Ammonia and Gasoline Fuel Blends for Internal Combustion Engines

2014 ◽  
Author(s):  
Shehan Omantha Haputhanthri ◽  
Timothy Taylor Maxwell ◽  
John Fleming ◽  
Chad Austin
Keyword(s):  
Liquid Phase ◽  
Internal Combustion Engines ◽  
Gasoline Engine ◽  
Phase Solubility ◽  
Hydrogen Energy ◽  
Combustion Engines ◽  
High Pressure Cell ◽  
Fuel Blends ◽  
Composite Fuel ◽  
Mass Basis

Ammonia, when blended with hydro carbon fuels, can be used as a composite fuel to power existing IC engines. Such blends, similar to ethanol and gasoline fuel blends, can be used to commercialize ammonia as an alternative fuel. Feasibility of developing ammonia gasoline liquid fuel blends and the use of ethanol as an emulsifier to enhance the solubility of ammonia in gasoline were studied using a small thermostated vapor liquid equilibrium (VLE) high pressure cell in this research. A larger VLE cell was used to develop identified fuel blends in sufficient quantities for engine dynamo-meter tests. A engine dynamometer equipped with a 2.4L gasoline engine was used to benchmark performance of ammonia fuel blends against standard fuels. Solubility test results proved that ethanol free gasoline is capable of dissolving 4.5% of ammonia on volume basis (23 g/l on mass basis) at 50 psi [344.7 kPa] pressure and 286.65 K temperature in liquid phase. Solubility levels are increased with the use of ethanol. Gasoline with 30% ethanol can retain 18% of ammonia in the liquid phase by volume basis (105 g/l by mass basis) at the same pressure and temperature. Dynamometer results show the ability of new composite fuel blends to produce the same amount of torque and power in the lower rpm limits. At higher rpm levels ammonia rich fuels result in an increased torque and power. Thus it can be concluded that hydrogen energy can be stored as ammonia-gasoline fuel blends and recovered back successfully without any strenuous modification to the existing infrastructure and end user equipment or behavior.

Ammonia and Gasoline Fuel Blends for Spark Ignited Internal Combustion Engines

2015 ◽  
Vol 137 (6) ◽  
Author(s):  
Shehan Omantha Haputhanthri ◽  
Timothy Taylor Maxwell ◽  
John Fleming ◽  
Chad Austin
Keyword(s):  
High Pressure ◽  
Liquid Fuel ◽  
Internal Combustion Engines ◽  
Internal Combustion ◽  
Combustion Engines ◽  
Liquid Equilibrium ◽  
High Pressure Cell ◽  
Fuel Blends ◽  
Composite Fuel ◽  
Ic Engines

Ammonia, when blended with hydrocarbon fuels, can be used as a composite fuel to power existing internal combustion (IC) engines. Feasibility of developing ammonia gasoline liquid fuel blends and the use of ethanol as an emulsifier to enhance the solubility of ammonia in gasoline were studied using a small thermostated vapor liquid equilibrium (VLE) high-pressure cell. Engine dynamometer tests were conducted for developed fuel blends to measure the performance. Gasoline with 30% ethanol can retain 17.35% of ammonia in the liquid phase by volume basis. Engine dynamometer results show ammonia-rich fuels result in an increased torque and power output especially at higher engine speeds.

Ammonia Gasoline-Ethanol/Methanol Tertiary Fuel Blends as an Alternate Automotive Fuel

2014 ◽  
Author(s):  
Shehan Omantha Haputhanthri ◽  
Timothy Taylor Maxwell ◽  
John Fleming ◽  
Chad Austin
Keyword(s):  
Liquid Phase ◽  
Liquid Fuel ◽  
Hydrocarbon Fuel ◽  
Phase Solubility ◽  
Test Results ◽  
Liquid Equilibrium ◽  
Fuel Blends ◽  
Automotive Fuel ◽  
Mass Basis ◽  
Dynamometer Test

Ammonia and hydrocarbon fuel blends, similar to ethanol and gasoline fuel blends can be used to commercialize ammonia as an alternative fuel. Feasibility of developing ammonia gasoline liquid fuel blends and the use of ethanol and methanol as emulsifiers to enhance the solubility of ammonia in gasoline were studied using thermostated vapor liquid equilibrium (VLE) high pressure cells, in this research. Solubility test results prove that emulsifier free pure gasoline is capable of dissolving 23 g/l of ammonia on mass basis (4.5% of ammonia on volume basis) at 345 kPa pressure and 286.65 K temperature in liquid phase. Solubility level is increased with the use of ethanol and methanol. Gasoline with 10% ethanol can retain 31.7 g/l (5.7% on volume basis) of ammonia in the liquid phase at the same pressure and temperature. Methanol has better emulsifying capabilities. Solubility level of gasoline with 30% methanol is 189.5 g/l (30.0% on volume basis). This paper presents solubility and dynamometer test results of five fuel blends E/M0, E10, M10, M20 and M30. Better performances are observed when the ammonia rich fuels are benchmarked against baseline fuel especially at higher engine speeds.

scholarly journals Perspective on Low-Temperature Combustion Applied to the Strategies of NOx Emission Reduction

2019 ◽  
Vol 4 (1) ◽  
pp. 92-96
Author(s):  
Cao Dao Nam
Keyword(s):  
Internal Combustion Engines ◽  
Gasoline Engine ◽  
Fuel Injection ◽  
Low Temperature Combustion ◽  
Engine Fuel ◽  
Combustion Engines ◽  
Compression Ignition Engine ◽  
Fuel Blends ◽  
Partially Premixed Combustion ◽  
Temperature Combustion

Compression ignition engine and PPCI-Partially Premixed Combustion Ignition, in which part of the fuel is sprayed on the fill line and the remainder is directly sprayed in the cylinder, bringing the advantages of both gasoline engine (fuel blends well with air) and diesel engine (compressed by compression). At the same time, it is possible to control the burning time of the mixture and the engine is stable and continuous thanks to the second fuel injection directly in the combustion chamber. This new method of forming mixtures and fire concepts in engines can solve both the problem of toxic combustion and emissions on internal combustion engines as well as energy security due to the use of various types. renewable fuel.

Compressor Design for Multi-Point Operating Conditions of Turbocharged Gasoline Engines

2010 ◽  
Author(s):  
Tao Chen ◽  
Yangjun Zhang ◽  
Xinqian Zheng ◽  
Weilin Zhuge
Keyword(s):  
Internal Combustion Engines ◽  
Gasoline Engine ◽  
Design Method ◽  
Pressure Ratio ◽  
Operating Conditions ◽  
Combustion Engines ◽  
Gasoline Engines ◽  
Compressor Design ◽  
Operating Points ◽  
Load Conditions

Turbocharger compressor design is a major challenge for performance improvement of turbocharged internal combustion engines. This paper presents a multi-point design methodology for turbocharger centrifugal compressors. In this approach, several design operating condition points of turbocharger compressor are considered according to total engine system requirements, instead of one single operating point for traditional design method. Different compressor geometric parameters are selected and investigated at multi-point operating conditions for the flow-solutions of different design objectives. The method has been applied with success to a small centrifugal compressor design of a turbocharged gasoline engine. The results show that the consideration of several operating points is essential to improve the aerodynamic behavior for the whole working range. The isentropic efficiency has been increased by more than 5% at part-load conditions while maintaining the pressure ratio and flow range at full-load conditions of the gasoline engine.

Development Concept for Non Conventional Hybrid Engine

2010 ◽  
Author(s):  
Harsh Purohit ◽  
Ankit Shah ◽  
Nishant Parekh ◽  
Akash Pandey
Keyword(s):  
Fuel Economy ◽  
Internal Combustion Engines ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Combustion Engines ◽  
Common People ◽  
Advantages And Disadvantages ◽  
Compact Size ◽  
Hybrid Engines ◽  
Variable Valve

Environmental issues and the need for environment-friendly transport have always been a priority for the world due to ever increasing demand of modes of transport. So developing quick and eco friendly vehicle is the trend as of now with most manufacturers globally. There are numerous ways in which manufacturers have tackled these issues. Some of the common approaches undertaken are refinements of existing internal combustion engines. Like developing technologies such as direct injection, VVT (variable valve time), VTEC (variable valve time electronic lift), VGT (variable geometry turbines), reducing engine friction and weight, cam less engines, micro hybrids, etc But the best/optimum compromise between eco friendliness and urge to develop more power with good fuel economy and reduced emission is best met by the development of hybrid engines. Thermal and electric engines both have advantages and disadvantages that are often complementary. Combustion engines offer better range, power and ‘lunge’, but give out exhaust gas, although the current Euro IV norm place strict limits on these. Electric engines are zero-emission and offer very quick pick-up from a stopped position, but the batteries have low range and limited speed. So this complementation of both power trains is exploited in hybrid engines. Now conventional hybrids have many disadvantages such as being bulky with additional weight of battery packs and motors and other auxiliary transmission components, complex and dangerous electric systems, etc. So it is proposed to develop a non conventional hybrid engine which produces power at par with the conventional one and releases emission which is compatible with the stringent emission norms set for the conventional hybrids with considerably lucrative fuel economy comparable with the currently available hybrids in market and yet overcome the drawbacks of the conventional hybrid engines. Also the compact size of the hybrid engine that we propose makes it quite viable to fitted in small vehicles (like bikes, compact cars, etc) which further makes it a more promising technology that can be made available to common people across the globe and there by lead to a better transportation system for people of all class and need. The conceptualization basically includes modification of an inline twin cylinder or a v-twin 4-stroke gasoline engine as a preliminary step towards achieving the above proposed objectives.

scholarly journals Fuel consumption in an air blower for agricultural use under different operating conditions

2017 ◽  
Vol 21 (8) ◽  
pp. 579-584
Author(s):  
Robson L. da Silva
Keyword(s):  
Fuel Consumption ◽  
Internal Combustion Engines ◽  
Operating Conditions ◽  
Combustion Engines ◽  
Otto Cycle ◽  
Technical Standards ◽  
Fuel Blends ◽  
Agricultural Use ◽  
Air Blower ◽  
Ethanol Blends

ABSTRACT Evaluation of fuel consumption in internal combustion engines (ICE) of agricultural machinery and equipment is important in determining the performance under various operating conditions, especially when using biofuels. This study consisted of experimental evaluation of the gasoline (petrol)/ethanol consumption in a two-stroke 1-cylinder ICE, Otto cycle, functioning as an air blower for agriculture and related applications. A methodology for tests of non-automotive ICE, based on ABNT/NBR technical standards, was considered. The presented results refer to operation with commercial and non-commercial fuel blends. Characteristic curves for the tested equipment are presented, identifying consumption conditions and trend in the whole operating range of angular speeds (RPM), for five fuel blends (gasoline/ethanol). For the operating conditions of minimum and maximum angular speeds, 20 and 30% ethanol blends had the highest and lowest fuel consumptions, respectively.

A Numerical Investigation of Combustion Chamber Geometry Effects on Natural Gas Direct Injection Properties in a SI Engine With Centrally Mounted Multi-Hole Injector

2012 ◽  
Author(s):  
Bijan Yadollahi ◽  
Masoud Boroomand
Keyword(s):  
Numerical Model ◽  
Natural Gas ◽  
Flow Field ◽  
Combustion Chamber ◽  
Internal Combustion Engines ◽  
Gasoline Engine ◽  
Direct Injection ◽  
Internal Combustion ◽  
Combustion Engines ◽  
Validity Of Results

Due to the vast resources of natural gas (NG), it has emerged as an alternative fuel for SI internal combustion engines in recent years. The need to have better fuel economy and less emission especially that of greenhouse gases has resulted in development of NG fueled engines. Direct injection of natural gas into the cylinder of SI internal combustion engines has shown great potential for improvement of performance and reduction of engine emissions especially CO2 and PM. Direct injection of NG into the cylinder of SI engines is rather new thus the flow field phenomena and suitable configuration of injector and combustion chamber geometry has not been investigated completely. In this study a numerical model has been developed in AVL FIRE software to perform investigation of direct natural gas injection into the cylinder of spark ignition internal combustion engines. In this regard, two main parts have been taken into consideration aiming to convert an MPFI gasoline engine to direct injection NG engine. In the first part of study multidimensional numerical simulation of transient injection process, mixing and flow field have been performed via different validation cases in order to assure the numerical model validity of results. Adaption of such a modeling was found to be a challenging task because of required computational effort and numerical instabilities. In all cases present results were found to have excellent agreement with experimental and numerical results from literature. In the second part, using the moving mesh capability, the validated model has been applied to methane injection into the cylinder of a direct injection engine. Five different piston head shapes have been taken into consideration in investigations. An inwardly opening multi-hole injector has been adapted to all cases. The injector location has been set to be centrally mounted. The effects of combustion chamber geometry have been studied on mixing of air-fuel inside cylinder via quantitative and qualitative representation of results. Based on the results, suitable geometrical configuration for a NG DI engine has been discussed.

scholarly journals Estimation of the refractive index of diesel fuel+biodiesel blends

2013 ◽  
Vol 24 (1) ◽  
pp. 24-26 ◽  
Author(s):  
Irina Nita ◽  
Sibel Geacai ◽  
Anisoara Neagu ◽  
Elis Geacai
Keyword(s):  
Refractive Index ◽  
Diesel Fuel ◽  
Internal Combustion Engines ◽  
Physical Property ◽  
Great Accuracy ◽  
Refractive Indices ◽  
Combustion Engines ◽  
Biodiesel Blends ◽  
Animal Fats ◽  
Fuel Blends

AbstractFor now, biodiesel is the commonly accepted biofuel as a substitute for diesel fuel in internal combustion engines. Diesel fuel blends with up to 20% biodiesel can be used in diesel engines without any modification. A lot of studies regarding diesel fuel+biodiesel blends properties are presented in the literature. Some of the important properties of diesel fuel+biodiesel blends can be evaluated from other blends properties. For example, density and viscosity of biodiesel blends can be predicted based on blend refractive index. More than that, refractive index can be used as a reliable physical property to predict transesterification reaction progress. As a result, the refractive index of diesel fuel+biodiesel blends is important in order to characterize these blends or to monitor the evolution of transesterification process of vegetable oils or animal fats. The refractive index of diesel fuel+biodiesel blends can be experimentally determined or evaluated based on refractive indices of diesel fuel and biodiesel. The aim of this study was to estimate the accuracy of refractive index of diesel fuel +biodiesel blends calculation, using models initially proposed to evaluate the refractive index of a binary liquid mixture. It was shown that the refractive index of diesel fuel+biodiesel blends can be accurately predicted from refractive indices of the components of the blend. Wiener, Heller and Edward equations can be recommended to predict with a great accuracy the refractive index of diesel fuel+biodiesel blends.

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