Gas Oil Fuels Research Articles

TEMPERATURE EXHAUST GAS ANALYSIS ON THE SHIP ENGINE

Dual-fuel diesel engine is an engine with the use of two fuels in the combustion process to get labor on the engine. The types of fuels used include methane gas and marine gas oil fuels. Methane is produced from vapor cargo tank liquified natural gas. The purpose of this study was to determine what causes high exhaust gas temperatures on the performance of the dual-fuel diesel engine using the fault tree analysis data analysis method. From the analysis of the research data, several problems were formulated, namely, the factors that could cause high exhaust gas temperatures in the dual fuel diesel engine were the lack of combustion air supply in the engine combustion chamber, incompatible combustion composition between oil and gas fuel, and the engine room that is extremely hot. The impact caused is damage to the machining components and decreased performance of the dual-fuel diesel engine. To overcome the decrease in work on the dual fuel diesel engine is to carry out maintenance and repair on every component of the engine that has problems and damage in accordance with standard procedures.

Keggin- and Dawson-type polyoxotungstates immobilized on poly(3,4-ethylenedioxythiophene)-coated zerovalent iron nanoparticles: Synthesis, characterization and their catalytic oxidative desulfurization activity

This work reports synthesis of new and hybrid nanocomposites composed of Keggin- and Dawson-type polyoxotungstates (POTs), namely Na3[PW12O40] (PW12) and K6[P2W18O62] (P2W18), immobilized on poly(3,4-ethylenedioxythiophene) (PEDOT) coated zerovalent iron (Fe0). The synthesized catalyst samples were analyzed by different characterization techniques including powder XRD, VSM, FESEM, EDX and DRS. The Fe0@PEDOT\\POTs magnetic nanocomposites have been investigated as efficient heterogeneous nanocatalysts for catalytic oxidative desulfurization (ODS) of model and real gasoil fuels. The catalytic ODS was carried out at various experimental conditions to assess the influences of individual reaction variables, such as nanocatalyst dosage, sulfur content (in model fuel), reaction time and reaction temperature. At the same experimental conditions, Keggin POTs-based catalyst (Fe0@PEDOT\\PW12) exhibited higher desulfurization activities (98.6% and 93.2% for model fuel and real gasoil, respectively) than Dawson- POTs-based (Fe0@PEDOT\\P2W18) catalyst (93.1% and 84% for model fuel and real gasoil, respectively). According to the results, the Fe0@PEDOT\\PW12 reusable nanocatalyst can retain high desulfurization efficiency after six reaction cycles.

Technical Review of Fin Addition Analysis of Air Intake Valve on Gas-Oil Fuel Engine

Modification of single-fuel diesel engine into dual-fuel diesel engine has been done by researchers to solve the problem of depletion petroleum reserves. Even the problem petroleum reserves are projected to be exhausted in the next 50 years. Gas-Oil fuel engine focus on solar-CNG as a fuel. Explanation of the difference in the fuel ratio of diesel engines with Gas-Oil fuel diesel engines has considerable differences. The factors that are discussed here are the factors of mixing air and fuel. The amount of fuel in the Gas-Oil fuel diesel engine causes an increase in the gas fuel mass flow rate (CNG), although with the addition of fuel gas, the mass flow rate of diesel oil is reduced. In this paper, the Gas-Oil fuel engines research and development fueled using solar-CNG are highlighted to keep the performance of the engine. Modification focused on air intake valve to give maximum turbulent flow ratio and effect on increasing Gas-Oil fuel engine performance. The high activities for future Gas-Oil fuel engines research and development to meet future Gas-Oil fuel engine solar-CNG is recorded in the paper.

Numerical investigation of combustion of biomass, methane, and gasoil fuels and emissions from a furnace chamber

ABSTRACTThe aim of this study was to compare gaseous emissions from the combustion of conventional fuels (methane and gasoil) and biomass fuels (wood and peat) by the application of the CFD code FLUENT software in a furnace combustion chamber. According to the results, the combustion temperature obtained for conventional fuels was higher than it obtained for biomass fuels. Results also showed significantly lower emissions of CO2, NOx, and soot with the combustion of biomass compared to the methane and gasoil, but SO2 emissions from combustion of the conventional fuels were higher than that of biomass fuels. Also, results showed that the quantity of gaseous emissions is closely related to combustion temperature, molecular structure, and fuel characteristics.

Effect Acute Exposure to Water Soluble Fraction of Gas Oil Fuel on Gross and Histopathological Changes of the Common Carp Cyprinus carpio L.

Effect Acute Exposure to Water Soluble Fraction of Gas Oil Fuel on Gross and Histopathological Changes of the Common Carp Cyprinus carpio L.

Physicochemical Properties and Combustion Performance of Gas Oil–Fuel Additives

The current paper reviews the effects of the oxygenated and nitrogenated additives to see the results of the physicochemical efficiency and performance through engine tests work by gas oil mixtures. The oxygenated compounds used in the formulations compose of 2-methoxy ethyl ether (MXEE), nitromethane, and nitroethane. The presence of ethanol and MXEE significantly alter the characteristics of flash point and distillation curve behaviors and marking up the cetane number, improving the fuel's performance in engine tests. The fuel formulations comprising 2–5% v/v additives, 5–10% v/v ethanol, and diesel 90–95% v/v were produced. The soot formation can be reduced by more than 50%, 30%, and 27% by application of the diesel formulations; E-NE5–10, E-NM5–10, and E-MX5–10, respectively.

97/01520 The future for steam cycle clean coal power generation technologies

Three different preparation methods for Ni-Mo/Al2O3 catalysts containing between 0 and 7.0 wt.-% phosphorus are compared in thiophene hydrodesulphurization (HDS) and diisopropylbenzene (DIPB) hydrocracking reactions. A promotional effect of phosphorus is seen in thiophene HDS regardless of preparation method, with maximum activity at around 1 wt.-% phosphorus. P/Al2O3 catalysts (P = 0–7 wt.-% ) have little activity in DIPB hydrocracking indicating that phosphorus has very little effect on the Brønsted acidity of alumina. An increase in DIPB hydrocracking is observed for P-Ni-Mo catalysts with low phosphorus loadings, however, and so phosphorus does have an indirect effect on the Brønsted acidity of these catalysts. Impregnation of phosphorus prior to the metal species leads to the most active catalysts for both thiophene HDS and DIPB hydrocracking and this is explained in terms of a dual promotional effect of phosphorus; phosphorus increases both the dispersion and reducibility/sulphidibility of molybdate and increases the amount of nickel available to form the Ni-Mo-S active HDS phase by impeding nickel aluminate formation. One series of catalysts was investigated in the hydroprocessing of a Syncrude combined gas oil-fuel oil, and the same gas oil spiked with 5 vol.-% quinoline. The promotional effect of phosphorus in HDS was in good agreement with the model compound studies: 1 wt.-% phosphorus was the most active HDS catalyst in all cases. Furthermore, phosphorus loadings of between 1 and 3 wt.-% gave a product with lowest nitrogen content, and aromaticity. These loadings also gave the greatest sulphur removal and maintained good hydrogenation in the presence of quinoline, and gave the best quinoline hydrodenitrogenation, suggesting optimum surface acidity and hydrogenation properties. Optimum loadings of phosphorus (around 3 wt.-%) also improve the longevity of the catalyst by maintaining high surface area during the hydroprocessing reaction.

Phosphorus promotion in nickel-molybdenum/alumina catalysts: model compound reactions and gas oil hydroprocessing

Three different preparation methods for Ni-Mo/Al 2O 3 catalysts containing between 0 and 7.0 wt.-% phosphorus are compared in thiophene hydrodesulphurization (HDS) and diisopropylbenzene (DIPB) hydrocracking reactions. A promotional effect of phosphorus is seen in thiophene HDS regardless of preparation method, with maximum activity at around 1 wt.-% phosphorus. P/Al 2O 3 catalysts (P = 0–7 wt.-% ) have little activity in DIPB hydrocracking indicating that phosphorus has very little effect on the Brønsted acidity of alumina. An increase in DIPB hydrocracking is observed for P-Ni-Mo catalysts with low phosphorus loadings, however, and so phosphorus does have an indirect effect on the Brønsted acidity of these catalysts. Impregnation of phosphorus prior to the metal species leads to the most active catalysts for both thiophene HDS and DIPB hydrocracking and this is explained in terms of a dual promotional effect of phosphorus; phosphorus increases both the dispersion and reducibility/sulphidibility of molybdate and increases the amount of nickel available to form the Ni-Mo-S active HDS phase by impeding nickel aluminate formation. One series of catalysts was investigated in the hydroprocessing of a Syncrude combined gas oil-fuel oil, and the same gas oil spiked with 5 vol.-% quinoline. The promotional effect of phosphorus in HDS was in good agreement with the model compound studies: 1 wt.-% phosphorus was the most active HDS catalyst in all cases. Furthermore, phosphorus loadings of between 1 and 3 wt.-% gave a product with lowest nitrogen content, and aromaticity. These loadings also gave the greatest sulphur removal and maintained good hydrogenation in the presence of quinoline, and gave the best quinoline hydrodenitrogenation, suggesting optimum surface acidity and hydrogenation properties. Optimum loadings of phosphorus (around 3 wt.-%) also improve the longevity of the catalyst by maintaining high surface area during the hydroprocessing reaction.

Conical Grid Plate Flame Stabilizers: Stability and Emissions for Liquid Fuels

Flame Stability and Emission results are presented for a jet shear layer primary zone design consisting of a 90/sup 0/ conical flame stabilizer with a central annular vaporizer fuel injection system feeding an array of air jets. The performance with kerosene and gas oil fuels is compared with previous work with propane. The influence of the primary zone residence time or Mach number is shown to be much more significant for liquid fuels than for propane. An acceptable combustion efficiency was only achieved at a Mach number of 0.03, corresponding to 60% of the combustion air in the primary zone, provided that the pressure loss was maintained as the Mach number was reduced by using a stabilizer of higher blockage. NO/sub x/ emissions with kerosene were compatible with those for propane, but for gas oil there was a significant increase in NO/sub x/.

Action of polar polymeric additives in middle-distillate fuels

1. Additives of the polar polymer type are effective multifunctional additives for kerosine and gas oil fuels. 2. The use of 0.05–0.1% polar polymer in fuels of various types will reduce sludge formation during storage, increase the cleanliness level and improve the operability of fuel-system equipment at high temperatures, contribute to fuel lubricity, and improve the condition of the cylinder-piston group of the engine.