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1
Content available Effect of DMC blend ratio on emission characteristics for diesel engine generator fueled with DMC/diesel blend fuel
Kawakami Tadashige, Liu Jinru, Jin Meiling, Eto Kuniyoshi
Combustion Engines
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2023
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R. 62, nr 4
23--27
EN
In this study, the DMC/diesel blend with 5%, 10%, 15% DMC by volume are prepared to investigate the emission characteristics. Since the combustion process is strongly influenced by the addition of low boiling point DMC boosts the atomization and liquid fuel mixture, the emissions of hydrocarbons and particulate matter are significantly reduced by the DMC addiction especially on the high-load conditions. Also, the nitrogen oxide emission has reduction on the high-load conditions. The scope for balancing NOx and HC emissions exists.
2
Effect of alcohol blending on real driving emissions of particulate matter from ordinary gasoline automobile engines: a comparison of ethanol, n-butanol and isobutanol
Vojtisek-Lom M., Beranek V., Klir V., Pechout M., Mazac M., Dittrich L.
Prace Naukowe Instytutu Nafty i Gazu
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2015
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nr 204
140--157
EN
This paper summarizes the recent and ongoing work on real driving emissions of several automobiles with ordinary, non-flexible-fuel spark ignition engines, powered by alcohol-gasoline blends with higher concentrations of ethanol, n-butanol and isobutanol. On a Ford Focus automobile with a direct injection EcoBoost engine, powered by gasoline and its blends with 15% ethanol, 25% n-butanol and 25% isobutanol, particle size distribution were measured with an on-board fast mobility particle sizer along a 55 km route. Particle emissions were moderately reduced by ethanol and considerably by both butanol blends. On a Śkoda Fabia and Śkoda Felicia cars with indirect injection engines, powered by blends with higher concentrations of ethanol, n-butanol and isobutanol, particle emissions measured by a miniature on-board system were examined over a 13 km route. Blends of 30% and 50% of butanol had no or slightly positive effect on particle emissions. Blends of 70% ethanol and 85% n-butanol and 85% isobutanol, used with an auxiliary engine control unit, had no or slightly positive effect on particle mass, and reduced total particle length (roughly corresponding to lung deposited surface area) by about one half.
3
Blends of ethanol, n-butanol and isobutanol with 5% oxygen in ordinary engines: effects on exhaust emissions over the Artemis cycle
Beranek V., Vojtisek-Lom M., Stolcpartova J., Mikuska P., Krumal K.
Prace Naukowe Instytutu Nafty i Gazu
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2015
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nr 204
186--198
EN
In the EU, alcohol fuels are used mostly in the form of ethanol, sold either as E85, or mixed in less than 10% concentrations into gasoline for the general fleet. This work examines the effects of extending the ethanol share to 15%. Additionally, considering the high hygroscopicity and corrosivity of ethanol, two isomers of butanol, n-butanol and isobutanol, were blended with gasoline at 25% by volume, all blends corresponding to approximately 5% oxygen by weight. These four fuels were examined in two typical spark ingition automobile engines, a Ford Focus car with a Euro 6 EcoBoost direct injection (DISI) engine, and a Skoda Fabia car with a Euro 5 multipoint injection (MPI) engine. Both cars were tested on chassis dynamometer using the Artemis driving cycle. There were no measurable effects on the emissions of hydrocarbon and carbon monoxide. The alcohol fuels increased the emissions of nitrogen oxides on the MPI engine. On the DISI engine over the Artemis cycle, the number of emitted solid particles and the emissions of elemental carbon and polyaromatic hydrocarbons were reduced relative to gasoline, by about one half for both butanol isomers, while ethanol did not yield observable effects. Particle emissions of the MPI engine were generally smaller. The results suggest that both n-butanol and isobutanol are viable fuels, which could be considered as an alternative to ethanol.
4
Liczba cetanowa paliw tlenowych (cz. 4)
Maćkowski J.
Paliwa, Oleje i Smary w Eksploatacji
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2002
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R. 11, nr 98
8-14
EN
The effects of biodiesels and oxygenated synthetic fuels upon the combusion process has been presented in the paper. Adding the fuel which contains oxygen atoms into conventional hydrocarbonate fuel causes that the parameter defining the self- igniting properties becomes more dependent on temperature. Fuel containing oxygen additives despite high cetane number determined in conventional way, in lower temperatures feature worse self- igniting properties. However self- igniting is easier at higher temperatures.
5
Liczba cetanowa paliw tlenowych (cz. 3)
Maćkowski J.
Paliwa, Oleje i Smary w Eksploatacji
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2002
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R. 11, nr 97
12-17
EN
The effects of biodiesel and oxygenated synthetic fuels upon the combusion process has been presented in the paper. Adding the fuel which contains oxygen atoms into conventional hydrocarbonate fuel causes that the parameter defining the self- igniting properties becomes more dependent on temperature. Fuel containing oxygen additives despite high cetane number determined in conventional way, in lower temperatures feature worse self- igniting properties. However self- igniting is easier at higher temperatures.
6
Liczba cetanowa paliw tlenowych (cz. 2)
Maćkowski J.
Paliwa, Oleje i Smary w Eksploatacji
|
2002
|
R. 11, nr 96
5-8
EN
The effects of biodiesels and oxygenated synthetic fuels upon the combusion process has been presented in the paper. Adding the fuel which contains oxygen atoms into conventional hydrocarbonate fuel causes that the parameter defining the self-igniting properties becomes more dependent on temperature. Fuel containig oxygen additives despite high cetane number determined in conventional way, in lower temperatures feature worse self-igniting properties. However self-igniting is easier at higher temperatures.
7
Liczba cetanowa paliw tlenowych (cz. 1)
Maćkowski J.
Paliwa, Oleje i Smary w Eksploatacji
|
2002
|
R. 11, nr 95
32-37
EN
The effects of biodiesels and oxygenated synthetic fuels upon the combusion process has been presented in the paper. Adding the fuel which contains oxygen atoms into conventional hydrocarbonate fuel causes that the parameter defining the self- igniting properties becomes more dependent on temperature. Fuel containing oxygen additives despite high cetane number determined in conventional way, in lower temperatures feature worse self- igniting properties. However self- igniting is easier at higher temperatures.
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