Pure Gasoline Research Articles

CITRONELLA OIL AS BIOADDITIVES ON SI ENGINE PERFORMANCE CHARACTERISTICS

Current dynamics of world energy supply have driven various innovations by the industry as well as research communities. Fossil fuels, although experiencing a declining interest due to sustainability issues, remain undeniably crucial since they are nearly irreplaceable in some sectors including electricity generation, it is necessary to continuously establish efforts to improve efficiency of those kinds of fuel. In this work, the authors evaluate the potential of locally sourced essential oils, namely citronella, as a fuel additive in a vision of raising the fuel economy of gasoline RON 90. Citronella oil was selected based on a positive hypothesis deduced from its chemical properties, as mentioned in multiple published works. Tests were made on a generator-set powered by gasoline engine using the mixture of RON 90 and citronella oil of various concentrations as the fuels. In addition, a commercial synthetic additive was also tested alongside the essential oil to provide a comparative figure. Meanwhile other investigators suggest a favorable effect of essential oils, our results show that citronella oil additions lead to higher fuel consumption at the same power level. A similar negative effect was also demonstrated by the synthetic additive. The only sector showing positive results is in terms of exhaust temperature where experiments with citronella additives create lower exhaust temperature as compared to pure gasoline and synthetic additives. However, rooms for innovation remain open by exploring other variables such as higher additive concentrations or combining different kinds of essential oils.

Experimental Study on Low-Temperature Oxidation Characteristics and Ignition Boundary Conditions of Gasoline/Hydrogenated Catalytic Biodiesel

Article Experimental Study on Low-Temperature Oxidation Characteristics and Ignition Boundary Conditions of Gasoline/Hydrogenated Catalytic Biodiesel Sicheng Lai 1, Wenjun Zhong 1,*, Tamilselvan Pachiannan 2,3, Zhixia He 1,2, and Qian Wang 1 1 School of Energy Power Engineering, Jiangsu University, Zhenjiang 212013, China 2 Institute for Energy Research, Jiangsu University, Zhenjiang 212013, China 3 School of Environment and Safety Engineering, Jiangsu University, Zhenjiang 212013, China * Correspondence: wj_zhong@ujs.edu.cn Received: 25 September 2023 Accepted: 8 December 2023 Published: 14 December 2023 Abstract: This study investigates the ignition characteristics of Hydrogenated Catalytic Biodiesel (HCB) with pure gasoline, and diesel. The experiment aims to enhance the ignition characteristics of gasoline fuel by blending it with high-reactivity HCB. It provides experimental data for the fuel blends and offers dependable support for gasoline compression ignition mode applications. To achieve this, the ignition characteristics of various fuels were studied on a variable compression ratio test bench. Experiments were conducted by varying the equivalence ratio and intake temperature of the fuel blends. By analyzing CO emissions and the maximum in-cylinder temperature, we investigated the low-temperature oxidation characteristics of the fuels. Simultaneously, we identified the critical compression ratio and critical temperature as indicators of the ignition boundaries. Finally, this study examined the heat release behavior of the fuels at low temperatures and discussed their combustion characteristics under high-temperature conditions through the heat release rate analysis. The study indicates that with the increase of HCB in the blend, the low-temperature oxidation characteristics are significantly enhanced. However, the ignition boundaries are lowered, and more pronounced secondary heat release combustion behavior is observed. When the blending ratio reaches 50% namely G50H50, it exhibits low-temperature oxidation characteristics and a secondary heat release rate similar to diesel. Their critical compression ratios are 6.8 and 6.5, and the critical temperatures are 838.74 K and 881.41 K respectively. Hence the G50H50 blend holds the potential to serve as a substitute for diesel fuel in compression ignition engines. The increase in intake temperature and equivalence ratio can also enhance low-temperature oxidation characteristics and lower the ignition boundaries. Simultaneously, they exert a certain influence on the peak and phase of the heat release rate.

Multi objective optimization of emission and performance characteristics in a spark ignition engine with a novel hydrogen generator

This study applies a novel approach using Taguchi, ANOVA, and Grey relational analysis to investigate performance in terms of engine torque, engine power, and emission rates of an SI engine supported by a novel hydrogen generator. The analysis focused on fuel type, engine speed (rpm), engine torque (Nm), engine power (kW), specific fuel consumption (gr/kWh), carbon monoxide (%), hydrocarbon emissions (ppm), carbon dioxide emissions (%), and nitrogen oxides emissions (ppm). There are four distinct fuels used in the experiment: pure gasoline, a blend of 95 % gasoline and 5 % ethanol by volume, pure gasoline combined with a mixture of hydrogen and oxygen, and a blend of 95 % gasoline and 5 % ethanol combined with a mix of hydrogen and oxygen. Additionally, the experiment involves testing these fuels at four different engine speeds: 200, 2500, 3000, and 3500 rpm. The results obtained from the experiments were interpreted in two distinct ways. The Taguchi method was first employed to identify each objective's optimal fuel type and engine speed. Among these parameters, the most influential one was determined. Using ANOVA analysis, the impacts of these factors were calculated as the contribution ratio, thus confirming the findings of the Taguchi analysis.

Experimental and CFD analysis on the impact of hydrogen as fuel on the behavior of a passenger car gasoline direct injection engine

The influence of hydrogen induction on the behavior of a Multi cylinder automotive GDI (Gasoline Direct Injection) engine was studied. An advanced 3D engine simulation was done and validated with experimentally acquired 5% and 10% hydrogen mass coupled with gasoline direct injection. Comparing to the pure gasoline mode, introducing hydrogen showed considerable improvement in engine's BTE (brake thermal efficiency) at all power outputs. The maximum BTE was observed as 27.2%, 30% and 32.5 respectively with pure gasoline, 5% and 10% hydrogen mass shares at the engine's power output of 21 kW. At all power outputs, hydrogen admission was shown to produce a smaller amount hydrocarbon (HC) and carbon monoxide (CO) emissions than pure gasoline operation. At 21 kW engine power the HC was noted as 3360, 2400 and 2050 ppm respectively with Pure Gasoline, 5% and 10% hydrogen mass shares. CFD results on the HC and CO emissions indicated a strong agreement with the experimental results. NOx emission was noted as higher with hydrogen addition (80 and 100 ppm respectively with 5% and 10% hydrogen mass shares) as compared to 60 ppm with pure gasoline mode. High temperature of the gas supported by the CFD due to the rapid combustion of hydrogen was noted as the reason for the higher NOx emissions with hydrogen addition. CFD results on cylinder pressure and HRR matched very well with the experimental results. A small amount of hydrogen added to the gasoline as a fuel supplement might greatly improve BTE while lowering HC and CO emissions. The recommended optimum hydrogen mass share is 10% for the best performance of the above said engine without any modification in engine design.

Combustion and emission characteristics of CNG/gasoline DFSI engine with CNG direct injection

CNG was a low-carbon alternative fuel for engines, which also had the advantages of higher engine knock resistance and better fuel/air mixing. The CNG injection and ignition timing was of significant importance for the performance of Dual Fuel Spark Ignition (DFSI) engines. In this paper, the coordinated effects of CNG injection strategy and ignition timing on the combustion and emission characteristics of CNG/gasoline DFSI engines were investigated. The results showed that the CNG/gasoline engine can achieve a comparable level of BMEP to that of a pure gasoline engine by using the CNGDI plus GPI injection approach with an optimal combination of injection and igniting timing. The cyclic variations of CNG/gasoline engines were increased with the advancing of ignition timing, and these variations can be ceased by using proper CNG injection strategies (early or mild). The gaseous emissions (HC, CO, and NOx) of CNG/gasoline engines were equivalent to those of pure gasoline engines; but the PN emissions were lower than that of gasoline engines. The particle size distribution of CNG/gasoline DFSI engines followed a single peak nucleation pattern and most of the particles were in nucleation mode (d ≤ 50 nm) peaking at around 15 nm. This study would be beneficial for the application of CNG in gasoline engines, which was promising to alleviate the strong dependence of engines on petroleum energy and to reduce their greenhouse gas emission.

Influence of E85 on performance and efficiency of a motorcycle engine

E85 (85 vol% ethanol and 15 vol% gasoline blend) is one of the most promising sustainable fuels for SI engines, thanks to the optimum trade-off between pollutant emissions and cost of implementation, starting from a pure gasoline baseline.From the point of view of engine performance, the most relevant differences from such a baseline are related to the heat of vaporization and to the laminar flame speed. The higher heat of vaporization helps to reduce combustion temperature, thus the risk of knocking, but it also slows down the air-mixing process; the small amount of Oxygen in the fuel molecule leads to a slightly different combustion behavior.The goal of this study is to compare commercial gasoline (E5, 5 vol% ethanol and 95 vol% gasoline blend) and E85, by means of CFD 1D (GT-Power) and 3D (AVL-FIRE) simulations, using experimentally calibrated models. The reference engine is a single-cylinder, four-stroke, PFI motorcycle unit, with a displacement of 463 cc and a maximum power > 30 kW at 9500 rpm.After the calibration, carried out on the E5 version, the fuel type is changed to E85 in the 1D model, in order to provide accurate Initial Conditions (ICs) and Boundary Conditions (BNDs) to the CFD-3D analysis. Then, a series of combustion simulations are carried out at maximum power operative point (9500 rpm – WOT), varying spark advance and equivalence ratios.Results reveal that an increase of fuel flow rate and a new calibration of spark timing are needed when the engine runs on E85 to reach performances comparable to the ones obtained with E5. Simulations also show that, moving from E5 to E85, combustion efficiency can be significantly increased, with a small reduction in engine performance.An estimation of specific emissions, provided by ECFM-3Z combustion model, show that, using E85, CO and HC emissions can be significantly reduced with a small increase of NO emissions, compared to gasoline case.

Evaluation of gasoline-phthalocyanines fuel blends in terms of engine performance and emissions in gasoline engines

The aim of this study was to perform performance and emission analysis in a spark ignition engine by adding different ratios of Phthalocyanines additive to gasoline fuel. In this study, PH10, PH20 and PH30 blend fuels were prepared by blending fuels containing 10 %, 20 % and 30 % phthalocyanine by volume with pure gasoline, respectively. The blended fuels were tested in a gasoline engine at five different engine speeds under full load and the performance values were measured from the dynamometer connected to the engine and emission values were measured from the emission device connected to the exhaust. Compared to pure gasoline in the experimental study, both the torque value and engine power of the PH10 blend fuel decreased, while the exhaust gas temperature increased. While both torque and engine power of PH20 and PH30 blended fuels increased, exhaust gas temperatures decreased. Specific fuel consumption of PH10, PH20, PH30 blended fuels decreased by 4.93 %, 2.12 % and 8.04 %, respectively, compared to pure gasoline. Phthalocyanines' protective, cleaning, and anti-corrosion properties can lead to a decrease in specific fuel consumption when used as a gasoline additive. In the study, it was concluded that increasing the ratio of phthalocyanines additive in gasoline reduces fuel consumption. PH10, PH20 and PH30 fuel blends resulted in 15.34 %, 19.46 % and 9.61 % increase in CO2 emissions respectively compared to gasoline. In addition, CO emissions of blended fuels decreased compared to gasoline, while NOx and HC emissions increased.

Second law analysis of an internal combustion engine for different fuels consisting of NaBH4, ethanol and methanol mixtures

This study was carried out to investigate the effects of NaBH4, which is not used as an internal combustion engine fuel in the literature, on system energy and exergy when used in internal combustion engines. In the study, fuels containing oxygen and hydrogen (MSG12.5, EG12.5, ESG12.5 and MG12.5) and pure gasoline (G100) were tested at different engine speeds and the changes in the energy and exergy analyzes of the system were investigated. In the experimental study, the energy and exergy values of gasoline used as fuel were at the highest values with 33.21 kW and 35.62 kW, respectively, while the energy and exergy efficiencies were 27 % and 25 %, respectively. MG12.5 fuel used in the study showed the best performance among all fuels with 38 % energy efficiency and 35 % exergy efficiency. On the other hand, it was seen that boron added ESG12.5 % fuel was the second best fuel with 35 % energy efficiency and 33 % exergy efficiency. Another fuel, boron added MSG12.5 fuel, performed better than gasoline in terms of both energy and exergy efficiency. In addition, it was determined that more than 50 % of the exergy of the fuel entering the system was lost due to exergy destruction and the exergy destruction of the fuels used in the experiments was determined at least in MG12.5, ESG12.5, EG12.5 and G100, respectively.

Combined mixture process design approach for flexible fuel maps development of ternary blends operated gasoline engine

Alternate means of harnessing energy are currently being researched. However, not all demographics are in a position to switch over to these alternatives while complying with the change in existing infrastructure. The present study aspires to evaluate the effectiveness of ternary fuel blends in existing automotive engines to offer a more flexible mode of operation without demanding any modifications to the existing spark-ignition (SI) engine. It focuses on the compatibility between biofuels and pure gasoline as a flexi-fuel alternative in internal combustion engines (ICE) for improved combustion characteristics. Butanol and Lemon Peel Oil (LPO) are highly competitive renewable biofuels for use in internal combustion engines due to their many advantages. Empirical research is conducted on studying mixtures at different engine speeds and blend concentrations. Accordingly, a combined mixture process design model is developed by virtue of the Design of Experiments (DOEs). ANOVA or analysis of variance method is employed, in addition, to determine the influence of input parameters on output parameters. From the results, it is observed that utilizing pure gasoline or a blend with 90% gasoline produced the least amount of peak cylinder pressure (Pmax) alongside minimum levels of mean gas temperature (MGT), and cumulative heat release rate (CHRR). This indicated a lower efficiency of fuel combustion when using higher proportions of gasoline in the blend. Additionally, engine speed is found to have a significant influence over all the performance parameters where it exhibited an inverse relationship which showed that higher engine speed produced inferior results and vice versa. The desirability matrix yields the most optimal blend, displaying a substantial desirability score of 0.683 running on 50% gasoline, 20% n-butanol, and 30% LPO, at 1523.485 rpm. A comparison between the results of Pmax, CHRR, and MGT between pure gasoline and the optimal blend yields a performance enhancement of 16%, 0.5%, and 6.4%, respectively. Overall, from the research, both butanol and LPO meet the ascribed expectations and are observed to significantly enhance the different combustion parameters. These results can thus be further extrapolated to ascertain the partial replacement of straight gasoline in real-life scenarios with butanol and LPO.

Effect of Blending Dimethyl Carbonate and Ethanol with Gasoline on Combustion Characteristics

We investigated the effects of blending dimethyl carbonate (DMC) and ethanol with commercial gasoline on combustion characteristics. Our experimental approach involved using a rapid compression and expansion machine (RCEM) to achieve elevated temperatures and pressures. The fuels containing different volumes of oxygenated hydrocarbons were burned at equivalence ratios of 1.0 or 0.7, an initial temperature of 340 K, and initial pressures of 0.10 or 0.05 MPa. To simulate knocking phenomena, we installed a rectangular channel in the combustion chamber of the RCEM and measured the pressure history inside the chamber. By analyzing the pressure history resulting from the end-gas autoignition, we evaluated the combustion duration and maximum pressure amplitude. Blending both oxygenated fuels with gasoline effectively reduced the maximum-pressure amplitude in the end-gas autoignition, with ethanol exhibiting a more pronounced suppression effect compared to DMC in the same volumetric mixing ratio. At an initial pressure of 0.10 MPa, the combustion durations of DMC/gasoline blends showed non-linear behavior, being shorter than those of pure gasoline and DMC and comparable to those of the ethanol/gasoline blends. However, the blending effect of DMC on combustion durations was greatly mitigated when the initial pressure was reduced to 0.05 MPa. Conversely, the combustion durations for ethanol/gasoline blends showed a nearly monotonic reduction with an increase in the ethanol blending ratio at both initial pressures of 0.10 and 0.05 MPa. Finally, we discussed the differential impact of the blending effect of oxygenated hydrocarbons on combustion characteristics.

Synergic effect of hydrogen and n-butanol on combustion and emission characteristics of a hydrogen direct injection SI engine fueled with n-butanol/gasoline

Hydrogen, an ideal carbon-free energy carrier with favorable combustion properties, has drawn worldwide attention as a high-expectation way to enhance fossil fuels’ combustion performance. However, currently, limited investigations are about enhancing n-butanol hybrid gasoline engines through hydrogen addition. Thus, in this paper, the hydrogen direct injection (HDI) was put forward to improve an SI engine fueled with n-butanol/gasoline, and the synergic effect of hydrogen and n-butanol on combustion and emission characteristics was studied. Experimental results indicated the favorable influence of a low n-butanol mixing ratio (νN, νN = 25%) on enhancing combustion can relatively weaken the similar promoting effect of hydrogen. And the sequential increase in hydrogen addition ratio (φH, φH = 15–20%) can compensate for the negative impact of unfavorable atomization and vaporization quality caused by higher n-butanol blending (νN = 75–100%), namely the usage amount of n-butanol in engine can be raised. Further, compared with pure gasoline, the percentage change in BMEP (brake mean effective pressure) at νN = 25% and 100% can be increased from 1.79% to 5.04% and −5.38%–2.01% respectively by φH from 0 to 20%. Besides, the HDI can also shorten the combustion duration, accelerate the heat release process and improve the combustion stability of each νN, while the amplitude of promotion exhibits a relative downtrend with the increase of φH. As for emission characteristics, the HC, CO and particulate emissions decreased monotonously with the increasing φH under all νN, but there was a visible increase in NOX emissions.

The effect of acetone-butanol-ethanol and gasoline blends on the knocking performance of spark-ignition engine

In this study, the effect of acetone-butanol-ethanol (ABE) and gasoline blends on knocking performance was investigated experimentally in a four-stroke, high-speed spark-ignition engine. Four types of fuels were used in this study: pure gasoline, gasoline mixed with 10%, 20% and 30% ABE. The knocking factor is introduced to evaluate the knocking tendency of the experiential fuels. The results show that the threshold for knock identification is 1.100 when the width of the reference window and the knock window are set to the same length. The more ABE that is added to gasoline, the weaker the tendency of the engine to knock. The high latent heat of vaporization of ABE helps reduce the temperature of the combustion start point, thereby suppressing knocking. The spark timing of the engine can be advanced when the gasoline is blended with ABE. The spark timing can be advanced 5.34° crank angle at 3000 r/min, 30% throttle position when the engine is fuelled by gasoline blended with 30% ABE compared to the pure gasoline engine. This paper has shown that ABE can be used as a blended fuel to suppress the knocking tendency in spark-ignition engine.

Experimental Research With Diethyl Ether on Engine Performance and Emissions in a Spark Ignition Engine

In this study, the influences of the diethyl ether addition into pure gasoline were re-searched experimentally in a single cylinder, four stroke, air-cooled spark ignition engine. Experiments were conducted at wide-open throttle and different engine speeds of 2400, 2800, 3200, 3600 and 4000 rpm. The effects of diethyl ether as an additive on engine torque, specific fuel consumption (SFC), thermal efficiency, CO, CO2 and HC emissions were observed. Test results presented that engine torque and power first increased and then decreased with the addition of diethyl ether. SFC increased by about 4.18%, 7.44%, 11.39% and 14.41% with DEE10, DEE20, DEE30 and DEE40 compared to pure gasoline at 2800 rpm respectively. Remarkable reduction were observed on CO and HC emissions with the addition of diethyl ether into gasoline. CO was reduced by 0.67%, 3.39%, 10.61% and 11.11% with DEE10, DEE20, DEE30 and DEE40 compared to gasoline at 4000 rpm respectively. Similarly, HC decreased by 3.70%, 8.82% and 10.58% with DEE20, DEE30 and DEE40 compared to gasoline at 4000 rpm respectively. It was seen that diethyl ether can be used as an additive without modification in spark ignition engines

Atomization and combustion behavior of nanofuel droplets containing perovskite-type nanoparticles

Metal and metal oxide nanoparticles (NPs) are promising agents for reducing energy consumption and pollution in applications where combustion power generation is provided. This study focuses on the production of new generation perovskite-type metal oxide NPs with enhanced catalytic activity customized for combustion and investigation of their catalytic performance for gasoline. The droplet scale combustion experiments were carried out at ambient temperature, atmospheric pressure and under normal gravity, the experimental processes were recorded with an optical system consisting of a high-speed camera and a thermal camera with a spectral range of 7.5–14 μm, and the combustion and atomization behavior of the nanofuel droplets were characterized. Perovskite-type NPs were produced by sol-gel technique in varying stoichiometric ratios (LaMnO3, La1-XNdXMnO3, La1-XBaXMnO3, Nd1-XBaXMnO3, La0.5NdXBa0.5-XMnO3, x = 0, 0.3) to confirm their catalytic activity's effect on gasoline droplets' combustion behavior. Structural characterization of the obtained five different NPs was carried out by SEM and XRD techniques. Chemical analysis, surface area measurements, and spectral properties of the samples were determined by XPS, BET, and UV–Vis spectroscopy, respectively. The results showed that all perovskite-type NPs have particle size range of 25–40 nm. La0.7Nd0.3MnO3 NPs had the highest oxygen adsorption ability and La0.5Nd0.3Ba0.2MnO3 NPs had the largest surface area (393.4898 m2/g). Perovskite type NPs tended to increase ignition delay and extinction times. The maximum flame temperature of fuel droplets loaded with La0.5Nd0.3Ba0.2MnO3 NPs was 469 °C. This temperature was 274 °C higher than the maximum flame temperature of the pure gasoline droplet. The outcomes demonstrated that, with the right catalyst design, perovskite-type NPs can perform better as powerful oxidizers and high energy combustion catalysts.

Experimental characterization of ammonia, methane, and gasoline fuel mixtures in small scale spark ignited engines

In this study, gaseous anhydrous ammonia is blended with fuels like gasoline and methane and tested in an instrumented, low-technology single cylinder carbureted engine. In-cylinder pressure and emissions are monitored with the various mixtures and their performance is then compared with pure gasoline. With the addition of ammonia, the stability of combustion inside the combustion chamber was affected. But with the addition of a combustion modifier, the overall variability was reduced. At higher substitutions of ammonia, Initial results show an increase in indicated thermal efficiency of the engine. There is also a substantial decrease in the heat release rate (HRR) of the engine when substituting gasoline with ammonia. With the addition of methane, the change in the fuel reactivity helped improve HRR. Increasing ammonia substitution also resulted in an increase in indicated efficiency when compared to pure gasoline by approximately 12% with 50% substitution of ammonia in gasoline. Adding ammonia to the fuel mixtures also showed an initial reduction in unburnt hydrocarbon emission, followed by a sudden increase with further increasing concentration, suggesting incomplete combustion of the fuel mixture. The addition of methane with gasoline also showed a reduction in overall NOx emissions. Furthermore, methane was also tested as the main fuel with ammonia substitution of up to 50%. This ammonia and methane blend also showed comparable results to the gasoline, ammonia, and methane blends tested. From the emissions data, the catalyzing effects of ammonia were also seen with some cases showing varying trends with increasing ammonia substitution. Results from this study can be used to design small-scale engine based power generation systems that need very little modifications to accept ammonia based mixed fuels. Furthermore, this study lays the groundwork for using fuels blends with methane sourced using carbon neutral technologies and ammonia to power engine based systems.

Effect of hydrogen injection coupled with high-energy ignition on the combustion stability of a lean-burn gasoline engine

The shortage of fossil energy and the aggravation of environmental pollution have led to stricter requirements for energy conservation and environmental protection of automobiles. The development of new energy vehicles still needs time and space. The internal combustion engine is still the power source that automobiles will need to rely on in the future. Lean combustion is one of the key research directions for efficient and clean combustion technology for gasoline engines. In this paper, the effects of high-energy ignition coupling hydrogen blending on the combustion stability of lean-burn gasoline engines were studied by means of multi-point high-energy ignition and gasoline/hydrogen double direct injection. Through the combination of gasoline and hydrogen injection timing, a suitable stratified mixture can be formed in the cylinder. Combined with high-energy ignition, the fire core can be formed smoothly, and the flame spreads rapidly. The introduction of hydrogen increases the concentration of H in the reaction system, enhances the activity of the reaction system, and accelerates the oxidation process of fuel molecules. Compared with a pure gasoline engine, hydrogen blending can expand the lean burn limit by 66.2% and increase ITE (Indicated Thermal Efficiency) by 6.5%. NOx emission increases first and then decreases with the increase in excess air ratio, but when λ > 1.6, NOx emission is much lower than that of the equivalence ratio condition. HC (Hydrocarbons), CO, and CO2 emissions are also lower than the equivalent ratio conditions.

Methanol as a fuel additive: effect on the performance and emissions of a gasoline engine

ABSTRACT The use of alternative fuels, such as alcohol-based fuels, has received a significant attention as a substitute for gasoline in spark-ignition engine. This study examines the influence of methanol-gasoline blends on both performance and emissions of a single-cylinder, spark-ignition engine. The engine is tested under full load conditions and at speeds range varying from 1000 to 3000 rpm. Four fuel blends labeled M0, M10, M20, and M40, were used, where the numbers represent the percentage by volume of methanol in the blend. It has been shown that the addition of methanol improves the power output and the torque of the engine. The highest improvement observed in engine power is 37% for M20 blend. Specific fuel consumption and thermal efficiency have also been improved with increasing methanol blending ratio. M40 showed a decrease in fuel consumption by 38% and an enhancement in thermal efficiency by 95%, at medium speed, compared to pure gasoline. Additionally, the results have shown significant reduction in CO and CO2 emissions, more particularly at low engine speeds (below 2000 rpm), where the addition of methanol (up to M40) has led to reducing CO emission with up to 70% compared to that of M0. However, NOx emissions increased with increasing methanol blending ratio. The highest increase in NOx levels was given by M40 by about 60% at low engine speed.

Evaluation of Performance Improvement of Gasoline Fuels by Adding Propanol, Ethanol, and Diisopropyl Ether along with Metal Oxides of CeO2 and Fe2O3

Many studies focusing on the composition of gasoline with any type of fuel additives have shown that the overall engine performance has a significant impact on reducing emissions. In this research work, ethanol, isopropanol, and diisopropyl ether as oxygenated additive with cerium oxide (CeO2) and iron(III) oxide (Fe2O3) as metal nanoparticles were combined with pure gasoline. Due to the more oxygen they have in their structure, these alcohol additives reduce pollutants and complete combustion. Metal nanoparticles also improve the performance of the engine due to the proper potential. To check the efficiency of the new fuel, a four-stroke engine connected to a dynamometer and an analyzer tested different conditions: speed of 1500 and 2000 rpm and loading percentage of 30 and 40%. Analyzed data include the engine power, and the amount of CO, CO2, HC, and NOx released. The power of the engine on gasoline fuel was 14.43 at 1500 rpm, and once the test was repeated with mixed fuel with additives, it increased to 17.5, which indicates an improvement in engine performance. The amount of CO emissions at 1500 rpm with gasoline fuel was 3.25, and once repeating the test with the same engine rpm with mixed fuel, it decreased to 1.68. The amount of CO2 at 1500 rpm with gasoline fuel was 3.8 and repeating the test with mixed gasoline, it was 5.7. The amount of HC emission with gasoline was 65, and it was 62 when tested with mixed fuel. The amount of NOx released in comparison of gasoline fuel with mixed fuel reached from 264 to 533. The performance improvement and pollutant emissions are fully described in the conclusion section. The analyzed data were calculated and transformed into a model. Among the additives used, isopropanol and CeO2 nanoparticles had better results in optimizing the fuel, reducing the pollutants, and increasing the engine performance. The optimization results show that the use of isopropanol (5%) and CeO2 (1.39 wt. %) as well as diisopropyl ether (4 wt. %) at high engine speed (1504.97 rpm) can be improved engine performance and reduce exhaust gas emissions.

Ethanol additive addition to gasoline: viscosity investigation using stokes law linear regression

Nowadays, global warming is a tremendous phenomena in the world. Every country trying to solve these conditions, including Indonesia that has a campaign to reduce the emission of CO and HC from vehicles. However, the number of vehicles is increasing every year. Based on that condition, the researchers are trying to modify the fuel with the additive. This work modified the gasoline with 10% ethanol additive addition and investigated the viscosity properties using Stokes law linear regression method and compared to pure gasoline. The viscosity properties are chosen by their effect on emission of vehicles. A low viscosity of fuel can reduce CO and HC in gas emission. Then, this work was finding that the viscosity of gasoline is decreased, but 10% of ethanol does not significantly change the characteristics of gasoline. Even so, the linear regression has successfully used as an analyzed method to determined the viscosity. Then, this finding also contributes to development of fuel in Indonesia to reduce the emission of CO and HC with the modified of gasoline using ethanol in the other concentration.

Effects of Spinel Oxide Combustion Catalysts on the Combustion Behavior and Secondary Atomization Mechanism of Gasoline Droplets

ABSTRACT The catalytic activity of Mg-based spinel oxide nanoparticles (NPs) on the combustion behavior of gasoline and their effects on the atomization behavior were determined by droplet scale combustion experiments. MgFe2O4, MgCo2O4 and MgMnO3 spinel oxide NPs were produced by the sol-gel technique and doped into gasoline. The particles with the highest surface oxygen were MgCo2O4 and MgFe2O4 NPs, while the NPs with the largest surface area were MgCo2O4 NPs (517.8433 m2/g). The size of the flame envelope tends to shrink as the oxygen concentration of the particles rises, but an increase in their surface area tends to shorten ignition delay periods. MgFe2O4 NPs increased the flame temperature by 163°C compared to the pure gasoline. While MgFe2O4 and MgMnO3 NPs increased the extinction time of gasoline, MgCo2O4 NPs decreased the severe time by about 75% with the violent micro-explosions they created. In this study, we focused on the production of spinel oxide agents customized for combustion with improved catalytic activity, high flammability, and different component designs, and the results showed that these particles can reduce the soot formation of conventional hydrocarbons.