Influence of PODE1 additive into ethanol-gasoline blends (E10) on fuel properties and phase stability.

Polyoxymethylene dimethyl ethers (PODEn, n = 1-8) as an oxygenated fuel are a promising alternative fuel with a high oxygen concentration, a low C:H ratio, and no C-C bonds in their chemical structure. This could lead to smoke-free combustion. In this study, we chose to focus on PODE1 because of its lower cetane number, which makes it more suitable for use in spark ignition (SI) engines. However, its lower boiling point and octane number remain challenges. A low boiling point may lead to high vapour pressure and require storage and handling comparable to gaseous fuels. We investigated the effect of adding PODE1 to gasoline-ethanol blends (E10) on fuel properties, including distillation curve, octane number, phase stability, C/O/H ratio, heat of combustion, kinematic viscosity, and density. Our results showed that the blended fuels of E10 and PODE1 are stable up to 10 % PODE1, and there was no phase separation. Additionally, up to 10 % PODE1 additive had no significant side effect on the fuel properties of E10, particularly boiling point and octane number. Thus, work offers creative points by proposing a new candidate for additive fuel to gasoline-ethanol blends, which contributes to reducing the soot emission of GDI engines.

Effect of Multifactor on the Stability of Glucose Solution Emulsified Heavy Fuel Oil.

Water emulsified heavy fuel oil (HFO) has been a promising alternative fuel for reducing oil consumption and preventing environmental pollution. However, the intrinsic challenges such as fuel formula, emulsion stability, and preparation process normally limit its further applications in energy-saving and emission reduction applications. In this study, the glucose obtained from biomass was added to a dispersed-phase aqueous solution of water emulsified HFO to prepare a novel alternative emulsified fuel. First, based on the preliminary experimental design, the effects of glucose and surfactant on the stability of the HFO emulsion were systematically evaluated through the appearance of emulsion separation, droplet size distribution, and rheological characteristics. It indicated that the surfactant ratio, hydrophilic-lipophilic balance value, solution ratio, and glucose/water ratio had significant impacts on emulsion stability. Subsequently, the optimum range of influencing factors of emulsion stability was determined by a single factor experiment and determined by the response surface methodology based on the Box-Behnken design; the optimal values of the above factors were 2.439 v/v%, 5.807, 26.462 v/v%, and 35.729%, respectively. Under these conditions, an optimal glucose solution emulsified HFO with a uniform brown color and long-term stability was obtained, making the unseparated emulsion ratio reach 98% (lasting for 7 days at 85 °C). Meanwhile, it emerged that the influence of multifactor on emulsion stability was not a simple linear correlation, and there were significant interactions between the solution ratio and the surfactant ratio, as well as between the glucose/water ratio and the surfactant ratio.

Purification of hydrogen as green energy with pressure-vacuum swing adsorption (PVSA) with a two-layers adsorption bed using activated carbon and zeolite as adsorbent.

Today, hydrogen is produced in refineries and petrochemicals using the methane reforming process, followed by a water gas shift reaction stage. The hydrogen produced has a purity of approximately 75%, and is purified further through an adsorption process. In this project, the feasibility of achieving a purity level greater than 90% through the use of a more effective adsorbent and the periodic process of pressure vacuum swing adsorption (PVSA) with a double-layer bed of active carbon and zeolite will be investigated. The design, simulation, and optimization of the hydrogen purification unit will also be conducted. The results of this study indicate that the proposed process can achieve a purity level of up to 97% for the output hydrogen.

Utilization of additive from waste products with gasoline fuel to operate spark ignition engine.

Impacts of blending fusel oil with gasoline on fuel combustion have been investigated experimentally in the current research to evaluate engine performance improvement and exhaust emission. Tested fuel include F10, F20 (10% and 20% of fusel oil by volume) and pure gasoline as baseline fuel have been used to operate 4-cylinder SI engine at increasing engine speed and constant throttle valve of 45%. The present results reveal a shorter combustion duration and better engine performance with F10 over engine speeds with maximum value of 33.9% for the engine brake thermal efficiency. The lowest BSFC of 251 g/kW h was recorded at 3500 rpm engine speed also with F10. All blended fuel have almost similar COVIMEP. Less NOx emission was measured with F10 at 4500 engine speed compared to gasoline. However, CO emissions reduced while higher CO2 was observed with introducing fusel oil in the blend. Moreover, HC emission increased an average by 11% over speed range and the highest value was achieved with 10% fusel oil addition compared to 20% and pure gasoline. Accordingly, higher oxygen content of fusel oil and octane number contribute to improve combustion of fuel mixture.

Particulate emissions from gasoline direct injection engines: A review of how current emission regulations are being met by automobile manufacturers.

Gasoline direct injection (GDI), which is one of the fuel injection technologies extensively used in internal combustion engines, is a viable alternative for port fuel injection technology in premium gasoline (petrol)-run vehicles; furthermore, it provides a better fuel economy, higher thermal efficiency, and greater power output. However, the particulate emissions ejected from modern GDI engines are an environmental and health hazard. As a result, stringent emission legislations are imposed on the production/incorporation of GDI engines. This study reviews the particle masses (PMs) and particle numbers (PNs) of various GDI engines. The backgrounds and highlights of current and future PM emission regulations (Euro 5-6 and China 5-6 GDI engine legislations) are discussed. In addition to the effects of cold-start and oxygenated fuel on PM emissions, this paper also reviews the impacts of engine parameters. Another area of discussion is the particulate filter technology as a solution for pollution control. Concerns about PM emissions from GDI engines are conceptually similar to those about emissions from diesel engines. Finally, this paper discusses the technical and commercial aspects of the use of the particulate matter control technology of GDI engines, such as particulate gasoline filters, as dedicated GDI filtration devices.

Overview of polyoxymethylene dimethyl ether additive as an eco-friendly fuel for an internal combustion engine: Current application and environmental impacts.

The combustion of conventional fuels within the transportation sector is a crucial driver of global warming and produces a number of harmful emissions. To decrease these adverse factors, the development of synthetic fuels produced from renewable energy sources via the catalytic conversion of carbon dioxide (CO2) and hydrogen (H2) has progressed significantly. Eco-friendly fuels have a reduced impact on the environment throughout their production and use cycles. In recent years, the use of polyoxymethylene dimethyl ethers (PODEn) as fuels has received an increasing amount of attention, owing to their engine performance and reduced environmental impact. The specific target of this paper is to systematically review the field of PODEn application-based additives as fuel for internal combustion engines. The background and highlights of current and future applications of PODEn are also discussed, and the challenges associated with the use of this additive are also briefly reviewed. A number of studies have shown that the use of fuel mixtures with up to 10% PODE3-4 can have a significant impact on the reduction of engine emissions. PODEn have been shown to reduce the emissions of soot, particulates, CO, and HC under different parameters and working conditions, although NOx and brake-specific fuel consumption (BSFC) emissions have been found to increase. Additionally, PODEn can be produced from natural gas or electric power via CO2 activation in a sustainable manner, which represents a significant benefit with regard to the use of oil-based products. Finally, fossil fuels blended with PODEn can be easily ignited and burned at stoichiometric conditions.

Environmental impacts of biodiesel production from waste spent coffee grounds and its implementation in a compression ignition engine.

This study explores the environmental, economic, and technical feasibility of using spent coffee grounds as parent feedstock for biodiesel production. Biodiesel is produced from the spent coffee grounds, and four blends are prepared-B5, B10, B15, and B20. The effects of two extraction solvents (hexane and petroleum ether) on oil yields of the spent coffee grounds are investigated, employing the Soxhlet extraction technique. The properties of any intermediate yield throughout the production process are characterised and adjusted by post processes to ensure the conformity of the final biodiesel product with the standards (ASTM D6751 and ISO EN14214). The major part of the study investigates the effects of blends on tailpipe emissions and performance of a naturally aspirated single-cylinder compression ignition engine. A wide range of engine speeds (1600-3600rpm at 200-rpm increments) has been considered at three engine loads (100, 75, and 50%). The standard diesel fuel is set as a basis for comparison. Results show that the post processes on the extracted oil yielded water content of 0.038%, free fatty acid fraction of 0.41%, and acid number of <2mg KOH/g. The highest oil extraction (14.12%) was obtained over a 45-min extraction time using a hexane solvent. Biodiesel blends produced lower levels of CO2, CO, and HC. Blend B5 showed average reductions of 0.34, 12.5, and 4.23% at full load for the three aforementioned emissions, respectively; B10 reductions were 3.12, 29.85, and 19.14%, respectively. Higher levels of NOx emissions were detected from all blends. At full load, the average NOx increments of B5, B10, B15, and B20 were 0.35, 1.28, 1.8, and 2.3%, respectively. The outstanding environmental and ecological benefits of using the spent coffee grounds as a potential feedstock for biodiesel production are apparent.