Cetane Improver Research Articles

Effect of Exhaust Gas Recirculation and Isobutanol Additive on Biodiesel Fuelled Diesel Engine for the Reduction of NOx Emissions

Cetane helps to reduce the ignition delay, which in turn reduces the combustion temperatures thereby reduce NOx emissions. Exhaust gas recirculation (EGR) proved to be an effective way to reduce the NOx emissions. In this present experimental work, a combination of exhaust gas recirculation and cetane improver Isobutanol is used to investigate the performance and exhaust emissions of a single cylinder four stroke naturally aspirated direct injection and air cooled diesel engine. Test results shown that the brake thermal efficiency increases with the increase in the percentage of EGR which is accompanied by a reduction in brake specific fuel consumption and exhaust gas temperatures, and that biodiesel with cetane improver under 20%EGR reduces NOX emissions by 33% when compared to baseline fuel without EGR. However carbon monoxide (CO), hydro carbon (HC) and smoke emissions increased with an increase in percentage of EGR.

Fast Determination of 2-Ethylhexyl Nitrate Diesel/Biodiesel Blends by Distillation Curves and Chemometrics

A new method for the quantification of 2-EHN (2-ethylhexyl nitrate) was developed and validated. In order to speed up and simplify the chemical analysis of diesel samples throughout inspection procedures, we propose a single analytical method to determine 2-ethylhexyl nitrate by using the distillation curves routine assay used to evaluate the quality of diesel (ASTM D86). This test was allied with multivariate calibration based on PLS (partial least squares) regression. The results were comparable with reference methodology. Using distillation curves of commercial diesel samples results in a prediction of the cetane improver content with relative standard deviations lower than 12% for all fuel samples. Since this correlation was established using commercial samples, the new approach is immediately applicable in the petrochemical industry, which needs an adaptation to biodiesel/diesel blends.

Experimental study of 2-ethylhexyl nitrate effects on engine performance and exhaust emissions of a diesel engine fueled with n-butanol or 1-pentanol diesel–sunflower oil blends

Vegetable oil based microemulsion blends have received increased attention due to its free major drawback like chemicals, catalysts and process heat of transesterification compared to biodiesel. However, the lower cetane number (CN) of a vegetable oil based microemulsion blends prevents its using in diesel engines because of poorer self-ignitability. This study focused on the effect of 2-ethylhexyl nitrate (EHN) (cetane improver) addition on fuel properties, and engine performance and exhaust emission characteristics of diesel engine fueled with microemulsion blends. EHN was added at 500, 1000 and 2000ppm concentration to diesel (D) (70vol.%), sunflower oil (S) (20vol.%) and n-butanol (B) (D70S20B10) or 1-pentanol (P) (10vol.%) (D70S20P10) microemulsion blends to study its effect. Microemulsion blends with EHN were tested on a turbocharged direct injection (TDI) diesel engine at fixed engine speed (2200rpm) and five different engine loads. The addition of EHN to microemulsion blends had positive effect on CN without causing any significant negative effect on other fuel properties of microemulsion blends. Engine performance test results showed that microemulsion blends with EHN had little effect on brake power and brake mean effective pressure (BMEP). Brake specific fuel consumption (BSFC) values reduced with increase of EHN concentration in the microemulsion blends in the range of 2.49–8.17%. Addition of EHN to microemulsion blends produced lower mean oxides of nitrogen (NOx) in the range of 0.26–5.26%. D70S20B10 with 2000ppm EHN has the best effects on the reduction of NOx emissions. However, carbon monoxide (CO) emissions increased in the range of 7.16–23.46% with increased presence of EHN concentration in microemulsion blends. Different trend in hydrocarbon (HC) emissions for D70S20B10 and D70S20P10 with EHN were observed.

Effects of a cetane improver on fuel properties and engine characteristics of a diesel engine fueled with the blends of diesel, hazelnut oil and higher carbon alcohol

Among vegetable oils, hazelnut oil (H), because of its high oleic acid content, is an important biofuel resource for use in diesel engines. Microemulsion, which is a viscosity reduction method, is a more practical and less time-consuming method as compared to transesterification, and can be used to blend diesel (D), vegetable oils and higher alcohols such as n-butanol (nB) and 1-pentanol (Pn), which have a promising future as biofuels for diesel engines, which, in return, can increase the biofuel utilization rate in diesel engines. While alcohols are known to have low cetane numbers, it is necessary to keep the cetane number of microemulsion based fuels high enough. Thus, in this work, 2-ethylhexyl nitrate (EHN) cetane improver was added at 500, 1000 and 2000ppm concentration to the microemulsions of D (70vol.%)–H (20vol.%)–nB (10vol.%) (DnBH) or Pn (10vol.%) (DPnH) and the effects of the cetane improver on fuel properties and engine characteristics were investigated in detail. Addition of EHN to DnBH and DPnH microemulsions increased the cetane number by about 13.12% and 12.26%, respectively while it did not have any significant effect on density, kinematic viscosity, cloud point, cold filter plugging point (CFPP) or flash point. The engine tests were performed on a direct-injection, turbocharged diesel engine (TDI) at five engine loads (0%, 30%, 60%, 90% and 100%) at 2200rpm constant engine speed. As compared to DnBH and DPnH microemulsions, the addition of EHN cetane improver notably decreased brake specific fuel consumption (BSFC) and oxides of nitrogen (NOx) and increased carbon monoxide (CO) emissions, but had the opposite effects on hydrocarbon (HC) emissions for both microemulsions.

Comparative studies of a bioethanol fuelled DI diesel engine with a cetane improver

Flowers of madhuca indica tree are found to be a potential source for bioethanol production. The present work is aimed to study the effect of diethyl ether (DEE) as a cetane improver on engine behaviour when the DEE is added to bioethanol diesel emulsion in little quantities and used as fuels. 1% and 2% of DEE were added on a volume basis to BDE15 (bioethanol-diesel emulsion up to 15%) and named as BDED1% and BDED2% respectively. The combustion, performance and emission results were compared with those of diesel operation. The results showed that the bioethanol diesel emulsion operation, with and without the cetane improver, showed a higher brake specific energy consumption and exhaust gas temperature than that of diesel operation at maximum brake power. There was a simultaneous reduction of brake specific nitric oxide (BSNO) and smoke emission with the addition of cetane improver in bioethanol diesel emulsion. [Received: February 4 2014; Accepted: September 20 2014]

Effect of Diethyl Ether Addition to Palm Stearin Biodiesel Blends on Nox Emissions from a Diesel Engine

Biodiesel is a renewable substitute for mineral diesel and has several advantages those include reduced toxic emissions, biodegradability and good lubricating property. Despite these advantages, many researchers have shown that biodiesel emits higher NOx (Nitrogen oxides) emissions than the conventional diesel. Choice of biodiesel, blends in optimum percentage and reduction of the duration of premixed combustion by shortening the ignition delay period are some of the effective methods to reduce the NOx emissions. An attempt has been made to reduce the toxic emissions using the biodiesel palm stearin and Cetane improver additive DEE (Diethyl Ether). The DEE is added to the palm stearin biodiesel blends B10, B20 and B30 at 0.001%, 0.003%, 0.005% by volume in each case and tested for emissions in a 4 stroke single cylinder diesel engine at different loads and compared with the emissions of sole blends and sole mineral diesel. Results showed that significant reduction in NOx emissions can be achieved with the blends of Palm stearin together with DEE additive and also CO and HC emissions could be achieved with appropriate mixing of blends and additives.

Performance and emission characteristics of a high-compression-ratio diesel engine fueled with wood pyrolysis oil-butanol blended fuels

WPO (Wood pyrolysis oil) has the potential to replace a considerable volume of conventional fossil fuels. However, the application of WPO in a diesel engine is constrained because of its poor properties, including a low cetane number, high water content, and high viscosity. In this study, two strategies are adopted to facilitate the use of WPO in a compression ignition engine. First, the properties of WPO are enhanced by introducing n-butanol and two cetane improvers as additives. Blending with n-butanol effectively reduces the viscosity of WPO to the proper level for use in conventional engines while suppressing WPO polymerization, which would otherwise spontaneously produce gummy polymers. The combination of WPO and n-butanol maintains the percentage of biomass-derived fuels in the final blends at 75 wt%. The auto-ignitability of the WPO-butanol blended fuel is improved by the addition of the cetane boosters, PEG 400 (polyethylene glycol 400) and 2-EHN (2-ethylhexyl nitrate). Second, the compression ratio of the engine is increased to 25 from 17.1 to secure stable combustion of the blended fuels by creating high in-cylinder temperature conditions. Experimental results show that stable combustion characteristics are obtained for WPO-blended fuels with a maximum WPO content of 30 wt%. The combustion of WPO-blended fuels produces more hydrocarbon and carbon monoxide emissions than diesel fuel combustion over most of the engine load range. However, nitrogen oxides and particulate matter emissions for the blended fuel with 30 wt% WPO (Blend D) are similar to or lower than those of diesel fuel over the entire engine load range of IMEP (indicated mean effective pressures), 0.2–0.8 MPa.

Effect of Cetane Improver on Combustion and Emission Characteristics of Coal-Derived Sasol Isomerized Paraffinic Kerosene in a Single Cylinder Diesel Engine

Sasol isomerized paraffinic kerosene (IPK) is a coal-derived synthetic fuel under consideration as a blending stock with JP-8 for use in military ground vehicles. Since Sasol IPK is a low ignition quality fuel with derived cetane number (DCN) of 31, there is a need to improve its ignition quality. This paper investigates the effect of adding different amounts of Lubrizol 8090 cetane improver to Sasol IPK on increasing its DCN. The experimental investigation was conducted in a single cylinder research type diesel engine. The engine is equipped with a common rail injection system and an open engine control unit. Experiments covered different injection pressures and intake air temperatures. Analysis of test results was made to determine the effect of cetane improver percentage in the coal-derived Sasol IPK blend on auto-ignition, combustion and emissions of carbon monoxide (CO), total unburned hydrocarbon (HC), oxides of nitrogen (NOx), and particulate matter (PM). In addition, the effect of cetane improver on the apparent activation energy of the global auto-ignition reactions was determined.

An experimental investigation to study the effect of fuel additives and exhaust gas recirculation on combustion and emissions of diesel–biodiesel blends

Cetane improver, Di-Tertiary Butyl Peroxide (DTBP), is used as a fuel additive to diesel–biodiesel blends to investigate the effect of exhaust gas recirculation (EGR) on diesel engines. Experiments were conducted on a single-cylinder, four-stroke and direct injection diesel engine with the said fuels using EGR to investigate the effect of fuel additive and EGR. The results reveal that the ignition of biodiesel blends is advanced by a few degrees crank angle (CA) and consequently peak pressure is preponed by 2–3° and also the combustion is finished earlier than that of diesel. With increase in the percentage of both biodiesel and DTBP, carbon monoxide (CO) and hydro carbon (HC) emissions were reduced considerably. CO emission reduction of 17–19 % and HC emission reduction of 23–25 % were observed with biodiesel with fuel additive when compared to that of diesel. With the combined effect of EGR and DTBP, NOx emissions were reduced by 33–35 % when compared to pure diesel without EGR. Smoke increase of 9 % was observed with EGR when compared to conventional diesel engine.

Performance and Emission Improvement of Biodiesel Fueled Diesel Engine with Exhaust Gas Recirculation and Ethyl Hexyl Nitrate Additive

Performance, combustion and emission results of the diesel engine fueled with biodiesel blends with cetane improver as additive are presented in this paper. Cetane improver Ethyl Hexyl Nitrate (EHN) as 0.5% and 1% by volume is added as an additive to diesel-biodiesel blends. Experiments were conducted on a single cylinder, four stroke, and naturally aspirated, direct injection diesel engine with the said fuels using Exhaust Gas Recirculation (EGR) to analyze the performance, combustion and emissions. Experimental results reveal that both cylinder pressure and Heat Release Rate (HRR) decreased with increase in blend percentage and EGR as well. With increase in EHN percentage, CO and HC emissions decreased considerably while NOx decreased marginally. Smoke increases with increase in both EHN and EGR, however, at a particular EGR, blends with cetane improver present the better performance with improved emissions.

Characterization of Reactivity Controlled Compression Ignition (RCCI) Using Premixed Gasoline and Direct-Injected Gasoline with a Cetane Improver on a Multi-Cylinder Engine

The focus of the present paper was to characterize Reactivity Controlled Compression Ignition (RCCI) using a single-fuel approach of gasoline and gasoline mixed with a commercially available cetane improver on a multi-cylinder engine. RCCI was achieved by port-injecting a certification grade 96 research octane gasoline and direct-injecting the same gasoline mixed with various levels of a cetane improver, 2-ethylhexyl nitrate (EHN). The EHN volume percentages investigated in the direct-injected fuel were 10, 5, and 2.5%. The combustion phasing controllability and emissions of the different fueling combinations were characterized at 2300 rpm and 4.2 bar brake mean effective pressure over a variety of parametric investigations including direct injection timing, premixed gasoline percentage, and intake temperature. Comparisons were made to gasoline/diesel RCCI operation on the same engine platform at nominally the same operating condition. The experiments were conducted on a modern four cylinder light-duty diesel engine that was modified with a port-fuel injection system while maintaining the stock direct injection fuel system. The pistons were modified for highly premixed operation and feature an open shallow bowl design. The results indicate that the authority to control the combustion phasing through the fuel delivery strategy (e.g., direct injection timing or premixed gasoline percentage) ismore » not a strong function of the EHN concentration in the direct-injected fuel. It was also observed that NOx emissions are a strong function of the global EHN concentration in-cylinder and the combustion phasing. Finally, in general, NOx emissions are significantly elevated for gasoline/gasoline+EHN operation compared with gasoline/diesel RCCI operation at a given operating condition.« less

Single excitation–emission fluorescence spectrum (EEF) for determination of cetane improver in diesel fuel

A highly sensitive spectrofluorimetric method has been developed for the determination of 2-ethylhexyl nitrate in diesel fuel. Usually, this compound is used as an additive in order to improve cetane number.The analytical method consists in building the chemometric model as a first step. Then, it is possible to quantify the analyte with only recording a single excitation–emission fluorescence spectrum (EEF), whose data are introduced in the chemometric model above mentioned. Another important characteristic of this method is that the fuel sample was used without any pre-treatment for EEF.This work provides an interest improvement to fluorescence techniques using the rapid and easily applicable EEF approach to analyze such complex matrices. Exploding EEF was the key to a successful determination, obtaining a detection limit of 0.00434% (v/v) and a limit of quantification of 0.01446% (v/v).

PROPERTIES AND PERFORMANCE OF E-BIODIESEL WITH CETANE IMPROVER ON VARIABLE COMPRESSION RATIO ENGINE

In the transport sector, a Major source of energy is from diesel engine. Karanja oils have a great potential to be alternative fuel for diesel engines. Use of non-edible oil is helpful for food security. Blend of biodiesel, ethanol and diesel fuel improve some properties compared with biodiesel diesel blends and ethanol biodiesel blends. Addition of ethanol (CN-6 to 8) lowers cetane number of blend with the addition of cetane improver it can be overcome. This paper consist of investigation of properties of karanja biodiesel, karanja biodiesel with 15% ethanol and cetane improver(3ml) and karanja biodiesel with 20% ethanol and cetane improver (3ml). Also the performance of these blends investigated with the help of variable compression ratio engine taking 15,16,17,18 as a compression ratio. Addition of cetane improver (2-EHN), lower ignition delay and improve combustion quality. The effect of these blends on Brake Specific Fuel Consumption (BSFC), Brake Thermal Efficiency (BTE), Indicated Thermal Efficiency (ITE), Volumetric Efficiency, Mechanical Efficiency, Exhaust Gas Temperature (EGT) is Studied. From experimental result it is found that additional lubricity gives better output with minimum frictional loss as compared with conventional diesel. Cetane improver which gives better combustion characteristics reduces ignition delay and maximum amount of fuel burnt nearer to TDC and no fuel remain for the after combustion stage or exhaust pipe combustion. Lower heating value give less heat generation which causes lower exhaust gas temperature.

COMBUSTION, PERFORMANCE AND EXHAUST EMISSIONS OF THE DIESEL ENGINE OPERATING ON JET FUEL

The article focuses on bench testing results of a four-stroke, four-cylinder, direct-injection, naturally aspirated diesel engine operating on the normal 95vol% (class C) diesel fuel + 5vol% RME (DF), F-34 jet fuel (JF) and jet fuel F-34 treated with the cetane improver (JF+0.12vol%). The purpose of the research is to investigate the availability to use of military F-34 jet fuel for land-based direct injection diesel engine powering and examine the effect of F-34 fuel and F-34 fuel treated with 0.12vol% 2-ethylhexyl nitrate on the autoignition delay, combustion, engine performance, emissions and smoke opacity of the exhausts. The peak in-cylinder gas pressure generated from JF and JF+0.12vol% is lower by 4.3% and 2.8% at 1400 min –1 speed, and 2.5% and 5.7% at 2200 min –1 speed compared to that 86.6 MPa and 82.5 MPa of the normal diesel. At rated 2200 min –1 speed, the use of treated jet fuel leads to smoother engine performance under all loads and the maximum cylinder pressure gradient lowers by 9.4% as against that 15.9 bar/deg of base diesel. The minimum brake specific fuel consumption (bsfc) for F-34 and treated F-34 fuels decreases by 4.8% and 3.5% at 1400 min –1 speed and increases by 2.7% and 3.7% at 2200 min –1 speed compared to 249.5 g/kWh and 251.8 g/kWh values of base diesel. Maximum NO emissions produced from fuels JF and JF+0.12vol% decrease by 11.5% and 7.0% at 1400 min –1 , and 17.1% and 17.3% at 2200 min –1 speed compared to 1705 ppm and 1389 ppm emanating from the normal diesel. Maximum CO emissions produced from jet fuel JF and JF+0.12vol% decrease by 39.3% and 16.8% compared to that 4988 ppm produced from base diesel running at 1400 min –1 speed. At 2200 min -1 speed, the ecological effect of using fuel F-34 fuel decreases and the CO sustains over the whole load range at the same level and increases by 2.5% and 3.0% with regard to the normal diesel operating under high load. The HC emission also is lower by 78.3% and 58.8% for low and high loads compared to 230 ppm and 1820 ppm of the normal diesel running at 1400 min –1 speed. The smoke opacity generated from fuels JF and JF+0.12vol% sustains at lower levels over the all load range with the maximum values decreased by 14.6% and 8.1% with regard to 94.9% of the normal diesel operating at 1400 min –1 speed. The test results show that military F-34 fuel is a cleaner-burning replacement of diesel fuel and suggests fuel economy with reduced all harmful species, including NO, NO 2, NO x, CO, HC, and smoke opacity of the exhausts.

Experimental investigation of CI engine combustion, performance and emissions in DEE–kerosene–diesel blends of high DEE concentration

An experimental investigation had been carried out to evaluate the effects of oxygenated cetane improver diethyl ether (DEE) blends with kerosene and diesel on the combustion, performance and emission characteristics of a direct injection diesel engine. Initially, 2%, 5%, 8%, 10%, 15%, 20% and 25% DEE (by volume) were blended into diesel. The DEE–diesel blends have reduced the trade-off between PM and NOx of diesel engine and the optimum performance blend has been found as DE15D. Similarly, 5%, 10% and 15% kerosene (by volume) were blended into diesel to investigate the adulteration effect. In addition, a study was carried out to evaluate the effects of kerosene adulteration on DE15D by blending with 5%, 10% and 15% kerosene (by volume). The engine tests were carried out at 10%, 25%, 50%, 75% and 100% of full load for all test fuels. Laboratory fuel tests showed that the DEE is completely miscible with diesel and kerosene in any proportion. It was observed that the density, kinematic viscosity and calorific value of the blends decreases, while the oxygen content and cetane number of the blends increases with the concentration of DEE addition. The experimental test results showed that the DEE–kerosene–diesel blends have low brake thermal efficiency, high brake specific fuel consumption, high smoke at full load, low smoke at part load, overall low NO, almost similar CO, high HC at full load and low HC at part load as compared to DE15D blend.

바이오 오일-에탄올 혼합 연료의 고압축비 디젤엔진에서의 연소 및 배기특성

바이오매스 원료로부터 급속열분해 반응을 통하여 생산되는 바이오 오일은 화석연료를 대체할 수 있는 잠재력을 가지고 있다. 하지만, 바이오 오일은 에너지 밀도와 세탄가가 낮고 점성도가 높은 연료의 한계성이 있으므로 디젤엔진에 적용하기에는 제한적이다. 따라서, 안정적인 연소를 얻기 위해서는 바이오 오일을 세탄가가 높은 연료와 유화하거나 혼합하여 사용하여야 한다. 하지만 바이오 오일과 화석연료는 극성이 달라서 서로 혼합되지 않으며 가장 손쉽게 혼합되는 연료는 알코올계 연료이다. 본 연구에서는 바이오 오일의 연료특성을 향상시키기 위하여 에탄올 연료와 혼합하였으며, 연료의 자발화 특성을 향상시키기 위하여 세탄가 향상제인 PEG 400, 2-EHN 도 첨가하였다. 또한 최대 15%의 바이오 오일이 혼합된 혼합연료를 디젤엔진에서 안정적으로 연소시키기 위하여 고압축비 피스톤도 적용하였다.

Effect of Cetane Improver on Autoignition Characteristics of Low Cetane Sasol IPK Using Ignition Quality Tester1

This paper investigates the effect of a cetane improver on the autoignition characteristics of Sasol IPK in the combustion chamber of the ignition quality tester (IQT). The fuel tested was Sasol IPK with a derived cetane number (DCN) of 31, treated with different percentages of Lubrizol 8090 cetane improver ranging from 0.1 to 0.4%. Tests were conducted under steady state conditions at a constant charging pressure of 21 bar. The charge air temperature before fuel injection varied from 778 to 848 K. Accordingly, all the tests were conducted under a constant charge density. The rate of heat release was calculated and analyzed in detail, particularly during the autoignition period. In addition, the physical and chemical delay periods were determined by comparing the results of two tests. The first was conducted with fuel injection into air according to ASTM standards where combustion occurred. In the second test, the fuel was injected into the chamber charged with nitrogen. The physical delay is defined as the period of time from start of injection (SOI) to point of inflection (POI), and the chemical delay is defined as the period of time from POI to start of combustion (SOC). Both the physical and chemical delay periods were determined under different charge temperatures. The cetane improver was found to have an effect only on the chemical ID period. In addition, the effect of the cetane improver on the apparent activation energy of the global combustion reactions was determined. The results showed a linear drop in the apparent activation energy with the increase in the percentage of the cetane improver. Moreover, the low temperature (LT) regimes were investigated and found to be presented in base fuel, as well as cetane improver treated fuels.

Influence of support and supported phases on catalytic functionalities of hydrotreating catalysts

Different mixed-oxide supports were synthesized using homogeneous co-precipitation methods. Alumina–silica, alumina–titania, and alumina–zeolite supports were prepared and then impregnated with Mo (or W) and Co (or Ni) in order to evaluate their behavior in the dibenzothiophene hydrodesulfurization. Supports and supported catalysts were characterized by atomic absorption and textural properties. The conversion of model compounds (tetralin, 1-methylnaphthalene, and decalin) was investigated with the aim of understanding ring opening reaction over the support in presence of hydrogen. The model test reactions for support as well supported sulfide catalysts were carried out in a batch reactor at 4MPa and 340°C. Conversion of cyclo-compounds showed that decalin had the highest conversion followed by 1-methylnaphthalene and tetralin when using a silica–alumina supported catalyst. The hydrodesulfurization results as a function of support variation indicated that high acidity of support has positive effect on the hydrogenolysis of CS bond breaking. Thus, it is inferred that a balance between metal sites of hydrogenation and cracking of the support is critical in order to synthesize a bifunctional catalyst for deep hydrodesulfurization where sulfur removal as well as cetane improvement are mandatory.

Diesel Fuel Additives: an Overview

Diesel engines are widely used for transportation and power generation due to its better performance, reliability and durability. For the past three decades, there has been a consistent worldwide demand for the diesel fuel and quality, which resulted in degraded engine performance and increased pollutant concentration. At present demand for better diesel fuel is more. Diesel fuel quality can be improved either by better processing or with the use of additives. Additive treated fuel contributes to improve the performance, reduce emissions and gives longer life of the engine. Detergents and dispersant, cleanliness additive, cetane improver, combustion modifier and multifunctional additives are the major groups of additives. Detergent additives effectively prevent the buildup deposits, while dispersant include cleaning and disperse particulate matter in an extremely fine state. Cleanliness additives are organic detergents, to prevent deposits formation in the fuel injection system and maintain the injection system cleanliness over the useful life of the engine. Cetane improvers control the ignitability of diesel fuel, when it is sprayed into the combustion chamber and reduce the ignition delay period for the fuel. Combustion modifier is a group of metallic or ash containing additive, which is added in the fuel with a level of parts per million. The objective of the present paper is to give an overview about performance and emission of the combustion improving diesel fuel additives.

Effect of Cetane Improvers on Gasoline, Ethanol, and Methanol Reactivity and the Implications for RCCI Combustion

Effect of Cetane Improvers on Gasoline, Ethanol, and Methanol Reactivity and the Implications for RCCI Combustion