Methanol Gasoline Research Articles

Influence of ethyl acetate addition on volatility, octane rating, and phase stability of methanol–gasoline blends

ABSTRACTThe effect of adding ethyl acetate (EA) on the phase stability of methanol–gasoline blends was investigated by measuring their water tolerance (WT) at three different temperatures (30°C, 15°C, and 0°C). The influence of EA addition on volatility was also studied to evaluate EA as a stabilizer for methanol–gasoline fuels. It was found that EA elevates the WT and octane number of the fuels without causing any adverse impact on the volatility of the blends.

Performance and emissions of spark-ignition engine using ethanol–methanol–gasoline, n-butanol–iso-butanol–gasoline and iso-butanol–ethanol–gasoline blends: A comparative study

The aim of this study, which is the first of its kind, is to compare experimentally the effects of different ternary blended fuels, e.g., ethanol–methanol–gasoline (EM), n-butanol–iso-butanol–gasoline (niB) and iso-butanol–ethanol–gasoline (iBE), on engine performance, combustion and pollutant emission characteristics to demonstrate the best potential one from these ternary fuel blends as alternative to fossil fuel. The experiments were performed at similar operating conditions and low content rates of fuel blends (3–10vol% in gasoline) with varying engine speeds between 2600 and 3400r/min at half throttle opening position of spark ignition engine. The results showed that the engine performance (volumetric efficiency, torque and brake power) increased, while pollutant emissions (carbon monoxide (CO) and unburnt hydrocarbons (UHC)) decreased at using EM fuel blends, compared to other blended fuels. It was also found that the highest emissions and the lowest performance among the blended fuels are introduced by niB, while iBE presented a moderate level of performance and emissions between niB and EM. On the other hand, the performance of niB and iBE is lower than the base fuel (neat gasoline) but EM showed a higher performance than the base fuel. The emissions of EM, niB and iBE are all lower than the base fuel.

스파크 점화기관에서 가솔린 에탄올과 메탄올 혼합 연료의 성능과 배기 특성

스파크 점화기관에서 가솔린 에탄올과 메탄올 혼합 연료의 성능과 배기 특성

Experimental Investigation on the Emissions of a Port Fuel Injection Spark Ignition Engine Fueled with Methanol–Gasoline Blends

The prospect of using methanol as an alternative fuel for vehicles in China is enticing because of its good combustion properties, low production cost, and renewable capacity, but the in-cylinder combustion of methanol also brings extra emissions concerns, such as alcohols and aldehydes. For the impact of methanol–gasoline blends on the pollutant emissions of spark ignition (SI) engines to be investigated, a GEELY MR479Q port fuel injection SI engine was selected for tests of burning different methanol–gasoline blends at wide-open throttle operating conditions, and an AVL Fourier-transform infrared multicomponent gas analyzer was used to measure all of the emissions. Test results show that the methanol-containing fuel blends had positive effects on the engine-out regulated emissions. Nitrogen oxide, carbon monoxide, and nonmethane hydrocarbon emissions were all dramatically reduced when the test engine was fueled with methanol–gasoline blends. Other hydrocarbon emissions such as ethylene, propylene, and s...

Performance and emissions assessment of n-butanol–methanol–gasoline blends as a fuel in spark-ignition engines

The sleek of using alternatives to gasoline fuel in internal combustion engines becomes a necessity as the environmental problems of fossil fuels as well as their depleted reserves. This research presents an experimental investigation into a new blended fuel; the effects of n-butanol–methanol–gasoline fuel blends on the performance and pollutant emissions of an SI (spark-ignition) engine were examined. Four test fuels (namely 0, 3, 7 and 10 volumetric percent of n-butanol–methanol blends at equal rates, e.g., 0%, 1.5%, 3.5% and 5% for n-butanol and methanol, in gasoline) were investigated in an engine speed range of 2600–3400r/min. In addition, the dual alcohol (methanol and n-butanol)–gasoline blends were compared with single alcohol (n-butanol)–gasoline blends (for the first time) as well as with the neat gasoline fuel in terms of performance and emissions. The experimental results showed that the addition of low content rates of n-butanol–methanol to neat gasoline adversely affects the engine performance and exhaust gas emissions as compared to the results of neat gasoline and single alcohol–gasoline blends; in particular, a reduction in engine volumetric efficiency, brake power, torque, in-cylinder pressure, exhaust gas temperature and CO2 emissions and an increase in concentrations of CO and UHC (unburned hydrocarbons) emissions were observed for the dual alcohols. However, higher rates of n-butanol–methanol blended in gasoline were observed to improve the SI engine performance parameters and emission concentration. Oppositely the higher rates of single alcohol–gasoline blends were observed to provide adverse results, e.g., higher emissions and lower performance than those of lower rates of single alcohol. Finally, dual alcohol–gasoline blends could exceed (i.e. provide higher performance and lower emissions) single alcohol–gasoline blends and pure gasoline at higher rates (>10vol.%) in the blend and, in turn, it is recommended to be used at high rate conditions.

Evaluation on toxic reduction and fuel economy of a gasoline direct injection- (GDI-) powered passenger car fueled with methanol–gasoline blends with various substitution ratios

Methanol exhibits better capability of lowering engine emissions and fuel cost, but a potential rise in pipe-out NOx and carbonyl emissions has increased health-related risks and stalled its application. This paper examined regulated, unregulated and particulate emissions from a 1.8L GDI-powered passenger car running the New European Driving Cycle (NEDC). Conventional gasoline, together with three gasohol samples with 15%, 25% and 40% methanol substitution (M15, M25 and M40), was used. To evaluate health risk linked with pipe-out formaldehyde and benzene, a human exposure model was established. The results showed that compared with gasoline, burning gasohol significantly reduced pipe-out CO and HC emissions. Evident decrease in NOx emission was noticed with M15 and M25 fueling, but in the case of M40, NOx emissions were similar with gasoline. Carbonyls, about 50% of which were found formaldehyde, surged sharply with increased methanol percentage in the blend, while VOCs showed an opposite propensity. Health risk assessment showed that, even under a severe exposure condition, the levels of exhaust-borne formaldehyde and benzene were not sufficient to cause acute or chronic symptoms. Cancer-related risks induced by gasoline and gasohol engine exhaust were found in the same magnitude. Burning gasohol enabled an over 30% PM removal but resulted in an increase in particulate number due to an increased number of nuclei-mode particles. At last, burning gasohol produced about 0.8–4.1% less pipe-out CO2 emission than gasoline, while saving fuel cost by 5.7–15%.

Investigations on the effects of ethanol–methanol–gasoline blends in a spark-ignition engine: Performance and emissions analysis

This study discusses performance and exhaust emissions from spark-ignition engine fueled with ethanol–methanol–gasoline blends. The test results obtained with the use of low content rates of ethanol–methanol blends (3–10 vol.%) in gasoline were compared to ethanol–gasoline blends, methanol–gasoline blends and pure gasoline test results. Combustion and emission characteristics of ethanol, methanol and gasoline and their blends were evaluated. Results showed that when the vehicle was fueled with ethanol–methanol–gasoline blends, the concentrations of CO and UHC (unburnt hydrocarbons) emissions were significantly decreased, compared to the neat gasoline. Methanol–gasoline blends presented the lowest emissions of CO and UHC among all test fuels. Ethanol–gasoline blends showed a moderate emission level between the neat gasoline and ethanol–methanol–gasoline blends, e.g., ethanol–gasoline blends presented lower CO and UHC emissions than those of the neat gasoline but higher emissions than those of the ethanol–methanol–gasoline blends. In addition, the CO and UHC decreased and CO2 increased when ethanol and/or methanol contents increased in the fuel blends. Furthermore, the effects of blended fuels on engine performance were investigated and results showed that methanol–gasoline blends presents the highest volumetric efficiency and torque; ethanol–gasoline blends provides the highest brake power, while ethanol–methanol–gasoline blends showed a moderate level of volumetric efficiency, torque and brake power between both methanol–gasoline and ethanol–gasoline blends; gasoline, on the other hand, showed the lowest volumetric efficiency, torque and brake power among all test fuels.

Unregulated emissions from a gasohol (E5, E15, M5, and M15) fuelled spark ignition engine

Abstract Gasoline is increasingly blended with primary alcohols globally, in order to ensure energy security and to reduce local and global pollution load. However, no systematic scientific study reporting unregulated emissions from gasohol (gasoline blend with alcohol) fuelled engines has been undertaken by measuring the real-time emissions. To investigate unregulated emissions experimentally, a 4-cylinder, water-cooled, multipoint port fuel injection (MPFI) gasoline engine coupled with an eddy current dynamometer was used. Exhaustive experiments were carried out in this spark ignition (SI) engine, which was fuelled by gasohols (E5, E15, M5 and M15) vis-a-vis baseline gasoline for characterizing regulated and unregulated emissions. A raw exhaust gas emission analyzer was used for regulated emission measurements and a Fourier transform infrared (FTIR) emission analyzer was used for unregulated emission measurements. Experiments revealed that formic acid (HCOOH), iso-butane (iso-C4H10), and iso-pentane (iso-C5H12) were present in the exhaust in relatively lower concentration in gasohol blends compared to baseline gasoline. For higher gasohol blends (E15), iso-butane, n-pentane, ethane, toluene, and benzene were present in significantly low concentrations in the exhaust while ethyl alcohol, formaldehyde, propane and iso-butylene emissions were present in relatively higher concentrations in the exhaust. M15 emitted relatively lower concentrations of formic acid, iso-butane, iso-pentane, and benzene, but higher concentrations of methanol, formaldehyde, propane, n-pentane, and toluene compared to other test fuels. Gasohols were ineffective in reducing emissions of carbon dioxide (CO2) and acetic acid. Acetaldehyde was emitted by gasoline–ethanol blends however it was not detected in the emissions from gasoline and gasoline–methanol blends.

The Investigation of Thermodynamics and Combustion Properties of Alcohol-Gasoline Blends in an SI Engine

In this study, the thermodynamic properties, energy release, combustion, and emission variations in a spark ignition (SI) engine fueled with alcohol-gasoline blends and gasoline has been investigated. Test results showed that the net indicated work area of alcohol-gasoline blends was wider than pure gasoline blends and also; this situation affected positively the brake mean effective pressure and engine power output. The mass burn ratio of alcohol–gasoline blends was higher than those of pure gasoline. The exhaust emission level decreased with the increase of ethanol content in the fuel blend, but similar results was not observed with methanol–gasoline blends.

Experimental investigation on the combustion and particulate matter (PM) emissions from a port-fuel injection (PFI) gasoline engine fueled with methanol–ultralow sulfur gasoline blends

In this work, three different ratios of methanol–ultralow sulfur gasoline blends, 0%, 15% and 45% of methanol in volume respectively for M0, M15 and M45, were tested on an electronically controlled multi-point port injection gasoline engine in National Grade IV standard. DMS 500SKII fast particulate spectrometer was used to measure the particulate mass and number concentrations and size distributions. The effect of methanol on the cylinder gas pressure and heat release rate was investigated based on the urban-speed mode at low and high engine load. Moreover, the particulate mass and number concentrations and size distribution were also measured based on the same test cycle for all testing fuels. In addition, the comparison of particulate number concentration in the nucleation mode and accumulation mode was evaluated from low to high engine loads. The experimental results show that the cylinder gas pressure and heat release rate increased significantly and occurred earlier by the use of methanol fuel. Particulate number and mass concentration decreased in low proportion methanol–gasoline while increased significantly in high proportion methanol–gasoline. For each testing fuel, the particulate number concentration in nucleation increased with the increase of engine load, while the number of particles in accumulation decreased from low to high vehicle loads.

A quasi-dimensional model for SI engines fueled with gasoline–alcohol blends: Knock modeling

As knock is one of the main factors limiting the efficiency of spark-ignition engines, the introduction of alcohol blends could help to mitigate knock concerns due to the elevated knock resistance of these blends. A model that can accurately predict their autoignition behavior would be of great value to engine designers. The current work aims to develop such a model for alcohol–gasoline blends. First, a mixing rule for the autoignition delay time of alcohol–gasoline blends is proposed. Subsequently, this mixing rule is used together with an autoignition delay time correlation of gasoline and an autoignition delay time correlation of methanol in a knock integral model that is implemented in a two-zone engine code. The predictive performance of the resulting model is validated through comparison against experimental measurements on a CFR engine for a range of gasoline–methanol blends.The knock limited spark advance, the knock intensity, the knock onset crank angle and the value of the knock integral at the experimental knock onset have been simulated and compared to the experimental values derived from in-cylinder pressure measurements.

Experimental investigation of the evaporation characteristics of the fuel in a direct-injection spark ignition engine subjected to a direct-start process

Because stopping an engine in the idling state and quickly restarting the engine can improve the engine’s fuel consumption, this paper studied the direct start of a direct-injection spark ignition engine that does not require a larger electrical starter for the conventional start–stop system. The formation of the fuel–air mixture before the first combustion determines the success of the direct start because the explosion energy acquired from first combustion to move the crankshaft is relatively small. The purpose of this study is to explore the evaporation characteristics of the gasoline in a spray chamber that was designed to simulate the cylinder of a direct-injection spark ignition engine. Fundamental studies were conducted to investigate the evaporation process under direct-start conditions. A numerical study was also conducted using evaporation and wall interaction models. The measurements obtained using a fast-response flame ionization detector hydrocarbon detection system (HFR500) indicated that the evaporation ratio of the gasoline spray increased with increasing temperature and achieved an upper limit of 90% at an ambient temperature of 140 °C. The lower limit of the equivalence ratio for a successful direct start should be 1.4–1.7 when the temperature is less than 100 °C. Suitable ignition timing of the first combustion should be 25 ms after the start of injection. Methanol–gasoline and ethanol–gasoline were tested in this study, and a poor evaporation performance was observed owing to the higher evaporation heat values of these fuels. Consequently, gasoline is preferable to oxygenated fuels for the direct start of direct-injection spark ignition engines.

The Effects of Methanol Fraction on the Azeotropic Behaviors of Methanol/Gasoline Mixtures

Methanol is regarded as a potential alternative fuel for spark ignition (SI) engine. It is feasible for SI engines to run on methanol/gasoline mixtures. When methanol is mixed with gasoline, the physicochemical properties of the mixtures are changed different from the properties of both methanol and pure gasoline to some extent. This paper focused on the azeotropic behaviors of saturated vapor pressure (ps) and the distillation curves of methanol/gasoline mixtures. And compositions of the distillates were identified and quantified by a gas chromatography—mass spectrometry (GC–MS) under various Td. Experimental results show that the ps and distillation curves of methanol/gasoline mixtures showed strong positive deviation of Raoult’s law. The maximum deviation occurred around the Td of methanol’s boiling point, i.e., 64.5°C. Increasing the heavy hydrocarbon contents in gasoline could draw the Td of methanol/gasoline mixtures back to that of base gasoline. C4–C8 alkanes, olefins, and benzenes were the main components in distillates of gasoline and its methanol mixture. However, the additive with hetero atom of oxygen, methyl tertiary butyl ether (MTBE) was the leading component with the largest mass percentage in all the distillates, while methanol was another leading component in methanol mixture distillates. Methanol co-boiled with all of the gasoline components rather than with some certain ones; even so, pentane, 2-methyl-2-butene and toluene were the three leading azeotropes with the change ratio of over 4% in mass percentage.

A Study on the Influence and the Countermeasure of Methanol Gasoline and Its Combustion Products on the Engine Sensor Exhaust Valve

A Study on the Influence and the Countermeasure of Methanol Gasoline and Its Combustion Products on the Engine Sensor Exhaust Valve

Experimental Study on Emission Characteristics of Methanol Gasoline in the GW491QE Engine

M10, M15, M50 methanol gasoline and 93 # gasoline engine emission performance test were researched on the engine GW491QE. Always stayed in 60 N·m torque and rotational speed increased from 1000 r/min to 3000 r/min, recorded the corresponding data, performance, emission performance curve was drawn respectively, comparison and analysis, the influencing factors of GW491QE engine emission performance were discussed, practical application on engine GW491QE suitable blending ratio of methanol gasoline was chosen. The experimental results show that: three kinds of methanol gasoline of HC emissions is lower, M15 improvement is most obvious; NOx emissions are reduced. GW491QE engine emission performance is taken into account, M15 methanol gasoline is a good proportion of the actual application.

Regulated and Unregulated Emissions from a Non-road Small Gasoline Engine Fueled with Gasoline and Methanol-gasoline Blends

Experiments were carried out on a non-road small gasoline engine operating on pure gasoline and methanol-gasoline (M15, M25) fuel blends. Experiments were conducted under Environmental Protection Agency 6-mode test cycle to assess the economic performance and the emissions of the engine associated with the application of the different fuels. Three regulated emissions: NOx, HC, and CO emissions of the engine were investigated, as well as two unregulated emissions: formaldehyde and acetaldehyde. The results indicate a decrease of brake specific fuel consumption when the gasoline engine was operated on the blended fuels, compared with the gasoline fuel. Tests show a significant decrease of HC and CO emissions and an important increase of NOx emissions when the percentage of methanol in gasoline is increased. Regarding the unregulated emissions, compared with the gasoline fuel, the blended fuels generate higher formaldehyde and acetaldehyde emissions.

Comparison and analysis of the emissions of a small non-road spark-ignition engine operating under different alcohol–gasoline blended fuels

In this experimental study we focused our interest on comparing the effect of lower and higher molecular mass alcohol–gasoline-blended fuels on the regulated emissions emitted by a small non-road spark-ignition engine. Twenty-one test fuels were used in this experimental study that included gasoline as a reference as well as low and high molecular mass alcohol–gasoline blends containing 5%, 10%, 20% and 40% v/v. In exhaust gases that originated from alcohol gasoline test fuels, low CO/HC and high CO2/NOx emissions were observed as the total percentage of alcohol in the blend increased. Methanol–gasoline blends seemed to achieve good combustion efficiency, but the engine will require a catalytic converter against high NOx emissions. Butanol–gasoline blends in several cases gave lower emissions in comparison with the ethanol and propanol–gasoline blends. Finally, the pentanol–gasoline blends showed exactly the same emission patterns as those of neat gasoline.

Determination of Syngas Premixed Gasoline and Methanol Combustion Products at Chemical Equilibrium via Lagrange Multipliers Method

This article investigates theoretically the products from adiabatic combustion of synthesis gas reformed out of aqueous methanol with a variable gasoline–methanol mixture assuming chemical equilibr...

Combustion, performance, emissions and particulate characterization of a methanol–gasoline blend (gasohol) fuelled medium duty spark ignition transportation engine

This paper describes the comparative performance, emissions, combustion characteristics and particulate size–number distribution of 10 and 20% methanol blends (M10 & M20) with gasoline in a medium duty spark ignition transportation engine, typically used in a mid-sized car vis-à-vis baseline gasoline. Brake thermal efficiency of methanol blends was higher than gasoline. Methanol–gasoline blends (gasohol) produced lower CO, NO and smoke emissions than gasoline. The combustion characteristics of gasohol blends were found to be almost identical to gasoline. Minor variations in cylinder pressure were observed for gasohol blends compared to gasoline. Heat release rate for gasoline begins to rise earlier than gasohol at the same engine load and also, peaks of heat release rate for gasohol were wider compared to gasoline. With increasing engine load, combustion duration decreased because at higher engine loads, combustion was relatively faster. Combustion duration of gasohol blends was higher than gasoline, suggesting slower heat release from gasohol. This study indicates that methanol and its blends can be a good replacement of gasoline for transportation engines without any hardware modification as well as any additional serious environmental impact.

Effect of methanol gasoline blended fuels on the performance and emissions of SI engine

This article presents experimental results of the effect of methanol gasoline blends as alternate fuels for the spark ignition (SI) engine. As the cost of the gasoline is periodically increasing the quest for the alternative fuels are evolved with which the emissions are reduced along with improved engine performance. A set of experiments have been conducted to investigate the effect of gasoline methanol blends in methanol percentages of M5, M10 and M15 on the engine performance and emissions. A significant reduction in emissions is observed with methanol blends compared to the standard gasoline with improved engine performance and emission characteristics. The fuels blends ranging from M10 to M15 have been found suitable for reduced emissions and improved engine performance.