Impact of Adding Bioethanol and Dimethyl Carbonate on Gasoline Properties (original) (raw)
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Assessment of the Quality of Alternative Fuels for Gasoline Engines
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The use of alternative fuels is a strict requirement of the present day. The threatening ecological situation of the environment, the constant growth of the fleet, the high price of petroleum products and the import dependence of Ukraine in oil fuels does not raise doubts about the need to develop, improve the properties and expand the range of biofuels. One of the possible solutions to these problems is the use of bioethanol, both in pure form and as an additive to gasoline of oil origin. The purpose of this article is to study the effect of ethanol on the performance properties of traditional gasoline, the search for the optimal ratio of alcohol and gasoline for use in internal combustion engines. Experimental studies have shown that the concentration of ethanol in gasoline 5–7% performance of physical and chemical properties of the fuel does not change at all. If we add 30% ethanol, we have a serious change in the corresponding indicators, and to ensure the physical stability of ...
PHYSICOCHEMICAL PROPERTIES OF THE GASOLINE AND ALCOHOL BIOFUEL MIXTURES
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Journal of Petroleum Technology and Alternative Fuels, 2011
Physico-chemical and operational properties of various gasoline bio-ethanol blends were evaluated. Bio-ethanol was obtained through distillation from maize (Zea mays), sugar cane (Saccharum L), raffia (Raffia vinefera) wine, and palm wine and then purified using a rotavapor. Engine trails involved combinations of various ratios of gasoline/bio-ethanol as fuel in a small unmodified gasoline engine connected to a dynamometer. The vapour pressure, octane number, flash point, specific gravity, and energy density of various compositions of the blends were evaluated. Sugar cane gave the highest yield of alcohol 97.99 g per kg of produce while the lowest amount of alcohol of 10.5 ml per kg of produce was obtained from palm wine. Engine power decreased from 0.400 kW with 100% gasoline as fuel to 0.108 kW with a gasoline ethanol ratio of 1: 10. The octane number increased from 93 at E10 to 106 at E90. The energy density decreased from 33.180 MJ/l at E10 to 23.600 MJ/l at E90. Other physical observations suggest that to successfully run a gasoline engine with bio ethanol/gasoline blends some modifications would have to be done on the engine, including advancing of ignition timing, provision of air tight fuel conduit network, and modification of piston heads to improve pre-combustion fuel homogenisation.
The Effect of Gasoline-Bioethanol Blends to The Value of Fuel’s Octane Number
E3S Web of Conferences
A fuel gasoline engine classified based is octane number, test for octane number using CFR engine with RON (Research Octane Number) ASTM D 2699 and MON (Motor Octane Number) ASTM D 2700. Bioethanol can booster octane number if blended to gasoline. A fuel to a higher octane can be run at a higher compression ratio without causing detonation or knocking engine. Compression is directly related to thermodynamic efficiency but to blended bioethanol can decrease the heating value of the fuel. The design engine on the market had compression ratio specified and needed octane number minimum specified. The experimental using CFR engine and using fuel gasoline in the market with blended bioethanol start from 5% -20% and analysis the relationship octane number after blended bioethanol with value compression ratio gasoline engine at the market. The objective of this research was the effect of blended bioethanol of varying gasoline forward octane number. The effect of blended bioethanol of gasoli...
An Experimental Study on the Influence of Ethanol and Automotive Gasoline Blends
Journal of Petroleum & Environmental Biotechnology
The objective of this work is to investigate the production possibility of high octane environmental ethanol gasoline blends based on Euro specifications. The environmental gasoline is the key element to keep the environment safe and clean. Moreover, it reduces gas emissions after combustion of gasoline. One of the main methods to produce the environmental gasoline is blending gasoline with oxygenated compounds such as ethanol. Ethanol is chosen among other oxygenated compounds as it has a high influence on physico-chemical characteristics of gasoline rather than other oxygenated compounds. In addition, it has a high octane number as well as it is not polluting the environment and clean additive. In the experimental study, the choice of environmental gasolines are based on Euro-3 specifications for samples without ethanol blend and Euro-5 specifications for samples with ethanol blend; after upgrading. Various blend stocks have been prepared which have reformate, isomerate, full refinery naphtha (FRN), heavy straight run naphtha (HSRN), hydrocracked naphtha, heavy hydrocracked naphtha, coker naphtha and heavy coker naphtha. In this study, ASTM standard methods are performed for spark ignition fuels to characterize its physical and chemical properties. The results show that one has exhibited the optimum specifications of Euro-3 and thus its physico-chemical characteristics are 755.11 kg/m 3 of density, 55.88 of °API and 95 of RON, 88 of MON, 40% by volume of aromatic content and 0.66% by volume of benzene content. Moreover, ASTM distillation curve shows that the volume percentage at 150°C is 83. At the same time, the final boiling point (FBP) and recovery volume percent are 198°C and 96% respectively. While another sample has the poorest physical as well as chemical properties so that it is blended with ethanol to upgrade its characteristics. Therefore, the target is determining the optimum ethanol volume percent to be blended with poorest sample to yield the highest properties of gasoline. These blends are namely as E0, E5, E10, E15, E20. The results indicate that E5 is the optimum one for Euro-5 specifications after upgrading and thus its physico-chemical characteristics are 745.55 kg/m 3 of density, 58 of ºAPI, 101 of RON, 98 of MON, 32.65% by volume of aromatic content and 0.47% by volume of benzene content. Moreover, ASTM distillation curve illustrates that the volume percentage at 150°C is 75. At the same time, the final boiling point (FBP) and recovery volume percent are 190°C and 97% respectively. In addition, its Reid vapor pressure equals 8.1 psi and the heat of combustion equals 35 MJ/L. In the final, Blending gasoline with ethanol is an essential issue concerning the production of environmental gasolines.
Effects of dual-alcohol gasoline blends on physiochemical properties and volatility behavior
Fuel, 2019
Biofuels can contribute to reducing greenhouse gas emissions from the transportation sector. Ethanol is the main additive for gasoline in the United States, and gasoline containing 10 vol% ethanol is the most commonly used transportation fuel. However, the vapor pressure of these blends is significantly higher than gasoline, which contributes to evaporative emissions. One way to circumvent this and other issues is to use a dual-alcohol approach, mixing lower (methanol or ethanol) and higher alcohols with gasoline to obtain a blend with a vapor pressure close to that of the base gasoline. The goal of this study was to evaluate the fuel potential of dual alcohol blends experimentally and theoretically. Ten dual-alcohol blends were tested at blending ratios from 10 to 80 vol %, with methanol and ethanol used as the lower alcohols and iso-butanol and 3-methyl-3-pentanol as the higher alcohols. The corresponding single alcohol-gasoline blends were also evaluated. For each blend, Reid vapor pressure, vapor lock protection potential, distillation curve, lower heating value, kinematic viscosity, and water tolerance at three temperatures were measured. A model of droplet evaporation was also applied to provide insights into the azeotropic volatility behavior and mixing/sooting potential of the blends. The results of this study show that it is advantageous to use dual-alcohol blends containing up to 40 vol% because they have the characteristics necessary for good performance in existing spark-ignition engines, particularly in terms of volatility, kinematic viscosity, and water tolerance. This study is the first to characterize matched vapor pressure, dual-alcohol blends over a wide blending range as drop-in fuels for conventional spark ignition engines. Furthermore, this was the first investigation of the fuel potential of iso-butanol in dual-alcohol blends and of 3methyl-3-pentanol in single-and dual-alcohol blends.
The Volatility of Reformulated Gasolines with Alcohols
2009
This paper presents an experimental study regarding the volatility properties: distillation, Reid vapor pressure, driveability index and vapor lock index of gasoline mixtures by adding different percents of alcohols (methanol, ethanol, isopropanol, tertbuthanol, isobuthanol). The study deals the volatility properties by two international standards: EN 228 and ASTM 4814 standard. It was used the gasoline consisting of catalytic cracked gasoline (40% vol), catalytic reformed gasoline (40% vol) and isomerisation compounds (20% vol). The gasoline was additivated by adding various alcohols proportions of 2, 4, 6, 7, 10% vol. The studies have shown that the volatility of reformulated gasolines with isopropanol, tertbuthanol, isobuthanol are more favourable in terms of volatility properties than those additived with methanol and ethanol. Key-Words: gasoline, alcohols, distillation, Reid vapor pressure, driveability index, vapor lock index
Energy Conversion and Management, 2014
The use of ethanol as a fuel for internal combustion engines has been given much attention mostly because of its possible environmental and long-term economical advantages over fossil fuel. Higher carbon number alcohols, such as propanol, butanol, pentanol and hexanol also have the potential to use as alternatives as they have higher energy content, octane number and can displace more petroleum gasoline than that of ethanol. Therefore, this study focuses on improvement of different physicochemical properties using multiple alcohols at different ratios compared to that of the ethanol-gasoline blend (E10/E15). To optimize the properties of multiple alcohol-gasoline blends, properties of each fuel were measured. An optimization tool of Microsoft Excel ''Solver'' was used to find out the optimum blend. Three optimum blends with maximum heating value (MaxH), maximum research octane number (MaxR) and maximum petroleum displacement (MaxD) are selected for testing in a four cylinder gasoline engine. Tests were conducted under the wide open throttle condition with varying speeds and compared results with that of E15 (Ethanol 15% with gasoline 85%) as well as gasoline. Optimized blends have shown higher brake torque than gasoline. In the terms of BSFC (Brake specific fuel consumption), optimized blends performed better than that of E15. In-cylinder pressure started to rise earlier for all alcoholgasoline blends than gasoline. The peak in-cylinder pressure and peak heat release rate obtained higher for alcohol gasoline blend than that of gasoline. On the other hand, the use of optimized blends reduces BSCO (Brake specific carbon monoxide) and BSHC (Brake specific hydrocarbon) emission with compared to the use of gasoline and E15. BSNOx (brake specific nitrogen oxides)emission of all alcohol-gasoline blends was higher than that of gasoline. However, MaxR, MaxD, MaxH reduces BSNOx significantly than that of E15. Thus, optimized multi alcohol-gasoline blends were found to be a better option in terms of fuel properties, engine performance, combustion and emission for an unmodified gasoline engine.
Low grade bioethanol for fuel mixing on gasoline engine using distillation process
2017
Utilization of renewable energy in Indonesia is still low, compared to 34% oil, 20% coal and 20% gas, utilization of energy sources for water 3%, geothermal 1%, 2% biofuels, and biomass 20%. Whereas renewable energy sources dwindling due to the increasing consumption of gasoline as a fuel. It makes us have to look for alternative renewable energy, one of which is bio ethanol. Several studies on the use of ethanol was done to the researchers. Our studies using low grade bio ethanol which begins with the disitillation independently utilize flue gas heat at compact distillator, produces high grade bio ethanol and ready to be mixed with gasoline. Stages of our study is the compact distillator design of the motor dynamic continued with good performance and emission testing and ethanol distilled. Some improvement is made is through the flue gas heat control mechanism in compact distillator using gate valve, at low, medium, and high speed engine. Compact distillator used is kind of a batch distillation column. Column design process using the shortcut method, then carried the tray design to determine the overall geometry. The distillation is done by comparing the separator with a tray of different distances. As well as by varying the volume of the feed and ethanol levels that will feed distilled. In this study, we analyzed the mixing of ethanol through variation between main jet and pilot jet in the carburetor separately interchangeably with gasoline. And finally mixing mechanism bio ethanol with gasoline improved with fuel mixer for performance.
Comparison of the Properties of Biodiesel-Bioethanol-Diesel Blended Fuel
Energy production relies on finite fossil fuels and is usually regarded as the primary source of hazardous emissions and global warming. As a result, much attention has been dedicated to biofuel as a fuel for engine alternatives. Biofuel is now primarily utilized in blends with fossil diesel. As a result, this study was focused on adding bioethanol and biodiesel to fossil diesel. Biodiesel was manufactured by transesterification from waste cooking oil, while bioethanol was made through banana fermentation. The physical properties such as density, kinematic viscosity, flashpoint, and cetane index of fossil diesel-biodiesel-bioethanol blends were compared with fossil diesel fuel in laboratory experiments. When added, bioethanol was found to degrade the physical properties of blended fuels substantially. The substitution of bioethanol for fossil diesel resulted in a significant reduction of hazardous emissions. The assessment of flue gas emissions indicated a considerable reduction in CO2, CO, hydrocarbon (HC) and NOx emissions.