Base Gasoline Research Articles

Comparison of ethanol-, isobutanol-, and 2-methyl-3-buten-2-ol–gasoline sprays from a gasoline direct injector

Sprays of alcohol–gasoline fuel blends from a direct-injector were visualized with a high-speed camera utilizing a diffuse back-illuminated imaging technique. Blends of ethanol, isobutanol (2-methyl-1-propanol), and methylbutenol (2-methyl-3-buten-2-ol) with gasoline were injected into an environment representative of engine conditions. Ethanol was blended at 10, 20, and 30% by volume (E10, E20, and E30). Isobutanol and methylbutenol blends were matched to the ethanol blends on an oxygen weight percent basis resulting in blends of 16, 32, and 49% and 18, 37, and 56% by volume for isobutanol and methylbutenol, respectively. Changes in spray behavior were largely driven by changes in vapor pressure. Low-level blends of isobutanol and methylbutenol behaved nearly identically to the neat base gasoline due to their similar vapor pressures. Higher blends of isobutanol and 2-methyl-3-buten-2-ol reduced flash-boiling while ethanol blends increased it. The ambient-to-saturation pressure ratio was found to be sufficient to describe the flash-boiling transitions for all of the fuels. Measurements of spray width were found to become more dependent on ambient density with downstream distance. It was found that blending isobutanol or 2-methyl-3-buten-2-ol into gasoline in lieu of ethanol can result in significant changes to spray behavior depending on the blend level.

Assessment of M15 Fuel on BS IV 2 and 3-Wheeler

Across the world, methanol is evolving as a clean, sustainable transportation fuel for the future. Methanol fuel is an alternative biofuel for internal combustion and other engines, either in combination with gasoline or independently. Methanol's high octane and oxygen content produces a cleaner burning gasoline which significantly reduces vehicle exhaust emissions. A lower boiling temperature for better fuel vaporization in cold engines, the highest H-C ratio for a lower carbon intensity fuel, and no Sulphur contamination which improves catalytic converter operation. In the paper, a study is carried out for the blend of 15% methanol (M15) with Gasoline on BS-IV vehicles and a comparison is done for the tailpipe emissions. A gap analysis of vehicles with E0 and M15 fuel is done with baseline emission testing along with full throttle performance of the vehicle to check the effect of oxygenated fuel (M15). The main purpose of this study is to analyze the impact of M-15 fuel on 2 and 3-wheeler vehicles in the as-is condition without any engine tuning and retaining the base gasoline (E0) settings.
 Keywords: M15 fuel, methanol, BS IV, blended fuel, tailpipe emission, hygroscopic, 2 and 3-wheelers, mass emission, fuel economy, NOx

A comprehensive assessment of vehicular performance and emission characteristics during real-time test-runs using selected bio-ethanol–gasoline blends

To reduce vehicular emissions, it is crucial to investigate the potential of low-carbon fuels in the operation of commercial vehicles. The current study aims to investigate vehicular performance while operating a typical Indian motorcycle using various ratios of bio-ethanol-blended gasoline (10%, 20%, 55%, and 85% by vol.). Three different test conditions, viz., steady-state engine testing, chassis dynamometer test measurement, and on-road vehicle performance tests, are conducted for a four-stroke motorcycle. The experimental results highlight that the E20 blend (20% ethanol and 80% gasoline by vol.) increased the power and torque output by 2% and 3.4%, respectively, compared to the base gasoline (E0). Further, the tailpipe emissions reduced significantly during assessment using E20 blends. However the performance was deteriorating, while using higher ratios of ethanol-blended gasoline. E55 blend decreased the power and torque by 22.3% and 27.8%, respectively, and an increased acceleration time of 3.1 seconds was observed in comparison to E0. A maximum increase of 38 % in total fuel consumption is observed with E85 and an increase of 34.3% in fuel filter pressure drop compared to E0. The reduced emissions and non-requirement of major modifications to a typical motorcycle's engine indicate that E20 could be an attractive fuel blend.

Effect of Blending Aromatic and Oxygenates Additives with Fuels to Enhance Fuel Properties

This work aims to show the influence of several oxygenates and aromatic additives in different types of unleaded fuels in the Kurdistan region of Iraq on upgrading the physicochemical properties of blends. Consuming super-grade gasoline as a fuel for automotive cars can produce large amounts of environmental emissions, a severe global problem, especially in the Kurdistan region in recent years. The physicochemical properties of mixtures, such as the research octane number (RON), Motor Octane number (MON), density, and distillation curves, will be tested by using ERASPEC spectroscopy as a fuel properties analyzer. As a result, the blending process has improved the gasoline grade to super grade by enhancing the physicochemical properties of blends. The additives used in this work as oxygenators are; Ethanol and Methyl Tertiary Butyl Ether (MTBE) added to two base fuels, light Naphtha, and unleaded Gasoline, in various ratios of (5%, 10%, 15% and 20%). An aromatic component (Aniline) is also mixed with light Naphtha and base gasoline in low concentrations (1%, 3%, and 5%). The results of blending Ethanol, MTBE, and Aniline with fuels demonstrate that the Research Octane Number RON and Motor Octane Number MON of fuels increase with the addition of different ratios of all-octane boosters. The best-recorded result of both types of octane numbers (13 points increased from the bases) is recorded by blending 3% of Aniline with the fuels. However, Ethanol can provide a more significant increase in (RON) and (MON) than MTBE for the same blending ratio. The Density of the mixtures also increases because both additives have a higher density than the fuel due to the presence of different hydrocarbon compounds. The mixture's distillation curves are distorted, especially when the low to the middle percent of blenders are added to fuels. However, higher percentages of additives show lower distillation temperatures.

Impact of oxygenated fuels on atmospheric emissions in major Colombian cities

The use of oxygenated gasolines has increased in Latin America over the past several years with the goal to reduce oil dependence, improve gasoline combustion and emit fewer pollutants to the atmosphere. Countries such as Brazil, Colombia, Mexico, Argentina, and Peru blend their gasoline with ethanol in different proportions. In Colombia, the regulation establishes a 10% vol of ethanol in gasoline (E10). Ethers are also used to oxygenate gasolines. MTBE (methyl tert-butyl ether) is blended in gasoline primarily in Mexico, Venezuela, and Chile, while ETBE (ethyl tertiary-butyl ether) is used in Argentina. The U.S. EPA Motor Vehicle Emissions Simulator (MOVES) model was adapted to Colombia to evaluate gasoline blends with two renewable oxygenates (ethanol and ETBE) on the emission of criteria pollutants (PM2.5, CO, NOx, SO2), Total Gaseous Hydrocarbons (TGH), Volatile Organic Compounds (VOCs), and toxic compounds. We followed the same approach used to build MOVES-Mexico and assess fuel specifications changes on vehicle emissions.The MOVES-Colombia model finds that E10 increases fuel volatility, VOCs, NOx, PM2.5, and SO2 emissions, and decreases CO relative to the unoxygenated base gasoline (E0). The impact of E10 consumption on air quality is due not only to primary pollutants, but also to the emission of ozone and PM2.5 precursors. Compared to E10 and E0, the ETBE blends reduce fuel volatility and emissions of VOCs, TGH, CO, NOx, PM2.5, and SO2. The introduction of ETBE could help major urban areas to meet air quality standards even with their current vehicle fleets. This work highlights that the effect of new fuel specifications needs to be properly assessed in terms of air quality before they are put in place. The development of modeling tools, such as MOVES-Colombia, facilitates the study of fuel quality and vehicle technology on pollutant emissions.

Tert-Butyl Ethers of Renewable Diols as Oxygenated Additives for Motor Gasoline. Part I: Glycerol and Propylene Glycol Ethers

The study investigates tert-butoxy alkanols (otherwise defined as polyol tert-butyl ethers) that have vicinal tert-butoxy and hydroxy groups in their molecules from the perspective of their usability as oxygenated additives for motor gasoline. A series of propylene glycol mono-tert-butyl ether (PTBE) and glycerol di-tert-butyl ether (di-GTBE) samples were prepared: PTBE by direct acid-catalytic alkylation of diols with tert-butanol, and di-GTBE by alkylation of epichlorohydrin. Adding PTBE and di-GTBE to base motor gasoline was found to improve its antiknock performance: the average blending research octane number to blending motor octane number ratios (bRON/bMON) equaled 120/111 and 124/104 for PTBE and di-GTBE, respectively. Furthermore, the effects of the ether additives on the properties of ethanol-blended base gasoline were characterized. Finally, the study describes the effect of polyol tert-butyl ether additives on the cloud point depression of ethanol-blended gasoline (low-temperature phase stabilization) and demonstrates a positive synergistic effect of adding the ethers mixed with ethanol

Tert-Butyl Ethers of Renewable Diols as Oxygenated Additives for Motor Gasoline. Part I: Glycerol and Propylene Glycol Ethers

The study investigates tert-butoxy alkanols (otherwise defined as polyol tert-butyl ethers) that have vicinal tert-butoxy and hydroxy groups in their molecules from the perspective of their usability as oxygenated additives for motor gasoline. A series of propylene glycol mono-tert-butyl ether (PTBE) and glycerol di-tert-butyl ether (di-GTBE) samples were prepared: PTBE by direct acid-catalytic alkylation of diols with tert-butanol, and di-GTBE by alkylation of epichlorohydrin. Adding PTBE and di-GTBE to base motor gasoline was found to improve its antiknock performance: the average blending research octane number to blending motor octane number ratios (bRON/bMON) equaled 120/111 and 124/104 for PTBE and di-GTBE, respectively. Furthermore, the effects of the ether additives on the properties of ethanol-blended base gasoline were characterized. Finally, the study describes the effect of polyol tert-butyl ether additives on the cloud point depression of ethanol-blended gasoline (low-temperature phase stabilization) and demonstrates a positive synergistic effect of adding the ethers mixed with ethanol.

Volatility criteria and physicochemical properties of the promising dimethyl carbonate-gasoline blends

Increased need for energy resources, as well as the urgent need to improve the air quality, have prompted further research to meet these challenges. Great efforts have been directed to reducing the impact of exhaust emissions. In literature, the effect of blending dimethyl carbonate (DMC) into fuel on engine performance and exhaust emissions has been investigated, and the obtained results were promising in decreasing exhaust emissions. In the present work, the effect of blending DMC into gasoline on the physicochemical properties was studied. Six fuel blends were prepared by blending base gasoline (G) with (0%, 2%, 4%, 6%, 8%, and 10%) of DMC. The volatility characteristics of the fuel blends were studied, such as the distillation curve, vapor pressure, and driveability index. The octane rating and the physicochemical properties of the fuel blends were also studied. The results of the study showed interesting findings that encourage refineries to be interested in this promising fuel additive. The results showed that the addition of DMC to gasoline has a very slight effect on the volatility of gasoline, unlike other oxygenated additives like short chain alcohols which cause a significant increase in the fuel volatility. The addition of DMC to gasoline causes an insignificant increase in the vapor pressure as the addition of 10% of DMC increases the vapor pressure by 2 kPa while it does not affect the values of T10, T50, and T90, which are the most important parameters of the distillation curve. The results also showed that its addition causes a remarkable increase in the octane rating. The RON has increased for the G-10DMC blend by about 5 points making the DMC a promising octane booster.

Unraveling the Superior Role of Characterizing Methyl Ester of Isohexene as an Innovative High-Octane Gasoline Mixing Component

High concentrations of isoolefinic hydrocarbons can adversely affect the physical, chemical, mechanical, and ecological characteristics of gasoline fuels. One of the solutions to reduce olefin contents is the utilization of the methoxylation process. The current paper declares a perspective toward a gasoline-component-first technique, revealing an innovative high-octane additive on the basis of isoolefinic components, like isohexene. The olefin content of isohexene was 94% volumetrically. This affected the chemical oxidation under atmospheric conditions. Several gasoline fuels and experimental facilities that match European and Russian requirements were used to execute the recent work. The objective of the methoxylation process is to enhance the chemical oxidation fuels to raise the portion of aliphatic hydrocarbon isomers, to decrease unwanted olefin content, as well as to generate high-octane motor ethers as gasoline octane boosters. The product can be defined as methyl ester of isohexene (MEIH). Various MEIH blends have been measured with other gasoline octane boosters and refinery products. The results proved that antidetonation properties of MEIH were higher than those of base gasolines, tertiary amyl methyl ether (TAME), and isohexene and approximately equal to that of methyl tertiary butyl ether (MTBE). Additionally, the results of the calculated MEIH mixing octane rating were from 104.3 to 131.5 for the research method and from 87.5 to 120.0 for the motor method. Likewise, the olefin content of MEIH was 74.2% when the methoxylation process was applied for isohexene. The oxygen content of MEIH was 3.3 wt %, with no oxygen content in the sample of isohexene. Those have been done thanks to the utilization of the methoxylation process of isohexene. Finally, MEIH provided an individual perspective as a liquid transportation fuel with merits over isohexene, in terms of antidetonation properties, olefin contents, as well as a distillation characteristic range.

Performance Estimation of a Downsized SI Engine Running with Hydrogen

Hydrogen is a carbon-free fuel that can be produced in many ways starting from different sources. Its use as a fuel in internal combustion engines could be a method of significantly reducing their environmental impact. In spark-ignition (SI) engines, lean hydrogen–air mixtures can be burnt. When a gaseous fuel like hydrogen is port-injected in an SI engine, working with lean mixtures, supercharging becomes very useful in order not to excessively penalize the engine performance. In this work, the performance of a turbocharged PFI spark-ignition engine fueled by hydrogen has been investigated by means of 1-D numerical simulations. The analysis focused on the engine behavior both at full and partial load considering low and medium engine speeds (1500 and 3000 rpm). Equivalence ratios higher than 0.35 have been considered in order to ensure acceptable cycle-to-cycle variations. The constraints that ensure the safety of engine components have also been respected. The results of the analysis provide a guideline able to set up the load control strategy of a SI hydrogen engine based on the variation of the air to fuel ratio, boost pressure, and throttle opening. Furthermore, performance and efficiency of the hydrogen engine have been compared to those of the base gasoline engine. At 1500 and 3000 rpm, except for very low loads, the hydrogen engine load can be regulated by properly combining the equivalence ratio and the boost pressure. At 3000 rpm, the gasoline engine maximum power is not reached but, for each engine load, lean burning allows the hydrogen engine achieving much higher efficiencies than those of the gasoline engine. At full load, the maximum power output decreases from 120 kW to about 97 kW, but the engine efficiency of the hydrogen engine is higher than that of the gasoline one for each full load operating point.

Analysis of Combustion and Cycle to Cycle Variations of an Ethanol (E100) Fueled Spark-Ignition Engine

Ethanol, produced from biomass, is a renewable fuel that can be an attractive alternative fuel to gasoline for the increasing concerns of energy security and the environment. In the present work, combustion characteristics of ethanol (E100) fueled spark-ignition engine are compared with base gasoline fuel, and consecutively evaluated the cycle-to-cycle variations (CCV) of the engine parameters using statistical analysis. These investigations were performed on a 250cc air-cooled four-stroke single-cylinder port-fuel injection spark-ignition fueled with ethanol and gasoline fuels. The engine was operated at 3500 rpm and 4000 rpm of engine speed while maintaining the same loads for ethanol and gasoline. It was found from the results that the peak in-cylinder pressure (Ppeak) is lower with ethanol than gasoline at a given load. The Ppeak decreased from 27.5 to 25.5 bar when ethanol was used in the engine at 9.8:1 compression ratio, 3500 rpm, and 5 Nm load. Moreover, the mass fraction burned of the air-fuel mixture was faster for ethanol as compared to gasoline. The CCV with Ppeak, location of Ppeak, engine speed, and indicated mean effective pressure (IMEP) were evaluated. The result showed that CCV of Ppeak and its location were lowered for ethanol related to gasoline. A decrement in the coefficient of variation (COV) of Ppeak and its location from 11.6% to 8.3% and 12.6% to 11.7%, respectively, were observed when ethanol was utilized in the engine instead of gasoline at 3500 rpm and 5 Nm load. This resulted in a decrease in the COV of IMEP and engine speed by 2.8% and 0.25%, respectively, for ethanol as compared to gasoline at 3500 rpm and 5 Nm. This study results indicate the combustion stability of spark ignition engine with ethanol (E100) is better than gasoline fuel.

Understanding of the octane response of gasoline/MTBE blends

Despite the wide utilization of MTBE as an octane booster for market gasoline fuels, the blending characteristics of methyl tert-butyl ether (MTBE) with gasoline fuels are not fully understood. This arises from the lack of octane number measurement of MTBE/gasoline blends, along with lack of detailed analyses of MTBE blending characteristics. In an attempt to address the knowledge gap in MTBE blending, this study provides new research octane number (RON) and motor octane number (MON) measurements of MTBE blended with various pure components and gasoline fuels. The first set of blends were binary mixtures of pure components blended with MTBE. The pure components we chosen to represent PIONA (paraffins, iso-paraffins, olefins, naphthenes and aromatics) molecular classes. The second set of blends were Fuels for Advanced Combustion Engines (FACE) and market gasoline fuels with MTBE. It was observed that the addition of MTBE to n-paraffins, iso-paraffins and olefins results in synergistic octane number effect while linear-by-volume and antagonistic blending was observed for MTBE blends with naphthenes and aromatics, respectively. The octane numbers and response of gasoline/MTBE blends are also dependent on the composition of the base gasoline fuel. These new measurements along with literature dataset were utilized to develop octane predictive models for MTBE blended with gasoline fuels. Various blending rules such as linear-by-volume (LBV), octane sensitivity (OS) and PIONA based models were developed in this work. The most accurate model was the linear-by-volume with the iso-paraffins and aromatics terms where more than 80% of the predictions are within the experimental reproducibility limits. The model can be used to predict and quantify the characteristics of octane boost caused by MTBE addition to gasoline fuels. It can also be used to optimize the octane boost due to the addition of MTBE by changing the composition of the base gasoline fuel.

Merit function for simultaneous optimization of fuel properties, naturally aspirated spark-ignition engines equipped with port fuel injection system, and regulated emissions

Merit function allows systematically rank gasolines to better understand the relationship between fuel properties and thermal engine efficiency relative to E10 gasoline. In this sense, merit function was employed to ranking Mexican gasolines and for optimization of fuel properties. The performance of fuels was extended to investigate thermal engine efficiency, fuel consumption, and regulated emissions. Three base gasolines were blended with ethyl-tert-butyl-ether (ETBE), methanol, ethanol, dimethyl carbonate or isobutanol at 3.5, 10, and 20 wt% of oxygen. Fuels were tested in a mono cylinder spark-ignition research engine, which is coupled to an asynchronous dynamometer and equipped with an emissions analysis system.Results obtained in the mono cylinder engine show that gasolines blended with ETBE, or ethanol improve thermal engine efficiency (+2.4%) in line with a reduction of fuel consumption (−1.0%) relative to Premium gasoline. Besides, emissions of NO (−3.6%), HC (−3.1%), and CO (−8.5%) show a steadily reduction compared to those observed for Premium gasoline. However, gasolines blended with ethanol present a major impact on thermal engine efficiency, fuel consumption, and emissions (of CO and hydrocarbons) respect to those blended with ETBE. In fact, we found that a gasoline blended with ethanol (9.4% vol.%) could help to reduce by 5.5%, 7.5%, 11.3%, and 1.2% emissions of NO, HC, CO, and CO2, respectively, by boosting thermal engine efficiency (+3.5%) with a reduction on fuel consumption (−1.0%), relative to Premium gasoline. For the old vehicular fleet from México, a merit function based on Regular gasoline is proposed. It was found that the US E10 gasoline has a negative impact on thermal engine efficiency (−1.0%) relative to Regular gasoline. Results obtained in this investigation confirm that boosting the merit score by enhancing fuel properties relative to E10 or Regular gasolines, result in a reduction of the final emissions. However, there is not a clear correlation among the magnitude of variation of emissions, fuel consumption, thermal engine efficiency, and merit score.

Influence of sweet orange peel oil additive on physicochemical properties of gasoline

The effect of a sweet orange peel oil additive on fuel blends of low-octane gasoline was investigated. The additive contains limonene, β-myrcene, eugenol, and triacetin, which have characteristics resembling gasoline but with advantages in terms of molecular structure that can increase RON and produce a homogeneous mixture. The additive changed the molecular behaviors influencing the physicochemical properties of the fuel blends. The experiments were conducted using fuel blends with additive fractions of 0%–75% (v/v). The fuel blends were mixed manually in 50-ml volumes in closed beaker glasses under STP conditions. The physicochemical properties were then measured to evaluate the chemical molecular structure compositions, viscosities, densities, heating values, and RONs of the blends, to determine the effect of the fuel additive on engines.The results show that the additive compounds were able to change the molecular behaviors of the fuel blends. The fuel blends produced 50 hydrocarbon compounds from 32 pure gasoline hydrocarbon compounds, which influenced the physical properties of the blends. The viscosities, beyond the lowest value at approximately 1.8 cSt, exhibited an increasing pattern compared to the viscosity of base gasoline fuel. The density and heating values tended to increase, even though there were fluctuating values due to intramolecular force movement and differences in molecular dipoles in the fuel blends. The RONs of the fuel blends, with additive fractions of 1%, 5%, 10%, 25%, 50%, and 75%, increased to 88.2, 91.5, 92.1, 95.7, 103.9, and 120.45, respectively. The increase in RON was also affected by the additive components among the fuel-blend molecules, which reacted to form highly stable hydrocarbon molecules, particularly aromatic and branched hydrocarbons, that inhibited combustion at low temperatures. Therefore, sweet orange peel oil as an additive can improve the physicochemical properties of gasoline, and thus can be mixed with any commercial fuel, especially those with a low octane number. It can be used for engines that require standard physical and high-octane properties.

Performance of Anisole and Isobutanol as Gasoline Bio-Blendstocks for Spark Ignition Engines

Several countries have set ambitious targets for the transport sector that mandate a gradual increase in advanced biofuel content in the coming years. The current work addresses this transition and indicates two promising gasoline bio-blendstocks: Anisole and isobutanol. The whole value chains of these bio-components were considered, focusing on end-use performance, but also analyzing feedstock and its conversion, well-to wheel (WTW) greenhouse gas (GHG) emissions and costs. Three alternative fuels, namely a ternary blend (15% anisole, 15% isobutanol, 70% fossil gasoline on an energy basis) and two binary blends (15% anisole with fossil gasoline and 30% isobutanol with fossil gasoline), were tested, focusing on their drop-in applicability in spark ignition (SI) engines. The formulated liquid fuels performed well and showed the potential to increase brake thermal efficiency (BTE) by 1.4% on average. Measured unburned hydrocarbons (HC) and carbon monoxide (CO) emissions were increased on average by 12–29% and 17–51%, respectively. However, HC and CO concentrations and exhaust temperatures were at acceptable levels for proper catalyst operation. The studied blends were estimated to bring 11–22% of WTW GHG emission reductions compared to base gasoline. Additionally, the fleet performance and benefits of flexi-fuel vehicles (FFV) were modeled for ternary blends.

Improving the gasoline properties by blending butanol-Al2O3 to optimize the engine performance and reduce air pollution

In this study, butanol, as an oxygenate additive and alumina as a nano metal particle, was mixed with pure gasoline. Different blends were tested, and operational tests were done on an engine with different engine speeds. Those additives were added to decrease air pollution due to the higher oxygen content of butanol, which can make combustion more complete, and nano metal additive, which has suitable potential to enhance engine performance, especially Brake Specific Fuel Consumption (BSFC). The results indicate that adding the additives mentioned above to the pure gasoline has led to an increase the engine performance. In this regard, the engine power has increased by 10% by adding alumina. Moreover, combining the base gasoline with additives enhances CO2 and reduces NOx and emissions of hydrocarbons. In this research, carbon monoxide was diminished by adding alcohol up to 50% in some conditions, and the emitted hydrocarbons through the atmosphere were declined by up to 20%. Moreover, optimization results showed that higher optimization is achieved when 5% of butanol and 1 g of alumina are used. Under these conditions, the results of CO, CO2, NOx and HC emissions were 1.099, 4.699, 113.9 and 77.5 ppm, respectively.

Application of composite TNA nanoparticle with bio-ethanol blend on gasoline fueled SI engine at different lambda ratios

In this research, a novel composite nanomaterial is synthesized and blended with gasoline and gasoline-bioethanol in different operational conditions of the engine. The investigated engine is EF7 spark-ignited (SI) that is operated in 25%, 50%, 75%, and 100% under λ = 0.7 and λ = 1.0 at 1400 rpm and 2800 engine speeds. The Ag/Nb co-doped TiO2 (TNA) is emulsified and homogenized with base gasoline and 80% gasoline-20% bioethanol. The results of emission and engine performance are compared with baseline gasoline. The results allow comparing the effect of composite nanoparticle on customary gasoline and blended gasoline-bioethanol at ideal stoichiometric and rich combustion condition. The results indicate that the gasoline-nano application is economic at lower loads (26.76% reduction in BSFC), whereas the gasoline-bioethanol-nano blend at 100% load is the best choice with up to 32.87% save in fuel consumption. Further, the proposed fuel structure with nano addition can decrease the emissions of CO, UHC, NOx, and CO2, while this decrease is more noticeable when the engine is not working ideally at λ = 0.7.

Experimental research on ethyl acetate as novel oxygenated fuel in the spark-ignition (SI) engine

ABSTRACT It is known that blending oxygenated fuels to gasoline can increase knock resistance of the fuel and reduce exhaust emissions. In this experimental research, ethyl acetate as a new and renewable oxygenated fuel which is produced through the reaction of ethanol with acetic acid was added to base gasoline at 5% (E5) and 10% (E10) volume ratios to investigate its effect on engine performance and exhaust emissions. For this, a single-cylinder and four-stroke SI engine was utilized, and engine experiments were carried out under low, medium, high and full load at a constant engine speed of 1500 rpm. The potential for the ethyl acetate as oxygenated fuel was also further investigated by distillation tests. In addition, a fuel cost analysis based on brake specific fuel consumption and fuel price was performed. Results revealed that E5 and E10 displayed superiors in terms of CO and HC emissions to base gasoline. It was determined that oxygen content in ethyl acetate led to decrease in CO and HC emissions by 54.5% and 50.1%, respectively. However, NOX emissions dramatically increased by 81.1% with fuel blends operation and engine performance parameters such as brake specific fuel consumption (BSFC) and brake thermal efficiency (BTE) deteriorated. Furthermore, the fuel economy analysis showed that 5 vol.% and 10 vol.% ethyl acetate blends with base gasoline presented averagely 38.9% and 84.5% higher fuel cost relative to gasoline.

A Comparison Study on Emission Characteristics of Using Higher Alcohol Oxygenates with Gasoline in a Multipoint Fuel Injection Spark-Ignition Engine

Abstract Usage of oxygenates has become common practice for improving gasoline properties. In this study, two oxygenates, one from the ether family (diisopropyl ether (DIPE)) and one from the alcohol family (n-butanol), were mixed with gasoline at 5, 15, and 25 % by volume to get D5, D15, D25, N5, N15, and N25 blends. Blends of DIPE (D5, D15, and D25) and n-butanol (N5, N15, and N25) were tested in a four-stroke four-cylinder multipoint fuel injection spark-ignition engine at 0.33 MPa (brake mean effective pressure) over a speed range of 1,400 to 2,800 r/min with 200 r/min increments. The performance and emission behavior obtained from blends of DIPE and n-butanol were compared with base gasoline. Lower hydrocarbon and carbon monoxide emissions are observed for oxygenate blends than for gasoline. However, blends of DIPE and butanol emitted higher nitrogen oxide (NOx) than gasoline. The retarded spark timing from 14° before top-dead-center (bTDC) to 12° bTDC reduced NOx emissions from blends. The study also concludes that DIPE is a suitable and comparable oxygenate additive to n-butanol and offers high knock resistance equal to n-butanol.

A research on fuel properties of bioethanol produced from waste bread

In this study, fuel properties of two bioethanol fuel, one produced from waste bread (E100b) and the other originated from sugar beet (E100) and base gasoline (E0) were treat as a subject. It was investigated that the properties of fuel blends formed by mixing both bioethanol with gasoline in the same proportions as 5, 10, 15, 85%. The evaluation was based on the fuel properties, which are thought to have the most influence on engine operation, such as density, purity, kinematic viscosity, octane number, heating value. Waste bread based- bioethanol has been found to cause an increasing effect on the density, kinematic viscosity, while decreasing the heating value to some extent. The results showed that differences in fuel properties among both bioethanol that are thought to be related to purity can be ignored for fuel blends with low bioethanol content.