Addition Of N-pentanol Research Articles

Effects of [formula omitted]-pentanol blending on soot formation in swirl-stabilized turbulent spray flames of Jet A-1 in a laboratory gas turbine combustor

Although the influence of alcohol supplement on soot in hydrocarbons fuel combustion in laminar flames and transportation engines is widely investigated, the information from well-controlled spray flames with clean boundary conditions are scarce, especially with kerosene type fuels doped with n-pentanol. Favorable physical properties of n-pentanol makes it an attractive oxygenated fuel extender for transportation fuels. We investigated the effects of adding 10% and 20% n-pentanol, by energy content, to a JetA-1 fuel on sooting characteristics of spray combustion in a swirl-stabilized model combustor. At an identical fuel feed rate, two different air flow rates were considered yielding global equivalence ratios of 0.64 and 0.69. Flow field generated by the combustion of swirling air and the injected fuel was measured using stereoscopic particle image velocimetry, and a diffraction based instrument was utilized to quantify the spray droplet size distribution. Laser-induced incandescence was used to measure the soot concentration distribution within the combustor and to estimate the primary soot particle sizes. Very small but measurable changes were observed in the spray droplet characteristics caused by the addition of n-pentanol to JetA-1. 10% replacement of JetA-1 by n-pentanol reduced the soot volume fractions and the total soot loading in the combustor significantly when the global equivalence ratio was 0.69, whereas with global equivalence ratio of 0.64, soot loading was almost zero. When the n-pentanol replacement increased to 20%, no soot was detected for both air flow rates, probably due to soot volume fractions well below the lower limits of laser-induced incandescence. The primary soot particle diameters covered a range from 25 to 50 nm mostly unaffected by the presence of n-pentanol in JetA-1.

Influence of Fuel Oxygenation on Regulated Pollutants and Unregulated Aromatic Compounds with Biodiesel and n-Pentanol Blends

It is very important to determine the polycyclic aromatic hydrocarbon (PAH) emissions caused by the use of renewable fuels in diesel engines and to know the possible damages. This study investigates the emissions (regulated and unregulated) of biodiesel/n-pentanol mixtures, which are free of aromatic content, with emphasis on PAH formation and an examination of toxicity to public health and the environment. Engine failures caused by wetstacking are also discussed. Biodiesel/n-pentanol fuel mixtures with alcohol concentrations of 5%, 20%, and 35% by volume (v/v) served as test fuels in a compression ignition engine. A five-gas analyzer was used to measure hydrocarbon (HC), carbon monoxide (CO), and nitrogen oxide (NOx) emissions. Polycyclic aromatic hydrocarbons were detected and measured using gas chromatography-mass spectrometry (GC-MS). Against the baseline diesel fuel, the biodiesel/n-pentanol fuel blends and neat biodiesel reduced NOx emissions and produced significantly fewer PAHs and toxicity, confirming the significance of the aromatic content of the fuel. Biodiesel reduced total PAHs by 48.02% and the addition of 5% n-pentanol to biodiesel further decreased total PAHs by 21.26%. The total toxicity (BaPeq (benzo[a]pyrene equivalent)) as a result of biodiesel was 83.49% less than diesel. The addition of n-pentanol to biodiesel further reduced toxicity by 59.15%, 57.89%, and 48.33% for BPen5, BPen20, and BPen35 blends, respectively. In addition, n-pentanol was shown to be effective for reducing total PAH emissions, as well as heavier PAHs, which have greater carcinogenicity and pose a greater likelihood of engine damage from wetstacking when running in low-load conditions at cold temperatures.

Effect of diesel and pentanol blends on PAH formation and regulated pollutants

The necessity of using oxygenated fuel blends in diesel engines has become apparent in recent years as one of the leading emission reduction approaches. Among such fuels, high-carbon alcohols, including n-pentanol, may serve as potential additives to reduce regulated and unregulated emissions. The aim of this study is to understand the effects of diesel fuel and n-pentanol blends (5%, 20% and 35% by volume: DPen5, DPen20, DPen35) on regulated emissions and polycyclic aromatic hydrocarbons (PAHs). These blends were tested in a diesel engine under three different load conditions and regulated emissions were determined. The PAH emissions of the exhaust gases were collected at idle and quantified using the gas chromatography–mass spectrometry (GC-MS) technique. Compared to neat diesel, the blended fuels, with their addition of n-pentanol, showed a significant reduction of up to 16.52% in nitrogen oxides (NOx) emissions. Additionally, decreases of up to 42.02% in total PAH emissions were obtained with 35% pentanol addition. For all blends, a significant reduction in higher cyclic PAHs was noted. Overall, diesel-pentanol blends were effective in reducing nitrous oxides, carcinogenic pollutants, and further, the possibility of engine malfunction operating at low load or cold operating conditions.

Investigation of Performance and Emission Characteristics of CI Engine Using Diesel and Waste Cooking Oil Blends

Reusing waste cooking oil (WCO) as fuel in compression ignition (CI) engine offers a sustainable solution for energy scarcity and environmental protection. WCO and n-pentanol ternary blends deliver are attractive prospects in utilization as bio-components and recycled components to moderately substitute diesel fuel. The current study intends to investigate the performance and emission characteristics of a single cylinder CI engine, having constant load at a uniform speed of 1300 rpm, using diesel-waste cooking oil n-pentanol blends. Blends chosen and analogized with diesel oil as reference fuel and their contents were the following: (1) D95-WCO5 (95%vol. diesel, WCO5%vol. waste cooking oil, (2) D65-WCO20-Pe15 (65%vol. diesel, 20%vol. waste cooking oil, and 15%vol. n-pentanol) and (3) D60-WCO20-Pe20 (60%vol. diesel, 20%vol. waste cooking oil and 20%vol. n-pentanol). The experimental results revealed that with the DF95-WCO5 blend the BSFC improved by 0.32%. However, with the addition of n-pentanol as a ternary blend; DF65-WCO20-Pe15 and DF60-WCO20-Pe20 resulted in improvements of 0.49% and 0.68% respectively. The BTE for DF95-WCO5 increased by 38.7%, while the increase was 39.2% for DF65-WCO20-Pe15 and 39.6% for DF60-WCO20-Pe20, which was less, as compared with diesel fuel. The lowermost level of CO discharge was achieved when the engine was fueled with DF65-WCO20-Pe15 and DF60-WCO20-Pe20, due to the highest level of saturation. CO2, in the cases of DF65-WCO20-Pe15 and DF60-WCO20-Pe20, increased, as compared to diesel fuel under the same engine operating conditions. However, the binary blend DF95-WCO5 resulted in decreased CO2 as analogized to diesel, because of incomplete combustion of the fuel. During experimental work it could be observed that the DF95-WCO5 binary blend produced higher Particulate material (PM-1, PM-2.5, PM-7 and PM-10) emissions, compared to DF100. Moreover, with the addition of n-pentanol as a ternary blend in the ratio of 15 to 20%, emission was further reduced. This indicated that direct exertion of WCO in engines must be promoted, as it is an impressive choice for waste recapture.

Effects of turbulence intensity and n-pentanol concentration on droplet evaporation and auto-ignition

Evaporation and auto-ignition characteristics of an n-pentanol-diesel droplet are investigated under a high-temperature (900 K) and turbulent environment. Turbulence intensity and n-pentanol mass fraction are varied between 0 and 0.527 m/s and 0–50%, respectively. Droplet evaporation is controlled by the gas temperature, which is affected by turbulent transport and chemical reactions. Diesel vapor accumulates around the droplet at all turbulence intensities, whereas strong turbulence facilitates the transport of n-pentanol vapor to far areas. Turbulence intensity has little impact on the droplet temperature and evaporation rate of pure diesel. The addition of n-pentanol reduces both the evaporation rate and droplet temperature at a high turbulence intensity of 0.527 m/s, but it has little influence on droplet temperature in a static environment. The vapor distribution determines the chemical activity of gas phase around the droplet, and consequently the auto-ignition characteristics. With the increase of n-pentanol concentration, the auto-ignition delay firstly decreases and then increases under low turbulence intensities (0–0.264 m/s), while it monotonicallyincreases under a high turbulence intensity (0.395 and 0.527 m/s). The auto-ignition delay firstly decreases and then increases with the increase of turbulence intensity, regardless of n-pentanol concentration.

The effects of EGR rates and ternary blends of biodiesel/n-pentanol/diesel on the combustion and emission characteristics of a CRDI diesel engine

An experiment was conducted to investigate the combined impacts of biodiesel and n-pentanol properties on the performance and emissions of a common-rail diesel engine at different exhaust gas recirculation (EGR) rates. Tested fuels are noted as D100 (diesel fuel), B10P20 (10% biodiesel, 20% n-pentanol and 70% diesel, by vol.), B20P10 (20% biodiesel, 10% n-pentanol and 70% diesel, by vol.), P30 (30% n-pentanol and 70% diesel, by vol.) and B30 (30% biodiesel and 70% diesel, by vol.). The results indicate that compared to D100, the ignition delays of B20P10 and B30 show different results with increased EGR rates. That is, although the cetane number of B20P10 and B30 is lower, the ignition delays of B20P10 are shorter than that of D100 when the EGR rate is over 30%. The addition of n-pentanol to diesel will result in high maximum pressure rise rate, but ternary blends of biodiesel/n-pentanol /diesel can solve or alleviate the problem without obvious decrease of indicated thermal efficiency (ITE). At high EGR rates, ternary fuels shows the advantages in decreasing total hydrocarbons (THC). There is no significant difference in nitrogen oxides (NOx) emissions for all fuels at the same EGR rate. B10P20 and B20P10 can not only reduce soot emissions but also reduce carbon monoxide (CO) emissions under different EGR rates compared with diesel. To summarize, B20P10 fuel has a better potential for combustion and emission characteristics, especially at relatively high EGR rates.

Global characteristics of transverse jets of aviation kerosene–long-chain alcohol blends

Long-chain alcohol is a promising alternative for commercial fuels. This study aims at experimentally determining the characteristics of transverse jets using long-chain alcohol in aviation applications. The surface wavelength, breakup regime, upper trajectory of a transverse jet, and liquid column breakup point location are investigated. The column breakup and surface breakup are both observed in experiments, and in the surface breakup regime, there exist bag breakup, multimode breakup, and shear breakup. Shear breakup appears in the conditions with Weg lower than 80. An equation for predicting the upper trajectory of aviation kerosene–long chain alcohol (AKL) blends is proposed. Addition of n-butanol makes the upper trajectory lower, whereas addition of n-pentanol makes the upper trajectory higher. Two equations are proposed for predicting the horizontal and vertical positions of the liquid column breakup point, taking Weg, Oh, and q into account. Blending of n-butanol increases xb and zb, whereas the addition of n-pentanol decreases them. By introducing Kelvin–Helmholtz instability and Rayleigh–Taylor instability into the theoretical analysis, λs is showed to be related with Weg and Oh. Using the results of theoretical analysis, as well as the experimental data, a prediction equation for λs is proposed. The variation of λs caused by fuel modification is studied, the λs is shortened with the addition of long-chain alcohol, and aviation kerosene–n-pentanol blends show shorter surface wavelengths than those of aviation kerosene–n-butanol blends with the same blending ratios. This work provides a better understanding of the characteristics of AKL blends, which will be useful in expanding aviation applications of this fuel.

Study on emission and particulate matter characteristics from diesel engine fueled with n-pentanol/Fischer–Tropsch diesel

ABSTRACT N-pentanol has become one of the hotspots of mixed fuel research due to its renewability and good combustion and emission performance. Some valuable advances have been made in the study of burning Fischer–Tropsch diesel in engines. However, research on n-pentanol/Fischer-Tropsch diesel fuel blends has rarely been reported. Therefore, in the current work, an experimental study was carried out on a single-cylinder engine and diesel, Fischer–Tropsch diesel and n-pentanol/Fischer–Tropsch diesel were investigated at different load ratios (10%, 25%, 50%, 75%, 100%), the difference in emission characteristics and particle properties at n-pentanol ratio (5%, 10%, 20%), rotation speed (2700 r/min, 3600 r/min) was analyzed. The results show that CO, HC, NOX and soot of Fischer–Tropsch diesel are lower than that of diesel and CO and HC increased while NOX, and soot reduced with the addition of n-pentanol. The arrangement between Fischer–Tropsch diesel particles is tighter than that of diesel. This phenomenon is more pronounced with the addition of n-pentanol. Fischer–Tropsch diesel has the highest degree of graphitization and decreases with the addition of n-pentanol. The C-OH, C = O, and sp3/sp2 of Fischer–Tropsch diesel are relatively low, with the addition of n-pentanol, C-OH, C = O, and sp3/sp2 of the particle surface increased. The soot particles of the blended fuel are more orderly than diesel.

Effect of n-pentanol additive on compression-ignition engine performance and particulate emission laws

Biodiesel has a high viscosity, which limits its application to engines. However, n-pentanol has low viscosity and high volatility, which is considered a promising additive. This study examined the influence of n-pentanol/biodiesel/diesel blends on the performance and particulate emissions of a diesel engine at different loads, under the condition of coupling exhaust gas recirculation (EGR) (0–30%). The three test fuels included pure diesel (D100); 80% diesel and 20% biodiesel blended fuel (BD20); 64% diesel, 16% biodiesel, and 20% n-pentanol blended fuel (BDP20). The results indicated that the influence of EGR on the NOx emissions between fuels was greater than that of the physicochemical properties of the fuels. For the same EGR rate, the heat release rate (HRR), peak in-cylinder pressure (IP), and brake thermal efficiency (BTE) increased with the engine load increased. After adding n-pentanol to BD20, the HRR increased. The peak IP and BTE values of BDP20 were similar to those of D100 and BD20. With the addition of n-pentanol, the total particulate number concentration (TPNC), soot, and total particulate mass concentration (TPMC) emissions decreased. Furthermore, the trade-off relationship between TPMC and NOx was improved, and the geometric mean diameter (GMD) of the particles decreased.

Assessment of n-pentanol additive and EGR rates effects on spray characteristics, energy distribution and engine performance

Owing to the high viscosity of biodiesel, it is not suitable for atomization and volatilization, and it has limitations in reducing emissions. As an alternative fuel with high oxygen content, n-pentanol mixed with biodiesel can reduce viscosity and improve volatility. Therefore, in this work, assessment of n-pentanol additive and EGR rates effects on spray characteristics, energy distribution and engine performance were investigated. The test fuels were pure diesel (D100), a mixture of 20% biodiesel and 80% diesel (BD20), and 20% n-pentanol, 16% biodiesel, and 64% diesel (BDP20). The results indicated that the addition of n-pentanol shortened the liquid phase penetration (LPP) of the mixed fuel and decreased the liquid phase spray cone angle (SCA); at the same time, the addition of n-pentanol could reduce the total particle mass concentration (TPMC) and the total particle number concentration (TPNC), and also reduce the energy loss of Soot and THC emissions, while the brake thermal efficiency (BTE) was not much different from D100 and BD20; further, with the EGR rate increased, the peak of the heat release rate (HRR) of BDP20 increased, and the trade-off relationship between NOx-Soot was improved.

N-Hexanol Enhances the Cetyltrimethylammonium Bromide Stabilization of Small Gold Nanoparticles and Promotes the Growth of Gold Nanorods

Gold nanorods (AuNRs) are of interest for many applications, since their absorption in the regime of visible light can easily be tuned by their exact shape. To produce these AuNRs, a two-step synthesis that starts from small seed particles is used. These seed particles are stabilized by cetyltrimethylammonium bromide (CTAB), which forms micelles at the used concentration (0.1 mol/L). In this work, the influence of the micelle morphology on the stabilization of these seed particles and the consequences on the formation of AuNRs is reported. The elongation of CTAB micelles by the addition of n-hexanol leads to much more stable seed particle dispersions and thus less polydisperse AuNRs. In contrast, a higher number of micelles compared to pure CTAB dispersions result from the addition of n-pentanol. This promotes the formation of larger seed particles and leads to lower yields of AuNRs. The gold nanoparticles are characterized by UV–vis–NIR absorption spectroscopy, transmission electron microscopy, and small...

An experimental analysis on the effect of n-pentanol- Calophyllum Inophyllum Biodiesel binary blends in CI engine characteristcis

The objective of this work is to study the addition of n-pentanol with the Calophyllum Inophyllum biodiesel to evaluate the performance, emission and combustion characteristics. Five different fuel blends are prepared by varying the n-pentanol fraction (10%, 20%, 30%, 40% and 50%) on volume basis with biodiesel. The prepared samples are tested in single cylinder constant speed CI engine. The addition of n-pentanol with biodiesel improves the thermal efficiency of the fuel blend up to 30% as compared to pure biodiesel. Among all fuel samples, B90P10 blend has shown higher brake thermal efficiency as 27% which is slightly lower than BTE of diesel fuel. The brake specific fuel consumption of biodiesel-pentanol blends are increased from 4.2% to 27.3% when compared to diesel fuel (D100). However, addition of n-pentanol more than 40% shows a negative effect in terms of performance and combustion. It is noted that biodiesel and n-pentanol blends have shown 15–43% and 33–50% reduction in hydrocarbon and carbon monoxide emissions compared to diesel. Further, the oxides of nitrogen and smoke emissions are found to be lesser for n-pentanol blends while comparing to the pure biodiesel. Among all blends, B90P10 is found to have better performance and emission characteristics.

Emission analysis on cashew nut biofuel in compression-ignition engine

ABSTRACTIn this present work, the impact of blending n-Pentanol, a next-generation bio fuel with cashew nut shell liquid (CNSL) biodiesel, on the performance of a diesel engine is examined. Tests were performed on a constant-speed compression-ignition engine using n-Pentanol/CNSL biodiesel blends. n-Pentanol was added to CNSL biodiesel by 5% and 10% by volume. Performance parameters such as break thermal efficiency (BTE), Brake-specific fuel consumption and Exhaust gas temperature (EGT) were analysed in this work. It was experimentally found that by adding n-Pentanol to neat CNSL biodiesel, significant reduction in viscosity was observed. In addition, BTE was increased by 0.8% due to improved atomisation of the blends. Further, brake-specific fuel and EGT were further reduced due to lower viscosity and improved combustion rate with addition of n-Pentanol to CNSL biodiesel. Emission parameters such as Hydro carbon (HC), Carbon monoxide, Nitrogen oxides (NOx) and Smoke emissions were examined at different load conditions. Addition of n-Pentanol as additive improves the rate of combustion, mixing and vaporisation of the blends with air and reduces the emissions associated with it. Components were observed during the trail.

Experimental investigation on the effect of n-pentanol blending on spray, ignition and combustion characteristics of waste cooking oil biodiesel

Due to their excellent physicochemical properties, biodiesel and n-pentanol are regarded as two promising alternative biofuels for automobile. However, the fundamental data of spray and combustion characteristics of n-pentanol/biodiesel blends are still scarce. The objective of this work is to investigate the effects of n-pentanol addition to waste cooking oil (WCO) biodiesel in different ratios (0%, 20%, and 40% in volume) on spray, ignition and combustion characteristics in a constant volume combustion bomb (CVCB). Ignition and combustion tests were performed at five ambient temperatures (800, 900, 1000, 1100 and 1200K) with three oxygen concentration (10%, 15% and 21%), and spray tests were conducted at the same temperature ranges but with no oxygen involved to prevent combustion happening. The result shows liquid length decreases with increase of ambient temperature, and the falling slope increases significantly with the blended n-pentanol concentration. The liquid length of B60P40 is about 6% longer than that of B100 at 800K condition, while it becomes about 10% shorter than B100 when ambient temperature rises to 1200K. Although the cetane number of n-pentanol is much less than biodiesel, an increase of n-pentanol ratio has a promoting effect on the ignition event under most conditions. Under these conditions, addition of 40% n-pentanol has cut the ignition delay of biodiesel, on average, by 30.2%. The natural flame luminosity is found to be reduced significantly with an increasing n-pentanol ratio, meaning that addition of n-pentanol could reduce the soot level under all conditions. For example, the time integrated natural luminosity (TINL) of B60P40 is only 41.2% of that of B100 under 1000K temperature conditions. The result also suggests that, for multi-component fuels, flame lift-off length (FL) is the most reliable factor that influence the soot concentration level under spray combustion processes, rather than ignition delay or soot formation time. Overall, blending n-pentanol into biodiesel has a great soot oxidation potential and could maintain suitable ignition phase at the same time.

A sustainable and eco-friendly fueling approach for direct-injection diesel engines using restaurant yellow grease and n-pentanol in blends with diesel fuel

Yellow grease from restaurants is typically waste cooking oil (WCO) that is free from suspended food particles and with free fatty acid (FFA) content less than 15%. This study proposes an approach to formulate a renewable, eco-friendly fuel by recycling WCO with diesel (D) and n-pentanol (P) to improve fuel-spray characteristics. Three ternary blends (D50-WCO45-P5, D50-WCO40-P10 and D50-WCO30-P20) were selected based on the stability tests and prepared with an objective to substitute diesel by 50% with up to 45% recycled component (WCO) and up to 20% bio-component (n-pentanol) by volume. The fuel properties of these ternary blends were measured and compared. The effect of these blends on combustion, performance and emissions of a stationary DI diesel engine was analyzed in comparison with diesel and D50-WCO50 (50% of diesel+50% of WCO) with and without exhaust gas recirculation (EGR). Results indicated that addition of n-pentanol showed improved fuel properties when compared to D50-WCO50. While viscosity reduced up to 45%, cetane number and density were comparable to that of diesel. Addition of n-pentanol to D50-WCO50 presented improved brake specific fuel consumption (BSFC) for all ternary blends. BSFC of the blend D50-WCO30-P20 was 8.8% higher than diesel at high engine load without EGR. Brake thermal efficiency (BTE) for D50-WCO30-P20 blend is comparable to diesel due to improved atomization. However it deteriorated by up to 15.7% at 30% EGR. Smoke opacity reduced by up to 13.6% for D50-WCO30-P20 blend without EGR at high engine load. But it aggravated up to 73% at 30% EGR for D50-WCO30-P20 blend. NOx emission increased with increase in n-pentanol content in D50-WCO50 but remained lower than diesel. However increasing n-pentanol content beyond 20% may increase NOx emissions higher than diesel. NOx can be decreased three-fold using EGR. HC emissions increased and CO emissions remained unchanged with increasing n-pentanol in the blends. By adopting this approach, WCO can be effectively reused as a clean energy source by negating environmental hazards before and after its use in diesel engines, instead of being dumped into sewers and landfills.

Performance and emission analysis on blends of diesel, restaurant yellow grease and n-pentanol in direct-injection diesel engine.

Yellow grease from restaurants is typically waste cooking oil (WCO) free from suspended food particles with free fatty acid (FFA) content less than 15%. This study proposes an approach to formulate a renewable, eco-friendly fuel by recycling WCO with diesel (D) and n-pentanol (P) to improve fuel-spray characteristics. Three ternary blends (D50-WCO45-P5, D50-WCO40-P10 and D50-WCO30-P20) were selected based on the stability tests and prepared with an objective to substitute diesel by 50% with up to 45% recycled component (WCO) and up to 20% bio-component (n-pentanol) by volume. The fuel properties of these ternary blends were measured and compared. The emission impacts of these blends on a diesel engine were analysed in comparison with diesel and D50-WCO50 (50% of diesel+50% of WCO) under naturally articulated and EGR (exhaust gas recirculation) approaches. Doping of n-pentanol showed improved fuel properties when compared to D50-WCO50. Viscosity is reduced up to 45%. Cetane number and density were comparable to that of diesel. Addition of n-pentanol to D50-WCO50 presented improved brake specific fuel consumption (BSFC) for all ternary blends. Brake thermal efficiency (BTE) of D50-WCO30-P20 blend is comparable to diesel due to improved atomization. Smoke opacity reduced, HC emissions increased and CO emissions remained unchanged with doping n-pentanol in the WCO. NOx emission increases with increase in n-pentanol and remained lower than diesel and all load conditions. However, NOx can be decreased by up to threefold using EGR. By adopting this approach, WCO can be effectively reused as a clean energy source by negating environmental hazards before and after its use in diesel engines, instead of being dumped into sewers and landfills.

Effect of n-pentanol addition on the combustion, performance and emission characteristics of a direct-injection diesel engine

In this study, experiments were conducted to examine the effect of using a mixture of diesel and n-pentanol, which is one of the second-generation biofuels with comparable properties to diesel fuel, as fuel on the combustion, performance, and gaseous and particulate emissions of a naturally-aspirated, four-cylinder, direct-injection diesel engine. Three n-pentanol fractions in the fuel mixture were selected: 10, 20 and 30% by volume. Results show that, the addition of n-pentanol leads to longer ignition delay and increases the peak heat release rate in the premixed combustion phase. The brake specific fuel consumption increases with increase of n-pentanol, while the brake thermal efficiency is not affected. Regarding the gaseous emissions, n-pentanol addition results in the following consequence: (a) HC (hydrocarbon) and CO (carbon monoxide) emissions increase for 30% n-pentanol in the blended fuel at low engine load but decrease at high engine load; (b) a slight increase (maximum 8%) in NOx emissions but noticeable increase in NO2 emissions. Regarding the particulate emissions, n-pentanol is found to be very promising in terms of reducing both the mass concentration and the particulate number concentration simultaneously.

Preparation of hierarchically structured porous aluminas by a dual soft template method

A general and potentially easy method of synthesizing aluminas possessing hierarchical pore structure is presented in this paper. This method is based on the integration of the sol–gel process with micelles of poly(ethylene oxide)–poly(propylene oxide)–poly(ethylene oxide) block copolymer and oil droplets of decahydronaftalen (DHN) as dual pore templates. With the addition of n-pentanol as co-surfactant, DHN droplets diameter could be controlled within the range of ca. 2–12 μm. Mercury intrusion porosimetry shows that the produced alumina ceramics possess hierarchical structure composed of two families of pores, namely, the macro- (from 0.1 to 6 μm) and mesopores (from 8 to 10 nm). The relative population of each family and the average size of macropores could be easily controlled by adjusting the DHN quantity.

Electrochemical polymerization of aniline in SDS admicelles

The electrochemical polymerization of aniline was studied in sodium dodecyl sulfate (SDS) admicelles. The results demonstrate that electrochemical polymerization of aniline can be catalyzed by admicelles. The catalytic efficiency in SDS solutions increased slowly with SDS concentration when the SDS concentration was very low, but increased rapidly when SDS admicelles formed on the electrode surface. The catalytic efficiency decreased with the addition of n-pentanol. The polyaniline films formed in SDS admicelles were nanometer films and the size of particles in the films increased with SDS concentration, but decreased with the addition of n-pentanol. Therefore, n-C5H11OH can be used to regulate the electrochemical polymerization of aniline in SDS admicelles.

Interfacial tensions upon the addition of alcohols to phenylalkane sulfonate monoisomer systems

The effects of n-pentanol and n-octanol on the interfacial tensions of phenylalkane sulfonate monoisomer systems against n-alkanes were investigated for elucidating the mechanism of ultra-low interfacial tensions related to enhanced oil recovery. The addition of n-pentanol to phenylalkane sulfonate monoisomer systems had little effect on the interfacial tensions of 1-phenylalkane sulfonate systems, whereas n-octanol could lower their interfacial tensions up to 1–2 orders for some n-alkanes. n-Pentanol could lower the interfacial tensions of 3-phenyltetradecane sulfonate against n-hexane, n-heptane and n-octane, but n-octanol had little effect on the interfacial tensions of 3-phenyltetradecane sulfonate. The interfacial tensions of 5-phenyltetradecane sulfonate could be lowered by the addition of n-pentanol, but increased upon the addition of n-octanol. The effects of alcohol concentration and time on interfacial tensions were also researched to show that interfacial tensions of 5-phenyltetradecane sulfonate solution increased with time at whether lower (0.04%, vol%) or higher (0.4%, vol%) n-octanol concentrations.