gives better performance characteristics in comparison with that of 0.1 %. However, the only downside of the nanoparticle addition was the relative increase in CO emissions at low loads.
Abdel-Rehim, Ahmed A., Akl, Sayed Y.
Study of Ethanol-Gasoline Onboard Separation System for Knocking Suppression2015-01-19549/1/2015
Bio-ethanol is used worldwide in fuel mixtures such as E10 gasoline. In this study, an onboard fuel system employing a pervaporation membrane was investigated to separate E10 into high-octane-number fuel (high-concentration ethanol fuel) and low-octane-number fuel (low-concentration ethanol fuel). The optimal operation conditions and size of the membrane unit for the separation system were determined in consideration of the separation rate and vehicle installation. This system can supply separated ethanol with sufficient speed and quantity to improve engine performance under practical driving conditions. In addition, the study was conducted to confirm that separated fuels have properties sufficient for use in automobiles. This separation rate enabled 5-cycle-mode driving without temporary shortage of permeated fuel.
Chishima, Hiroshi, Kuzuoka, Kohei, Kurotani, Tadashi, Kudo, Hirotsugu
Investigation of Negative Valve Overlap Reforming Products Using Gas Sampling and Single-Zone Modeling2015-01-08184/14/2015
Negative valve overlap (NVO) is a viable control strategy that enables low-temperature gasoline combustion (LTGC) at low loads. Thermal effects of NVO fueling on main combustion are well understood, but fuel reforming chemistry during NVO has not been extensively studied. The objective of this work is to analyze the impact of global equivalence ratio and available oxidizer on NVO product concentrations. Experiments were performed in a LTGC single-cylinder engine under a sweep of NVO oxygen concentration and NVO fueling rates. Gas sampling at the start and end of the NVO period was performed via a custom dump-valve apparatus with detailed sample speciation by gas chromatography. Single-zone reactor models using detailed chemistry at relevant mixing and thermodynamic conditions were used in parallel to the experiments to evaluate expected yields of partially oxidized species under representative engine time scales. Modeling efforts help identify physical mechanisms that further describe experimental findings with regards to anticipated fuel-fraction and temperature fields. For the NVO fueling sweep, end-cycle CO2 concentrations remained essentially flat, while intermediate species concentrations rose as fueling rates increased. The rate-of-increase was most pronounced for the C3-C4 hydrocarbons whose rate-of-increase was greater than the relative increase in fueling rate. Modeling results suggest that oxygen depleted environments coupled with lower heat release temperatures result in slower reforming rates, which yielded higher C3-C4 production. For the oxygen concentration sweep with fixed NVO fueling, CO and CO2 products increased as the amount of oxidizer likewise increased. These increases came at the expense of intermediate hydrocarbon yields.
Peterson, Brian, Ekoto, Isaac, Northrop, William
The Impact of Isobutanol and Ethanol on Gasoline Fuel Properties and Black Carbon Emissions from Two Light-Duty Gasoline Vehicles2015-01-10764/14/2015
This study reported black carbon (BC) mass and solid particle number emissions from a gasoline direct injection (GDI) vehicle and a port fuel injection (PFI) vehicle on splash blended E10 and iB16 fuels over the FTP-75 and US06 drive cycles at standard and cold ambient temperatures. For the FTP-75 drive cycle, the GDI vehicle had lower solid particle number and BC mass emissions from E10 (5.1×1012 particles/mile; 4.2 mg/mile) and iB16 (5.2×1012 particles/mile; 3.9 mg/mile) compared to E0 (7.2×1012 particles/mile; 7.0 mg/mi). Most of the reductions were attributed to the statistically significant reductions during the phases 1 and 2 of the FTP-75 drive cycle. iB16 was also observed to have statistically significant reduction on BC emissions when compared to E0 at cold ambient temperature but E10 did not show such BC reduction. For the PFI vehicle, most of the solid particle number and BC mass emissions were emitted primarily during phase 1 of the FTP-75 drive cycle. In general, solid particle number and BC mass emissions from the warmed PFI vehicle were low (0.5-1.3×1012 particles/mile; 0.2-0.8 mg/mi) and most of the fuel effects were not statistically significant. However, iB16 fuel was consistently observed to increase both solid particle number and BC mass emissions during phase 1 of the FTP-75 drive cycle while no statistically different solid particle number and BC mass emissions were observed for the E10 fuel.
Chan, Tak W.
Investigation of Ethylene Glycol Monomethyl Ether Soyate as a Biofuel2015-01-09554/14/2015
In the present paper, a new biofuel ethylene glycol monomethyl ether soyate has been developed. The biofuel was synthesized with a refined soybean oil and ethylene glycol monomethyl ether as reactants and sodium as catalyst under 90°C. The synthesized crude product was purified and structurally identified through Fourier Transform Infrared Spectrum (FT-IR), 1H Nuclear Magnetic Resonance Spectroscopy (1H NMR) and Gel Permeation Chromatography (GPC) analyses. The physicochemical properties of the biofuel and its addition effects on properties of diesel fuel were measured according to China national standard test methods. A single cylinder diesel engine was employed to evaluate the influences of the biofuel on engine fuel economy and engine-out emissions of CO, HC, NOx and smoke. Test results reveal that when the diesel engine is fueled with this biofuel, engine-out smoke emissions can be decreased by 54.7% to 85.7%, CO emissions reduced by up to 79.1% and unburned HC emissions lessened by 61.6%. When the diesel engine burns a 1:1 by volume mixture of the biofuel and diesel fuel, smoke emissions can be diminished by 46.5% to 83.3%, CO decreased by up to 69.8% and HC emissions reduced by 59.6%. NOx emissions generally do not change significantly, fuel consumption increased by 1.4% to16.9%, but energy consumption decreased by 3.2% to 7.9%.
Guo, Hejun, Xun, Qining, Liu, Shenghua, Wang, Xuanjun
Experimental Investigation of a DISI Production Engine Fuelled with Methanol, Ethanol, Butanol and ISO-Stoichiometric Alcohol Blends2015-01-07684/14/2015
Stricter CO2 and emissions regulations are pushing spark ignition engines more and more towards downsizing, enabled through direct injection and turbocharging. The advantages which come with direct injection, such as increased charge density and an elevated knock resistance, are even more pronounced when using low carbon number alcohols instead of gasoline. This is mainly due to the higher heat of vaporization and the lower air-to-fuel ratio of light alcohols such as methanol, ethanol and butanol. These alcohols are also attractive alternatives to gasoline because they can be produced from renewable resources. Because they are liquid, they can be easily stored in a vehicle. In this respect, the performance and engine-out emissions (NOx, CO, HC and PM) of methanol, ethanol and butanol were examined on a 4 cylinder 2.4 DI production engine and are compared with those on neat gasoline. Additionally, measurements were done for E85 and a methanol-gasoline blend with the same air-to-fuel ratio as E85 because this ‘iso-stoichiometric’ methanol-gasoline blend shows very few differences in physical properties to E85 and has the potential to be used as ‘drop-in’ fuel for flex-fuel vehicles. It is shown that the brake thermal efficiency when running on alcohol fuels is significantly better than with gasoline while emitting fewer emissions. In a knock limited case for gasoline, the brake thermal efficiency on methanol was more than 5 percentage points better than on gasoline. The engine test results also confirm that, from an engine control point of view, the ‘iso-stoichiometric’ methanol-gasoline blend can indeed be used as a ‘drop-in’ fuel for E85.
Sileghem, Louis, Ickes, Andrew, Wallner, Thomas, Verhelst, Sebastian
Gaseous and Particulate Emissions Using Isobutanol-Extended Fuel in Recreational Marine Two-Stroke and Four-Stroke Engines2014-32-008711/11/2014
Biologically derived isobutanol, a four carbon alcohol, has an energy density closer to that of gasoline and has potential to increase biofuel quantities beyond the current ethanol blend wall. When blended at 16 vol% (iB16), it has identical energy and oxygen content of 10 vol% ethanol (E10). Engine dynamometer emissions tests were conducted on two open-loop electronic fuel-injected marine outboard engines of both two-stroke and four-stroke designs using indolene certification fuel (non-oxygenated), iB16 and E10 fuels. Total particulate emissions were quantified using Sohxlet extraction to determine the amount of elemental and organic carbon. Data indicates a reduction in overall total particulate matter relative to indolene certification fuel with similar trends between iB16 and E10. Gaseous and PM emissions suggest that iB16, relative to E10, could be promising for increasing the use of renewable fuels in recreational marine engines and fuel systems.
Wasil, Jeff R., Wallner, Thomas
Effects of a Blend of Eethanol and Ethylene Glycol Dimethyl Ether on Fuel Properties and Engine Performances When Used as Clean Diesel Fuel Additive2014-01-277110/13/2014
In the present study, ethanol and EGDE were mixed in 1:1 proportion by volume to make a new oxygenate blend as a clean diesel fuel additive. Results showed that the oxygenate blend is miscible with diesel fuel within a wide proportion range above 0°C. With the increase in the content level of the oxygenate blend in diesel fuel, viscosity decreases near linearly, smoke point increases, closed flash point decreases rapidly below 5% of the oxygenate blend by volume in diesel fuel and then maintains unchanged with the oxygenate blend content increasing, and solidifying point of 0# diesel fuel decreases. When a engine was fueled with a diesel fuel added with 20% (v) of the oxygenate blend operating under partial load at 1800rpm and 2300rpm respectively, smoke emissions can be lessened by about 50% to 80%, and CO can be reduced by up to about 70%. NOx emissions generally increase slightly. Power output drops by 0.5%-1.5%, fuel consumption increases, while energy economy is enhanced by 1.8%-9.8%.
Guo, Hejun, Zheng, Li
Diesel Fuel Filter Designs for Cold Weather2014-01-271110/13/2014
Cold weather is a challenge for compression ignition engines. As Diesel fuel creates wax crystals when temperature goes down enough, it comes to plug the fuel filter and the fuel injection system, leading to undesirable effects like loss of power, engine stall after start or even the engine not starting at all. Moreover, it has been shown that FAME Biodiesel has additional negative impacts on vehicle cold flow operability. Despite fuel additives which can support cold conditions, the whole fuel injection system has to be designed to support engine operability in variable environments, meaning also in very cold conditions, with variable fuel qualities. The Diesel Fuel Filter is a key element of the fuel injection system, as it could become to get plugged by wax and deposit formed at cold temperatures. This can generate fuel shortage on the common rail and high pressure fuel injectors. Addressing this filter plugging effect, can be crucial for vehicle operability. In order to understand and quantify the cold fuel flow impact on the Diesel fuel filter, a design of experiment has been set-up and achieved. Various fuels, filter geometries and filter media have been evaluated all together in order to identify the key parameters which impact the cold flow properties. Thanks to that, some design guidelines have been defined. This should permit to adapt filter designs, in accordance with environment constraints, in order to propose the best vehicle operability, even in very cold conditions using worst cold sensitivity Biodiesels.
Arnault, Nicolas, Monsallier, Guy
Investigations into Fuel Additive Induced Power Gain in the CEC F-98-08 DW10B Injector Fouling Engine Test2014-01-272110/13/2014
Diesel powered vehicles have grown in popularity over the last 15 years due to the introduction of advanced, high pressure, direct injection fuel systems that enable improved emissions, power and a more desirable driving experience. However, such vehicles only perform optimally when the fuel system is in a clean condition. When deposits form inside the injector nozzle holes, a measurable deterioration in power is observed. The CEC F-98-08 Peugeot DW10 engine test was introduced in 2008 in order to evaluate the nozzle fouling propensity of fuels and the beneficial effect of deposit control additives. Papers have been published demonstrating such effects, in particular the propensity of zinc and biodiesel contaminants to cause injector fouling and the performance of additives in both deposit control (keep clean) and removal (clean-up) modes. While running such tests with an advanced, proprietary deposit control additive, both the fuel flow (kg/hr) and engine power (kW) measured with the additised fuel were higher than the corresponding measurements made at the start of test with clean injectors running on base fuel. This apparent increase in fuel flow and gain in engine power (beyond the baseline level) was intriguing, so further studies were conducted to explore this phenomenon in more detail. This paper will report on the investigation conducted into this phenomenon, referred to here as ‘power gain’. A series of DW10 engine test results will be shown that confirm that this is a real effect arising from the presence of a proprietary deposit control additive chemistry, and since it is observed with clean injectors, cannot be attributed to the removal of nozzle hole deposits. Alternating between proprietary additive-treated and untreated fuels shows that the increase in fuel flow and gain in power is reversible, repeatable and dependent on dosing with the proprietary additive. Further engine tests have shown that the effect is dose rate dependent and occurs in both mineral and biodiesel containing fuels. Furthermore, neither traditional PIBSI type deposit control additives nor other multi-functional additive co-components show this effect. Further work is now taking place to explore this phenomenon in other engine and injector technologies.
Barbour, Robert H., Quigley, Robert, Panesar, Avtar
Particulate Mass Reduction and Clean-up of DISI Injector Deposits via Novel Fuels Additive Technology2014-01-284710/13/2014
Particulate mass (PM) emissions from DISI engines can be reduced via fuels additive technology that facilitates injector deposit clean-up. A significant drawback of DISI engines is that they can have higher particulate matter emissions than PFI gasoline engines. Soot formation in general is dependent on the air-fuel ratio, combustion chamber temperature and the chemical structure and thermo-physical properties of the fuel. In this regard, PM emissions and DISI injector deposit clean-up were studied in three identical high sales-volume vehicles. The tests compared the effects of a fuel (Fuel A) containing a market generic additive at lowest additive concentration (LAC) against a fuel formulated with a novel additive technology (Fuel B). The fuels compared had an anti-knock index value of 87 containing up to 10% ethanol. The vehicles were run on Fuel A for 20,000 miles followed by 5,000 miles on Fuel B using a chassis dynamometer. It was observed that Fuel A gave rise to an increase in PM emissions indicative of DISI injector deposit build-up. Whereas, Fuel B showed statistically significant reduction in PM emissions for all three vehicles at 95% confidence interval. PM reduction data was also supported by scanning electron microscope (SEM) images that showed clean-up of the injector deposits around the nozzle holes. The results observed are attributed to the thermal stability and the dosage of the additive technology utilized.
Prakash, Arjun, Nelson, Edward, Jones, Aaron, Macias, James, Hinojosa, Matthew, Jimenez, Eugene
Ammonia Gasoline Fuel Blends: Feasibility Study of Commercially Available Emulsifiers and Effects on Stability and Engine Performance2014-01-275910/13/2014
Ammonia and hydrocarbon fuel blends, similar to ethanol and gasoline fuel blends can be used to commercialize ammonia as an alternative fuel. Feasibility of developing ammonia gasoline liquid fuel blends and the use of ethanol and methanol as emulsifiers to enhance the solubility of ammonia in gasoline were studied using thermostated vapor liquid equilibrium (VLE) high pressure cells, in this research. Solubility test results prove that emulsifier free pure gasoline is capable of dissolving 23 g/l of ammonia on mass basis (4.5% of ammonia on volume basis) at 345 kPa pressure and 286.65 K temperature in liquid phase. Solubility level is increased with the use of ethanol and methanol. Gasoline with 10% ethanol can retain 51.4 g/l (11.0% on volume basis) of ammonia in the liquid phase at the same pressure and temperature. Methanol has better emulsifying capabilities. Solubility level of gasoline with 10% methanol is 61.8 g/l (11.0% on volume basis). Better performances are observed when the ammonia rich fuels are benchmarked against baseline fuel especially at higher engine speeds.
Haputhanthri, Shehan O.
Nitrous Oxide Ethane-Ethylene EngineTBMG-2071210/1/2014
The Nitrous Oxide Ethylene-Ethane (NEE) engine uses nitrous oxide as an autogenously pressurizing oxidizer, and a mixture of ethane and ethylene is used in the same manner as fuel. Initially, the ethane and ethylene mixture has the same vapor pressure as the nitrous oxide. By using the autogenous pressurization capabilities of these propellants, instead of an additional pressurization system, greater system simplicity and reliability can be attained. The NEE can obtain a specific impulse of 320 s, making it the highest-performing, non-toxic, storable bipropellant rocket propulsion system in existence at the time of this reporting.
The Compatibility Study of Aircraft Fuel Tank Elastomers with Synthesized Paraffinic Kerosine and its Blends2014-01-90019/1/2014
The synthetic paraffinic kerosine (SPK) produced via HEFAs is of great interest for civil aviation industry as it exhibits an excellent thermal oxidative stability with significantly lower particulate matter emission. However, due to its aromatic free characteristics, the widespread use of SPK is limited by its compatibility with non-metal materials such as fuel tank elastomers. In this research the compatibility of SPK and its blends with widely used aircraft fuel tank elastomers were systematically studied. Experimental results demonstrated the volume swellability of all selected materials showed a linear relationship with volume percentage of No.3 jet fuel in SPK blend. The increase of volume percentage of No.3 jet fuel in the SPK blend increased volume swellability for all materials except fluorosilicone gasket. The alkyl benzenes and naphthalenes in the blend acted as the hydrogen donors, which facilitated the formation of polymer matrix and led to the increase of the distance between polymer chains. The poor volume swellability of fluorosilicone gasket was attributed to material itself highly fluorinated and relatively inert characteristics. Experimental results verified the material swelling performance was not only related to fuel properties but also influenced by material properties. Material elongation and hardness were also evaluated after aging in SPK and its blends at specified temperature for certain amount of time. Moreover, experimental results showed that the fuel properties were also impacted by the material used for fuel transportation. The synthetic rubber seal cap of storage can may cause high halogen content in the SPK and its blends.
Chen, Kai
Effects of Di-(2-ethoxyethyl) Carbonate as an Oxygenated Fuel on Diesel Fuel Properties and Engine Performances2014-01-14494/1/2014
A new oxygenate of di-(2-ethoxyethyl) carbonate was synthesized, and its structure was identified by FT-IR, 1H NMR and GC-MS analyses. The effects of addition of the substance to diesel fuel on fuel properties and engine performance were studied. Results showed that this oxygenate is miscible with individual hydrocarbons in any proportion under normal temperature of 25°C. When di-(2-ethoxyethyl) carbonate is introduced to a diesel fuel, kinematic viscosity does not change notably, smoke point increases linearly. Flash point and solidifying point decline remarkably even at low content level of 5%(v) of the oxygenate, whereas they do not decrease further notably with its content increasing. The compound does not exert corrosion effect on cupric metal. When a diesel engine was fueled with the diesel fuel containing 25%(v) of the oxygenate. CO emissions were decreased by more than 50%, smoke was reduced by up to 83.8%, NOx showed no noticeable change, and unburned HC emissions were reduced by 30% to 60%. At engine speeds of 1800rpm and 2300rpm, fuel consumption respectively increased by 3.3%-7.7% and 2.4%-8.1% at content of 15%(v), and increased by 4.2%-16.5% and 5.3%-15.1% at content of 25%(v) of the substance. Energy consumption, however, was decreased respectively by 1.2%-5.3% and 0.9%-6.1% at content of 15%(v), and was reduced respectively by 0.7%-15.5% and 0.5%-9.0% at content of 25%(v). Power output dropped by 15.6% when the engine burnt the diesel fuel containing 25%(v) of the new oxygenate.
Guo, Hejun, Liu, Shenghua
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