Anti-icing Additives Research Articles

Investıgation of the Effects of Alcohol and Anti-Icing Additives on the Properties of Jet Fuel

In this study, the effects of methanol, ethanol, isopropanol, and Diethylene glycol monomethyl ether (di-EGME) added to jet fuel in certain proportions on the properties of jet fuel such as density, viscosity, freezing point, and ignition point was examined. By adding 2%, 5%, 7%, and 10% of each additive to JP-8 fuel, the required mixture was obtained and tested in the relevant devices. As a result of the experiments, it was determined that the density value of JP-8 fuel was 797 kg/m3 and this value did not vary greatly in the mixed ethanol, ethanol, and isopropanol, but with the addition of di-EGME, it increased significantly and reached 814.5 kg/m3. It was observed that the viscosity value did not vary greatly with the addition of methanol and ethanol but increased to 1.298 mm/s2 with the addition of 10% isopropanol and to 1.98 mm/s2 with the addition of di-EGM. The ignition point value of JP-8 fuel, which is 46 °C, was measured to be 40 °C with the addition of 10% methanol, 43.4 °C with the addition of 10% ethanol, 42.9 °C with the addition of 10% isopropanol, and 55.4 °C with the addition of di-EGM. The freezing point value of JP-8 fuel, which is -56.7 °C, was measured as -61.7 °C with the addition of 10% methanol, -62.1 °C with the addition of 10% of ethanol, -57.6 °C with the addition of 10% isopropanol and -54.6 °C with the addition of di-EGM.

Functional durability evaluation of asphalt mixture containing ecologically friendly hydrophobic anti-icing additives

The ecologically friendly hydrophobic anti-icing fillers have gained great prominence due to the increasing demand for the green environment. However, two major challenges are the durability of hydrophobic anti-icing performance and the pavement skid resistance when incorporated to asphalt mixtures. Therefore, the aims of this work are to introduce three new ecologically friendly hydrophobic anti-icing additives (EFHAAs), that is, Polytetrafluoroethylene (PTFE), Polyurea (PU) as well as Polyethylene wax microparticles (PEWMP) and to evaluate the durability of hydrophobic anti-icing performance and the skid resistance evolution rule. In detail, the long-term hydrophobic performance of EFHAAs was investigated by water droplets sliding time test. The long-term anti-icing performance was evaluated by ice-breaking test and water droplets condensation time test. In addition, the skid resistance evolution rule was studied through the sand patch method, British Pendulum Tester (BPT) as well as Walking Frictional Tester (WFT). Moreover, the consideration of long-term performance was achieved by simulating the actual service condition of the pavement through subjecting the specimens to 60d of outdoor exposure and 10,000 times of accelerated abrasion. The results obtained pointed out that the three EFHAAs can effectively enhance the hydrophobic and ice-suppression performance of asphalt mixtures. The durability of hydrophobic anti-icing performance of three EFHAAs can be ranked as PTFE > PU > PEWMP. Whereas the skid resistance of the mixture deteriorated due to the loss of partial pavement micro-texture caused by the addition of EFHAAs.

Performance of anti-icing stone mastic asphalt: laboratory and field investigation

ABSTRACT Anti-icing asphalt pavements can delay surface icing by reducing the freezing point to a certain degree. This study conducted the laboratory and field investigation to compare the anti-icing effectiveness and mechanical performance of two anti-icing stone mastic asphalt (SMA). Two types of anti-icing modifiers (e.g. LX II and MFL) were used in SMA respectively. The electrical conductivity test, ice melting test, and outdoor snow melting test were conducted on fresh and aged LX II SMA and MFL SMA, respectively, to evaluate the anti-icing effectiveness. The effect of anti-icing additives on high-temperature stability, low-temperature cracking resistance, and water stability of SMA were also analyzed. Two in-situ pavements were constructed using LX II SMA and MFL SMA. The anti-icing effectiveness of LX II and MFL pavement were compared by the observation of ice formation and snow accumulation on pavement surface on snowy days. The results showed that after long-term aging of anti-icing SMA, the chloride in LX II and MFL was more easily released. Two anti-icing additives had no significant effect on the water stability of SMA, and only slightly reduced high-temperature stability and low-temperature cracking resistance. LX II presented better anti-icing performance than MFL in both laboratory and field conditions.

Low Temperature Performance of Solid Electrochemical Capacitors: Effects of Electrolytes Additives and Electrode Design

Solid-state, thin, and flexible electrochemical capacitors (ECs) can provide energy storage for next-generation wearable electronics such as smart textiles and medical sensors. One of the enablers for high performance and safe electrical double layer capacitors ECs is neutral pH polymer electrolytes due to their wide operating potentials, good ionic conductivity and benign chemical nature [1-3]. Nonetheless, the operation temperature is often limited to above the freezing point of water. For example, a polymer electrolyte based on Na2SO4 ion conductor and polyacrylamide (PAM) host has shown a promising performance at ambient (good shelf-life >30 days and wide 1.8 V window with activated carbon [4]), but its performance degraded drastically at sub-zero conditions [5]. Furthermore, it is of practical importance to understand the effect of high surface area porous carbon materials (e.g. carbon nanotube (CNT) [6-7] or activated carbon (AC) [7-9]) on solid EC at low temperatures, which has not been extensively characterized. To ensure robustness of EC devices operating under winter/sub-arctic and outer space conditions, it is necessary to develop proper polymer electrolytes and the right match of electrode/electrolyte for low temperature ECs.In this study, the performances of solid EC cells constructed with carbon electrodes and Na2SO4-PAM-based electrolytes were assessed at ambient and low temperatures. The objectives were to (i) improve the performance of Na2SO4-PAM electrolytes using anti-icing additives and (ii) elucidate the key characteristics of electrodes (i.e. pore structure and electrode loading/thickness) affecting cell performance at low temperatures.To improve the low temperature performance of the Na2SO4-PAM electrolyte, several anti-icing additives (e.g. dimethyl sulfoxide/DMSO or ethylene glycol/EGly) have been investigated and shown promising improvement to the ionic conductivity of the electrolyte at low temperatures. Leveraging the polymer electrolyte with these additives, capacitive CV profiles were attained at -10 ˚C (Fig. 1a), much more pronounced than their binary baseline. The cell performance with the DMSO-containing ternary electrolyte was then evaluated using either CNT or AC electrodes at various carbon loadings (Fig. 1b). Although solid cells with AC electrodes demonstrated higher capacitance at ambient, those with CNT electrodes retained more capacitance at low temperature. This is likely due to better ion accessibility into CNT electrodes with relatively more open pores. Meanwhile, AC electrodes with lower carbon loading have higher capacitance retention at low temperature due to better electrode utilization in a thinner electrode. These observations will provide the guideline for designing the next generation of ECs that are suitable for low temperature applications.

Laboratory evaluation of a sustainable additive for anti-icing asphalt

This laboratory study developed a novel type of sustainable additives for anti-icing asphalt pavement, featuring an excellent anti-icing capacity, low-temperature anti-icing effectiveness, superior anti-icing longevity, and enhanced mechanical properties. The additives were fabricated through a surface treatment approach, in which the functional aggregate, zeolite containing calcium chloride (CaCl2), was coated by a microporous epoxy layer. The desired anti-icing performance and mechanical properties of asphalt mixture were achieved, using this type of additives. The results of fog-freezing friction tests are very promising. Specifically, the anti-icing capability of asphalt mixture was significantly improved by the addition of the additives at both −3.9 °C and − 9.4 °C, and the friction coefficient of the pavement at 60 min after moisture spray reached up to 0.75 at −3.9 °C and 0.56 at −9.4 °C in the first test and arrived 0.56 at −3.9 °C and 0.41 at −9.4 °C in the second test. Both tests were conducted after seven days of rest subsequent to a ten-day soaking test, which was used to evaluate the effective anti-icing period. The effective anti-icing periods of asphalt pavement containing the prepared additives are theoretically calculated, with the minimum “anti-icing service life” at least 3.4 years. Scanning electron microscopy images illustrated that a slower salt-releasing rate was achieved via a smaller size and lower quantity of the pores in the epoxy layer and its uncompromised integrity. Incorporation of the additives exhibited limited effect on the moisture susceptibility of the asphalt mixture. The rutting resistance, fatigue cracking resistance, and thermal cracking resistance of the asphalt mixture were improved to various extents, as a result of incorporating these anti-icing additives. The improvements in these durability properties of asphalt mixture were interpreted by the asphalt-epoxy chemical reactions, as revealed by Fourier transform infrared spectrometry and differential scanning calorimetry.

Durability of Pavement Materials with Exposure to Various Anti-Icing Strategies

Anti-icing is a critical topic in durability assessment for pavement infrastructures, and it varies according to local policies. To provide sufficient information to winter maintenance agencies, and help compare the merits and shortcomings of each strategy, this review summarizes the widely used anti-icing strategies, including elastic surfaces or high-friction overlays, asphalt binders mixed with anti-icing additives, pavement heating technologies, deicers, and fixed automated spray technology, from academic and practical perspectives, as well as explore the impact of deicers on the durability of concrete materials. Furthermore, the costs of each method were compared to evaluate the feasibility of them. This review not only provides a summary of previous anti-icing strategies, but also sheds light on future research trends that may help address the challenges of current anti-icing strategies, and further enhance anti-icing efficiency and reduce life cycle costs.

Effect of anti-icing additives on the stability of emulsified asphalt binders

The compatibility between anti-icing additives and emulsified asphalt binders has an important effect on the durability and stability performance of anti-icing emulsified asphalt binders. This research aims to investigate the effect of anti-icing additives on the stability performance of emulsified asphalt binders. In this study, the effect of emulsifier ion type and anti-icing additives properties (Zeta potential, fineness modulus, bulk density and content) were investigated by laboratory tests. Based on the results, it is found that the stability of the cationic emulsified asphalt binder is better than that of anionic emulsified asphalt binder after adding the anti-icing additive. For cationic emulsified asphalt binder, the stability is related to Zeta potential, and the stability time tends to increase with an increase in Zeta potential. Besides, the particle size of anti-icing additives also has an obvious effect on the stability of the emulsified asphalt binder. Based on the test results, it is not recommended to mix anti-icing additives which have small bulk density and fine particle size with cationic emulsified asphalt binder. In addition, the stability time of cationic emulsified asphalt binder decreases with an increase in additives content. These findings in this study are helpful for the application of anti-icing emulsified asphalt binders on existing asphalt pavement for the purposes of melting snow and anti-icing.

Study of the influence of chemical anti-icing materials on frost heaving of the roadbed soils

This work examines the influence of chemical anti-icing materials on the frost resistance of the road pavement. Methods and technologies for introducing salt additives into the soil are considered. The preparation of soil with salt additives for testing for frost heaving is described. The kinetics of frost heaving processes of the reference soil sample and soil treated with salt additives was investigated. The influence of type and concentration of the salt additive on the degree of frost heaving of soils was investigated. The negative impact of chemical anti-icing additives on the indicators of frost heaving of soils, especially with uneven salinity, was registered.

Experimental study of deicing asphalt mixture with anti-icing additives

This study conducted performance evaluation of deicing asphalt mixtures with anti-icing additives and proposed a solution to reduce the negative influences of anti-icing additives on the engineering properties of asphalt mixtures. Engineering property tests, including high-temperature wheel tracking test, low-temperature three-point bending beam test, Marshall test and splitting test were conducted to evaluate the engineering properties of deicing asphalt mixtures. It is found that the anti-icing additives have negative effects on the rutting stability, thermal cracking resistance and moisture susceptibility of asphalt mixture. The addition of polyester fibers can compromise the negative effects by anti-icing additives to get fiber-reinforced deicing asphalt mixtures with satisfied engineering property. The anti-icing capacity of deicing asphalt mixture was also evaluated based on testing road observation and laboratory tests such as ice melting test, ice-mixture bond observation test, ice layer rupture test and ice layer pull-out test. It is proved that the anti-icing additives can be released from asphalt mixtures to help the melting of snow/ice and weaken the bond between ice and mixture effectively, which is helpful to keep the skid resistance of asphalt pavement. The findings indicate the fiber-reinforced deicing asphalt mixtures provide a promising way to build self-ice-melting asphalt pavement with well performance.

Determination of Anti-icing Additives in Jet Fuels

A specific method to determine two anti-icing additives (ethylene glycol monomethylether, EGME and diethylene glycol monomethylether, DEGME) in jetfuel is described. This method is based on a gas-chromatographic technique using a mass spectrometer detector and the monitoring of selected ions (GC-MS-SIM). This specific technique has shown to be an accurate and rapid tool to carry-out these measurements in such a complex hydrocarbon matrix. The GC-MS-SIM technique, because of its specificity, does not require sample pre-treatments other than trichloroethylene (TCE) which has been selected as an internal standard. The analysis of both EGME and DEGME can be performed in less than 10 minutes in a sample of 1–5 mL. Several fuel samples were analyzed and the results compared with two standard methods.

Influence of aqueous solution of anti-icing additives on corrosion of materials of construction

Influence of aqueous solution of anti-icing additives on corrosion of materials of construction

Mechanism of action of alcohol-ester anti-icing additives in automotive gasolines

Mechanism of action of alcohol-ester anti-icing additives in automotive gasolines

Surface activity of anti-icing additives

Surface activity of anti-icing additives

Calculational method for determination of carburetor icing rate

This paper investigates the dependence of the carburetor icing rate on the density, distillation curve, and vapor pressure of gasoline. More than 100 gasoline samples, covering a range of volatility, were investigated. No clear-cut relationship can be observed between the carburetor icing rate and any specific property index of the gasoline. At the same time, there are certain variables that cannot be observed directly but can be interpreted readily through which the influence of gasoline quality on the carburetor icing rate can be explained. The conversion to these variables was accomplished with regard for the values of the variance and correlation of the carburetor icing rate. Equations are presented that may be used to predict the carburetor icing rate when using gasolines differing in quality. The equations can also determine the need for incorporating antiicing additives in the gasoline.

Mechanism of action of anti-icing additives based on surfactants

Mechanism of action of anti-icing additives based on surfactants

Hygroscopicity of fuels with anti-icing additives

This article investigates the accumulation of water by hydrocarbon fuels under static and dynamic conditions. Standard TS-1 fuel (aviation kerosine) is examined without an anti-icing additive (AIA) and blended with ethyl cellosolve or tetrahydrofurfuryl alcohol in the concentrations that are added to fuel before refueling flight vehicles under service conditions in order to prevent the formation of ice crystals in the fuel. The fuel hygroscopicity under static conditions is measured in desiccators over saturated salt solutions giving air relative humidities from 37% to 97% at 20/sup 0/C. It is determined that tetrahydrofurfuryl alcohol increases the fuel hygroscopicity to a greater degree than does the ethyl cellosolve. The fuel containing the AIA becomes a medium for the transfer of water from the ambient medium to the emulsion droplets, and these droplets in turn form a liquid phase. It is shown that the rate at which the fuel with the AIA becomes saturated with water under dynamic conditions is much greater than under static conditions. In the fuel without the AIA no water emulsion is formed, even with prolonged contact (more than 2 days) with 100% humidity air, whereas in the fuel with the AIA (even with 0.1% ethyl cellosolve), emulsion andmore » liquid phase are formed. It is concluded that the physical stability of fuel containing AIA depends on the AIA concentration. Includes 3 tables.« less

Determination of content of anti-icing additives by indicator liquid chromatography

The content of anti-icing additive (AIA) in jet fuels is determined either refractometrically (according to the change in refractive index of water after it has extracted the additive from the fuel) or by a dichromate method (according to the change in color of an aqueous extract from the fuel after a solution of potassium dichromate and sulfuric acid is added). Points out that the first of these methods is not suitable for the analysis of fuels under field conditions, and the second is not suitable for use in the winter. Uses indicator liquid chromatography as a basis for the development of a rapid method for the determination of the content of AIA in jet fuels under any conditions, including wintertime operations at airports and temporary landing fields. Finds that the chromatographic method gives better precision indexes over a wide range of temperatures; it requires less fuel for analysis; and there is no need for complex apparatus, nor for the water and aqueous solutions of potassium dichromate and concentrated sulfuric acid, items that make it difficult to determine the AIA content at subfreezing temperatures.

Rapid laboratory determination of effectiveness of anti-icing additives for gasolines

Rapid laboratory determination of effectiveness of anti-icing additives for gasolines

Rapid determination of content of anti-icing additives in jet fuels under airfield conditions

Rapid determination of content of anti-icing additives in jet fuels under airfield conditions

Identification and determination of freezing-point-depressant antiicing additives in hydrocarbon fuels by infrared spectrometry

Identification and determination of freezing-point-depressant antiicing additives in hydrocarbon fuels by infrared spectrometry