Gasoline Blends Research Articles

Hydrocarbon Fractions from Thermolysis of Waste Plastics as Components of Engine Fuels

Plastics are one of the basic construction materials with a wide range of various applications. One of their disadvantages is the problem of managing the waste they generate. Chemical recycling offers the possibility of liquefying polymeric waste and using it as fuel components. Existing technologies giving good quality products are expensive. The HT technology developed and described by the authors is cheaper and enables a high quality product to be obtained. The authors have shown that the quality of the received fuel components is influenced not only by the polymer waste processing technology, but also by the feedstock composition. The presented thermolysis technology not only enables more advanced recycling, but also gives the possibility of partial improvement of the product quality. A product with the best physico-chemical properties was obtained from a blend of PE:PP:PS used in the ratio 60:30:10. It was proved that diesel and petrol blends composed of a 5% v/v share of petrol and diesel fractions, obtained from thermolysis of plastics, meet the normative requirements of fuel quality standards.

Influence of injection pressure on performance and emission characteristics of single cylinder RCCI engine fuelled with ethanol gasoline and diesel biodiesel blends

Reactivity controlled compression ignition (RCCI) has great potential for a simultaneous reduction in Nitrogen oxides (NOx) and particulate matter (PM) with increase in thermal efficiency. In this experimentation, an attempt is made to investigate the effect of injection pressure on the performance emission and combustion characteristics of single cylinder RCCI engine. Literature reveals that injection pressure has a great influence on the quality of charge preparation, fuel stratification, and incylinder reactivity. Suitably modified engine was operated for 0 to 12 kg loads, for 400 to 700 injection pressure. The blend of ethanol gasoline E20 used as a low reactivity fuel and blend of diesel jatropha biodiesel B20 used as a high reactivity fuel. Experimental results showed that increase in injection pressure enhances the degree of charge homogeneity, reduces the combustion duration, and provides higher rate of energy release. For 12 kg load and 700 bar injection pressure, it is observed that 5% rise in thermal efficiency, 27% reduction in smoke opacity, 2% reduction in HC, 4% reduction in CO and 20% rise in NOx as compared to 400 bar injection pressure.

Investigation of palm fibre pyrolysis over acidic catalyst for bio-fuel production

This research aimed to evaluate the pyrolysis reaction for bio-fuel production from palm fibre. A preliminary step to investigate the effect of different type of heterogeneous catalyst revealed three different catalysts: zeolite type (H-Beta), tungsten–zirconia (WO3/ZrO2) and modified alumina (KOH/Al3O2). An increase in temperature was found to have a positive impact on the production of bio-fuel. Bio-fuel synthesis performed in a stainless steel tubular reactor was found to optimized at 650 °C using WO3/ZrO2 as a catalyst resulting in 40.5% bio-fuel, 7.1% bio-char and 14.3% gas. Formation of gas product is due to the presence of strong acid sites on the surface of WO3/ZrO2 promoting cracking reactions. H-Beta catalyst produced the largest about of bio-char which is also due to strong acid sites and narrow catalytic pore structure which caused rapid deposit of coke and then formation of bio-char. Pyrolysis of palm fibre over KOH/Al2O3 catalyst produced the least amount of bio-fuel, but contain the largest composition of phenolic compounds. These compounds are the transformed from lignin content in palm fibre on alkaline sites of the KOH/Al2O3 catalyst. A larger scale production facility was designed to produce larger amount of bio-fuel for the engine performance test. The biofuel blended gasoline (10% biofuel) was tested in an eight-cylinder spark–ignition engine. Engine performance testing revealed that the brake power and torque generated from combustion of bio-fuel blended oil was lower than conventional gasoline. The brake specific fuel consumption of bio-fuel blended was slightly higher than conventional gasoline.

Knock and knock intensity models for boosted SI conditions with gasoline-ethanol blends

In this work, a previously developed, two-stage table-lookup kinetic method for surrogate Toluene Reference Fuels (TRF) was extended to gasoline-ethanol blends and exercised in a GT-POWER model of knock in several engines. Experimentally, the knock limit is normally determined by the magnitude of pressure oscillations, known as the knock intensity (KI), rather than the crank angle of initial pressure oscillations or the crank angle of auto-ignition, which is difficult to identify. A number of empirical expressions of knock intensity have been developed for modeling purposes which relate the knock intensity to the crank angle and conditions at auto-ignition, and are available in the literature. These models were implemented into a GT-POWER model and tested against experimental knock-limited data for gasoline and gasoline-ethanol blends. The KI models are phenomenological in nature and are based on varying conceptual views of the knock event. With calibration all methods gave satisfactory results at mid-speed conditions when compared with the experimental data. Some deviations were seen at low and high speeds. Low speeds are potentially important because both RON and MON testing occurs under such conditions. Implications of the results and their relationship to recent knock experimental work are discussed and suggestions offered for improved knock models.

Numerical study of spray combustion and soot emission of gasoline–biodiesel fuel under gasoline compression ignition-relevant conditions

A blend of biodiesel and gasoline fuel has been proposed for powering gasoline compression ignition (GCI) engines to improve overall reactivity, which is essential for the auto-ignition quality of GCI engines. Previous studies emphasized the differences in the physicochemical properties of hydrogenated catalytic biodiesel (HCB) and gasoline, which significantly altered the combustion characteristics. This study is a further step in this direction to gain a deeper understanding on the spray combustion and emission behavior of this promising fuel based on computational fluid dynamic simulation in a constant volume chamber. N-Hexadecane and toluene reference fuel were selected as surrogates for HCB and gasoline fuel, respectively. A reduced kinetic mechanism for HCB-gasoline surrogate was developed and combined with a reduced PAH mechanism to simulate HCB-gasoline spray combustion and soot formation. Liquid penetration length, ignition delay, lift-off length, and soot formation for HCB and HCB/gasoline surrogates were validated against available experimental data in the literature. The proposed mechanism along with a multi-step phenomenological soot model could capture the spray characteristics and soot formation of the tested fuels with acceptable accuracy under GCI engine combustion conditions. The numerical results showed larger spray/flame development for HCB fuel as compared with that of HCB/gasoline blend prior to ignition and at ignition stage, which was mainly due to the less fuel spray mixing with the surrounding fresh air. Furthermore, the outer diffusion flames for HCB and HCB/gasoline blend were identical and existed on the stoichiometric region (at ϕ ∼ 1), while the rich pre-mixed core of HCB was located at higher equivalence ratio, which was more favorable for precursors formation. HCB/gasoline fuel had a lower soot mass yield compared with HCB because of its lower C2H2 concentration, which slowed down the surface growth step. In addition, the effects of ambient oxygen level and ambient temperature on flame structure and soot formation were also investigated. The current study provides a useful information about spray combustion and soot formation of HCB–gasoline blend, which has practical applications in GCI engines.

Production, fuel properties and combustion testing of an iso-olefins blendstock for modern vehicles

With the increasing pressure to decarbonize the transportation sector, exploring strategies that can reduce emissions from light-duty vehicles (LDV) has become critical. Bioblendstocks that allow for higher engine efficiency and fuel economy could complement vehicle electrification and help reach carbon neutrality by 2050. In this context, the potential of a mixture of iso-olefins as a bioblendstock was investigated for multimode boosted spark-ignition (SI)/advanced compression ignition (ACI) engine operation designed to achieve higher overall vehicle fuel economy. By establishing the relationship between the molecular structure of iso-olefins and research octane number (RON), octane sensitivity (S) (i.e., the difference between RON and motor octane number [MON]), and phi-sensitivity (i.e., the sensitivity of autoignition to the fuel-air equivalence ratio) a dimethyl-hexenes rich olefins mixture (DMHROM) was identified as a preferred blendstock for SI/ACI combustion engines. A pathway for DMHROM production from biomass-derived ethanol was developed and scaled up. More than 1 gallon of DMHROM blendstock was produced for fuel properties assessment including engine testing. Measurements in a Cooperative Fuel Research Engine showed that the DMHROM blendstock possesses a RON of 94 and S of 13.5, and blends synergistically. Rapid compression machine tests coupled with single-cylinder gasoline direct injection engine measurements demonstrated the 20 vol% DMHROM blend has higher phi-sensitivity than an olefin-free gasoline base fuel and a typical California Reformulated Gasoline Blendstock for Oxygenate Blending (CARBOB) gasoline fuel. These results demonstrate the potential of DMHROM for improving gasoline fuel performance and quality for operation under ACI conditions. The effectiveness of the aftertreatment system in mitigating emissions was verified and showed that the pure DMHROM blendstock and 20 vol% blend would not increase non-methane organic gases, NOx, or carbon monoxide (CO) emissions. The DMHROM blendstock was found to slightly decrease sooting tendency when added to a gasoline-base fuel (i.e., ∼6% reduction at 20 vol% blending level). Oxidation stability and lubricant compatibility were both confirmed for the 20 vol% blend. Overall, these results demonstrate that dimethyl-hexenes have potential for improving engine efficiency and fuel economy while meeting emissions regulations and ASTM specifications for gasoline fuel.

An Experimental Kinetics Study of Isopropanol Pyrolysis and Oxidation behind Reflected Shock Waves

Isopropanol has potential as a future bio-derived fuel and is a promising substitute for ethanol in gasoline blends. Even so, little has been done in terms of high-temperature chemical kinetic speciation studies of this molecule. To this end, experiments were conducted in a shock tube using simultaneous CO and H2O laser absorption measurements. Water and CO formation during isopropanol pyrolysis was also examined at temperatures between 1127 and 2162 K at an average pressure of 1.42 atm. Species profiles were collected at temperatures between 1332 and 1728 K and at an average pressure of 1.26 atm for equivalence ratios of 0.5, 1.0, and 2.0 in highly diluted mixtures of 20% helium and 79.5% argon. Species profiles were also compared to four modern C3 alcohol mechanisms, including the impact of recent rate constant measurements. The Li et al. (2019) and Saggese et al. (2021) models both best predict CO and water production under pyrolysis conditions, while the AramcoMech 3.0 and Capriolo and Konnov models better predict the oxidation experimental profiles. Additionally, previous studies have collected ignition delay time (τign) data for isopropanol but are limited to low pressures in highly dilute mixtures. Therefore, real fuel–air experiments were conducted in a heated shock tube with isopropanol for stoichiometric and lean conditions at 10 and 25 atm between 942 and 1428 K. Comparisons to previous experimental results highlight the need for real fuel–air experiments and proper interpretation of shock-tube data. The AramcoMech 3.0 model over predicts τign values, while the Li et al. model severely under predicts τign. The models by Capriolo and Konnov and Saggese et al. show good agreement with experimental τign values. A sensitivity analysis using these two models highlights the underlying chemistry for isopropanol combustion at 25 atm. Additionally, modifying the Li et al. model with a recently measured reaction rate shows improvement in the model’s ability to predict CO and water profiles during dilute oxidation. Finally, a regression analysis was performed to quantify τign results from this study.

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.

Partial least squares regression residual extreme learning machine (PLSRR-ELM) calibration algorithm applied in fast determination of gasoline octane number with near-infrared spectroscopy

Based on near-infrared (NIR) spectroscopy, a new quantitative calibration algorithm, called “Partial Least Squares Regression Residual Extreme Learning Machine (PLSRR-ELM)”, was proposed for fast determination of research octane number (RON) for blended gasoline. In this algorithm, partial least square (PLS) cooperates with non-linear extreme learning machine (ELM) to separate the relationship information suitable for each other from the raw relationship information (between NIR spectrum and corresponding property) with the unknown degree of non-linearity, with aim of calibrating them respectively. Since the advantages of both PLS and ELM are fully utilized, it is expected that PLSRR-ELM can address the relationship information more effectively and leads to improved calibration performance over PLS and ELM alone. The calibration performance of PLSRR-ELM was evaluated by a set of on-line gasoline blending sample data from a refinery. As a result, it showed an enhanced prediction performance, e.g., about 13% or 11% decrease in the root mean squared error of test (RMSE-T) over PLS or ELM alone, respectively. In method comparison, the model performance of PLRR-ELM exceeds all other methods including PLS, Poly-PLS, KPLS, ELM, and ANN, demonstrating its superiority for fast prediction of gasoline RON.

Geospatial Network Approach for Assessing Economic Potential of Ethylene-to-Fuel Technology in the Marcellus Shale Region

The Marcellus Shale region is rich in natural gas liquids (NGLs) and a likely future hub for NGL derivatives such as ethylene. A geospatial network model of the U.S. petrochemicals and refining industry is developed and utilized to assess the potential for the adoption of a technology for oligomerization of ethylene to gasoline, or a gasoline blend stock, as a means to utilize NGL derivatives available in the region. The model is a mixed-integer linear program with the objective of minimizing the total annual cost incurred by the regional industry. Case studies in which this technology is added to the industry network model are described, and sensitivity analyses are conducted to investigate the effect of model parameters such as the prices of crude oil and ethylene. These results can be used as cost target benchmarks for this new technology. More broadly, this work demonstrates a geospatial network modeling approach for evaluating new processing technology.

Design and validation of additive manufactured catalytic converter for the control of regulated and unregulated emissions of a gasohol fuelled spark ignition engine

In recent years, there have been many investigations carried on the regulated emissions in SI engines using gasohol fuels. However, there has been a lack of research on unregulated emissions, the technique required to reduce unregulated emissions, and cold start emissions at gasohol fuels. In this research work, a unique design for substrate in the catalytic converter is proposed to increase the conversion efficiency and reduce both regulated and unregulated emissions. The Computational Fluid Dynamics (CFD) results show that unique design has 10.4% greater surface area, 1.29 times higher cell density, with the more uniform flow, greater pressure drop, and lesser exit velocity than conventionally shaped substrate. The novel design of substrate is fabricated using an additive manufacturing (AM) process with Stainless Steel (SS) 316L material to have high mechanical and thermal strength. The AM substrate and conventional shaped substrate are coated with non – Platinum Group Metal (PGM) catalysts such as cobalt oxide and vanadium pentoxide as catalysts using sol–gel dip-coating technique. Both the catalytic converters are tested with gasoline, E10, and E20 blends in SI engine. The emission results show 17.39% higher conversion efficiency than conventional shaped Three-way catalytic converter (TWC). The catalytic converter with the novel shaped substrate is insulated with Phase Change Material (PCM) to reduce cold-start emissions. From the cold start study, it was concluded that the PCM-KOH insulated catalytic converter is found to be the most efficient way to resolve the cold start emissions with 75% higher conversion efficiency than a conventional TWC.

Transcription profiles in BEAS-2B cells exposed to organic extracts from particulate emissions produced by a port-fuel injection vehicle, fueled with conventional fossil gasoline and gasoline-ethanol blend

Emissions from road traffic are among the major contributors to air pollution worldwide and represent a serious environmental health risk. Although traffic-related pollution has been most commonly associated with diesel engines, increasing evidence suggests that gasoline engines also produce a considerable amount of potentially hazardous particulate matter (PM). The primary objective of this study was to compare the intrinsic toxic properties of the organic components of PM, generated by a conventional gasoline engine fueled with neat gasoline (E0), or gasoline-ethanol blend (15 % ethanol, v/v, E15). Our results showed that while E15 has produced, compared to gasoline and per kg of fuel, comparable particle mass (μg PM/kg fuel) and slightly more particles by number, the organic extract from the particulate matter produced by E15 contained a larger amount of harmful polycyclic aromatic hydrocarbons (PAHs), as determined by the chemical analysis. To examine the toxicity, we monitored genome-wide gene expression changes in human lung BEAS-2B cells, exposed for 4 h and 24 h to a subtoxic dose of each PM extract. After 4 h exposure, numerous dysregulated genes and processes such as oxidative stress, lipid and steroid metabolism, PPARα signaling and immune response, were found to be common for both extract treatments. On the other hand, 24 h exposure resulted in more distinctive gene expression patterns. Although we identified several common modulated processes indicating the metabolism of PAHs and activation of aryl hydrocarbon receptor (AhR), E15 specifically dysregulated a variety of other genes and pathways related to cancer promotion and progression. Overall, our findings suggest that the ethanol addition to gasoline changed the intrinsic properties of PM emissions and increased the PAH content in PM organic extract, thus contributing to a more extensive toxic response particularly after 24 h exposure in BEAS-2B cells.

Theoretical determination of distillation curves of gasoline, ethanol and ethyl tert-butyl ether ternary blends from the experimental distillation curve of gasoline

It is now environmentally desirable and legally mandatory to add renewable fuels such as ethanol or ethyl tert-butyl ether to gasoline. However, biofuels affect, among other properties, the distillation curve of gasoline, which is subject to strict regulations. This work presents a simple mathematical model capable of accurately predicting the influence that the addition of these oxygenates has on the distillation curve. In order to address this issue, it is essential to find a simple mathematical correlation between the boiling temperatures of the hydrocarbons present in gasoline and the properties (boiling temperature and volume or molar concentration of ethanol) of the corresponding azeotropic mixtures formed with ethanol. Power functions have been assumed to model the temperature composition diagrams of the vapour-liquid equilibrium. Experimental data previously published by these and other authors have been used to fit and validate the model. The results provided by the mathematical model can be of great interest to understand the process of fuel evaporation in spark-ignition engines or the adjustment of distillation cuts in refineries, in order to comply with the regulations, in terms of the distillation curve, after adding ethanol or ethyl tert-butyl ether.

The determination of the best operating parameters for a small SI engine fueled with methanol gasoline blends

It is extremely important to ensure a clean and sustainable energy supply due to the decreasing fossil energy resources, their increasing costs and irreversible damages on the ecological balance. Considering this situation, this study focuses on the determination of the best operating parameters for a small spark ignition (SI) engine fueled with methanol/gasoline blend (M5, M10, M15 and M20). Moreover, operating conditions are optimized according to different weights between performance and emission. In the first stage of the study, engine tests were carried out at different loads (10 and 20 Nm) and compression ratios (CR) (7:1, 8:1 and 9:1) and the changes in engine performance and exhaust emissions were presented. In addition, these experimental results were used in optimization. According to the engine test results, performance and emissions of small SI engine were generally improved with increasing the methanol ratio in the blend fuels under all experimental conditions. When exhaust emissions were evaluated, it was observed that M20 was more favorable than gasoline if it was used in CR of 9:1 in a small SI engine. In the second stage of the study, the effect of experimental variables on the experimental results was statistically investigated with analysis of variance (ANOVA). The results of ANOVA analysis showed that all experimental variables were statistically significant for both engine performance and exhaust emissions. In the last stage of the study, the operating conditions of the engine were optimized according to eleven different weight ratios between performance and emissions, with a multi-criteria decision-making method based on grey relational analysis (GRA). According to the optimization results, the most suitable operating parameters were presented to the readers with regard to the desired weight ratio in engine performance and exhaust emission. The presented optimization model can be used for the design of electronic fuel systems for alternative fuel engines. Moreover, suitable engine parameters determined according to the selected weight ratio can also be adjusted structurally in the engine.

Experimental investigations on the performance of SI engine with Ethanol-Premium gasoline blends

Alcohols are one of the best possible alternative fuels for gasoline because of the reason of their bio-based sources. The alcohols may be used as different types of fuels such as ethanol, methanol, propanol and butanol. These alcohols contain good energy content as a blended fuel and a high octane number. Ethanol has been successfully implemented in many countries of the world. This research work focused on the characterization of ethanol as a fuel. The experimental work was carried out to investigate the performance of ethanol-premium gasoline blends on a four-stroke, four-cylinder, multi-point fuel injection (MPFI) spark-ignition (SI) engine. The engine operational performance of pure regular gasoline (normal) and ethanol-premium gasoline blends on various concentrations of ethanol blends have been tested. The different fuel blended samples tested were - E0R (0% ethanol and 100% regular gasoline), E6.25P (6.25% ethanol and 93.75% premium gasoline), E10P (10% ethanol and 90% premium gasoline) and E20P (20% ethanol and 80% premium gasoline) named as F1, F2, F3, and F4 respectively. The varying concentrations of ethanol-premium gasoline blends were evaluated for their engine operating parameters such as brake mean effective pressure (BSFC), brake torque (BT), brake power (BP), brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC) with varying speed and load. The different speed and load combinations tested were 2200, 3200 and 4200 rpm at 5 kg, 10 kg, 15 kg and 20 kg. The outcomes revealed that the performance parameters such as BMEP, BT, BTE and BSFC were improved with the increase in speed up to 3200 rpm; BP was improved up to 4200 rpm with increasing load. With the increase in the blending percentage, the engine performance went lower. From the research work carried out, it was found that the sample blends with lower per cent of a blend of ethanol i.e. F2 performed substantially well and can be used as a substitute for currently used regular gasoline.

Blending and emission characteristics of biogasoline produced using CaO/SBA-15 catalyst by cracking used cooking oil

The aim of this work is to crack the used cooking oil in a fixed bed cracking unit using impregnated CaO/SBA-15 catalyst to yield liquid hydrocarbons with high % of biogasoline (BioG)fraction. Further, to investigate the capacity of the biogasoline fraction as well as the bio gasoline blends with fossil gasoline in increasing its efficiency. The porous morphology, pore distribution and surface area, elemental composition and phase formation of catalysts were analysed by Scanning electron Microscopy, Surface area analyser and X-ray diffraction techniques. All the synthesized materials were crystalline and least changes were observed with incorporation of CaO on SBA-15. The morphology of the materials were as expected without much agglomeration. SBA-15 exhibited fair surface area of around 1300 m2/g and discrete pores gas chromatography mass spectrometry (GC–MS). Among the catalysts, the composite material, CaO/SBA-15 (4 wt%) efficiently cracked 97% of used cooking oil into 70% liquid products and 69.7% of biogasoline which was confirmed using gas chromatography-mass spectrometry (GC–MS). BioG showed a good Calorific value of 10000 MJ/Kg which was comparable to that of petroleum fuel. Results of the engine test indicated that using biogasoline–gasoline blended fuels, torque output and fuel consumption of the engine increased when compared to gasoline; CO and SO2 emissions decreased largely due to the oxidation, CO2emission increased because of the improved combustion and NOXemission from bio gasoline blends was low than gasoline.

Analysis of laminar premixed flame structure of isooctane/2-methylfuran/air mixtures with a skeletal mechanism

The prospects of 2-methylfuran (2MF) as a biofuel and gasoline blend stock are quite high. Therefore, a skeletal chemical kinetic mechanism – containing 238 species and 1156 reactions – for the simulation of premixed flames involving isooctane (representing gasoline)/2MF blends is proposed in the present work. The proposed model has been validated against a wide range of experimental data at various pressures, temperatures and compositions. It is demonstrated in the present work that the proposed mechanism can predict the concentrations of gaseous soot precursors as well. Moreover, the compatibility of the NOx sub-mechanism in the present model has been assured through validations against a wide range of recent experimental data. The results obtained in this work suggest that there are little chances of co-oxidation reactions among the species generated from the initial decomposition of both isooctane and 2MF. Furthermore, there is around 26% variation in the peak laminar burning velocity when the mole fraction of 2MF is increased from 10% to 90% in isooctane/2MF blend.

Investigation of the castor oil and its methylester in methanol-gasoline as dual-functional additives

In this work, the castor oil and its methyl, as additives, have been studied under the conditions of the phase separation temperature of M15, M30, M50, M65 and M85 methanol gasoline at the temperature range from -25.0°C to 40.0°C, respectively. The influence of the additives on the phase stability and saturation vapor pressure of methanol gasoline was discussed. It turns out that, castor oil and its methyl derivatives, especially methyl castor oil, have good phase stability when be used for different ratio methanol gasoline blends. Introducing that more methyl castor oil will be needed to get homogeneous in water-methanol gasoline blends system. In addition, the castor oil and its methyl derivates can decrease the saturation vapour pressure of methanol gasoline effectively as well.

Experimental investigation of 2-methyl furan as an additive with camphor blended gasoline blend for SI engines

The experimental investigation is performed on the MPFI spark-ignition engine fuelled by 20% camphor blended gasoline (CMO20) at various load conditions. In order to improve its performance characteristics, 2-methyl furan (2-MF) is added as an additive to the CMO20 blend in the proportions of 1%, 2%, and 3% by volume. In this study, the endoscopic combustion visualization technique is employed to compare and analyze the changes observed in the spatial flame characteristics between the test fuels. Also, the effect of 2-methyl furan as an additive with CMO20 blend on the engine combustion characteristics is studied. From the endoscopic results, it is found that the flame spread area with respect to different crank angle positions increases with2-MF concentration in the CMO20 during the early and middle stages of the combustion. The engine characteristics study results revealed that the CMO20 blend with 3% 2-MF gives a brake thermal efficiency (BTE) of 27.22% which is higher than sole gasoline and CMO20 blend whose values are 26.82% and 26.05%respectively at 8 kW load. It is observed that the early start of combustion and faster burn rate associated with 2-MF increased the cylinder pressure and heat release rates of the CMO20 blend. The CO and HC emission decreased by about 3.75% and 4.76% for 3% 2-methyl furan blended CMO20 blend when compared to sole gasoline and NOx emission slightly increased.

Effect of different types of fuels tested in a gasoline engine on engine performance and emissions

In this study, three different fuels named G100 (pure gasoline), E20 (volume 20% ethanol and 80% gasoline blend) and ES20 (20% sodium borohydride added ethanol solution and 80% gasoline) were used to test in a gasoline engine. First of all, G100 fuel, E20 and ES20 blended fuels, respectively, were tested in a gasoline engine and the effects of fuels on engine performance and exhaust emissions were investigated experimentally. Experiments were carried out at full load and at five different engine speeds ranging from 1400 to 3000 rpm, and engine performance and exhaust emission values were determined for each test fuel. When the test results of the engine operated with E20 and ES20 blended fuels are compared with the test results of the engine operated with gasoline; engine torque of E20 blended fuel increased by 1.87% compared to pure gasoline, while engine torque of ES20 blended fuel decreased by 1.64%. However, the engine power of E20 and ES20 blended fuels decreased by 2.02% and 5.10%, respectively, compared to the power of pure gasoline engine, while their specific fuel consumption increased by 5.02% and 6.57%, respectively, compared to pure gasoline fueled engine. On the other hand, CO and HC emissions of the engine operated with E20 and ES20 blended fuels decreased compared to the pure gasoline engine, while CO2 and NOx emissions increased.