149 Available online at www.ijiere.com
International Journal of Innovative and Emerging
Research in Engineering
e-ISSN: 2394 – 3343 p-ISSN: 2394 – 5494
Comparative Study of Gasoline Blended With Various
Components in an S.I. Engine
Amit Agrawal
1*, Rahul Kadambande
21(Asst. Professor,Department Of Petroleum Refining And Petrochemical Technology, Laxminarayan Institute Of
Technology, Nagpur, M.S., India) 2(Student,Department Of Petroleum Refining And Petrochemical Technology, Laxminarayan Institute Of Technology,
Nagpur, M.S., India)
*Author for Correspondence:
[email protected]ABSTRACT:
In recent years, consumption of fuel, mainly gasoline increased rapidly. This caused the high emission of pollutants like CO, pm, NOₓ. Also, their demand is larger than the production rate. This necessitated the search of alternative fuels. Current national interest in alternative fuels has placed considerable emphasis on alcohols, mainly methanol, ethanol and its blends with gasoline. Other blend components like higher alcohols, MTBE, triglycerides are not commercialised yet. This study comparatively discusses performance and exhaust emission characteristics from spark-ignition engine fueled with gasoline blended with various components. Literature studies showed that when the vehicle was fueled with ethanol–methanol–gasoline blends, the concentrations of CO and UHC (unburnt hydrocarbons) emissions were significantly decreased compared to the neat gasoline. It can also be concluded that hydrogen energy can be stored as ammonia-gasoline blends and can be recovered back as transportation fuel.
KEYWORDS:
Ethanol, Methanol, Ammonia, Alternative transport fuels, Fuel Blends.
1. INTRODUCTION
According to study, conventional petroleum, heavy oil, oil sands and oil shale has combined future volumes of total 29.9 trillion barrels of oil equivalent (BOE) and with the production growth rate of 5 per cent, conventional petroleum and heavy oil resources will last only 51 years as assessed in 2009[1]. Also, the high emission of pollutants like CO, pm, Unburnt Hydrocarbons caused serious impact on environment. Considering these problems, there has been made intensive research to find out alternatives to fossil fuels. Alternative fuels are derived from resources other than petroleum. These alternative fuels when used in IC engines produces less air pollution compared to gasoline and most of them are economically beneficial compared to oil. The most important one is that they are renewable. The generally used alternative fuels are natural gas, ethanol, methanol and hydrogen. Lots of works have been written on enginesoperating with these fuels individually; but only few numbers of publications have compared some of these fuels together in the same engine. Alcohol are one of the most attractive solutions and used as an oxygenated fuel or fuel additive in internal combustion engines for a long time, and they burn cleaner than unleaded gasoline and produce less emissions[2-4]. Since using alcohol– gasoline blended fuels can reduce the air pollution, many researchers have studied the effect of these blended fuels on the performance and exhaust emission of a spark-ignited (SI) engine[4-6]. Ethanol is the most suited fuel for spark-ignition (SI) engines among the various alcohols[3,7]. The most attractive properties of ethanol as an SI engine fuel are that it can be produced from renewable energy sources such as agricultural feedstock and it has high octane number and flame speed [3,7-8] Ethanol can be used in SI engines as pure or by blending with gasoline [9-11]. Pure ethanol necessitates some modifications on engine design and fuel system [12] whereas it can be used in SI engines by blending with gasoline at low concentrations without any modification [13]. It was reported that using gasoline–ethanol blends including ethanol at low concentrations could improve engine performance and exhaust emissions [3,7,11,13,14]. It is well understood from the literature review that using ethanol in SI engines by blending with gasoline is more practical than using it alone. If ethanol production can meet the demand and the cost of blended fuels can compete with that of conventional gasoline, widespread use of gasoline–ethanol blends can be possible. However, before using these blends in engines, the whole effects on engine must be evaluated.
150 Although alternative fuels are being widely discussed for Internal Combustion Engines (ICE), little attention and knowledge is available on ammonia fuel. For the first time ammonia used as a fuel in Belgium in World War II[15]. Modern time issues such as climate change and depletion of fossil fuels could be solved by using a possible carbon-free nitrogen-based fuel. There are several nitrogen based fuel/fuel mixtures but not all are suitable for use in existing engine designs since many of these are aimed for use as rocket fuel. So we can say that, ammonia, mainly used in dual fuel concepts, is the only convenient nitrogen based fuel for possible use in internal combustion engines in a reasonable future. Our literature review discusses the comparison of all above components blended with gasoline in spark-ignition (S.I.) engine.
2. Production Feasibility and Comparative Properties of Ethanol, Methanol, N-Butanol and Ammonia:
2.1.Ethanol: Any material which can be converted to fermentable sugars[8,11] and synthesis gas which is mainly consist of CO and H2[16], can be used to produce ethanol. Suitable feedstocks for ethanol production are agricultural products such as agricultural solid wastes[17,18,19], cellulosic materials such as wood[20],sugar cane and grains[17,21,22] and coal[16]. Simple sugars can be obtained from agricultural raw materials by direct treatment or by acid hydrolysis and then they can be fermented by yeast to yield raw ethanol. The purity of ethanol produced via fermentation is approximately 96% by volume. To remove the water in the alcohol or to improve the purity of ethanol requires additional costly distillation processes. Such processes further raise the cost of ethanol. For this reason, although production of ethanol from renewable sources is an advantage, its higher cost relative to gasoline is a disadvantage initially. But in countries like Brazil, they developed new production techniques which enabled in reducing the cost of ethanol as compared to gasoline.
Ethanol contains an oxygen atom therefore, it can be considered as a partially oxidized fuel[11,13,23]. For this reason, it has lower calorific value and stoichiometric air–fuel ratio than gasoline. Consequently, much more fuel is needed to obtain same performance when ethanol or ethanol–gasoline blends are used. Ethanol has higher octane number than gasoline thus it can lead to operation at higher compression ratios therefore improvement in power output, efficiency and fuel consumption. Furthermore, it has high latent heat of vaporization. As a consequence of both low calorific value and high latent heat of vaporization, engine volumetric efficiency may increase. However, vaporization of the intake mixture may be reduced. This problem can be avoided by heating intake manifold. It was reported that although vapor pressure of pure ethanol is low, Reid vapor pressure (RVP) of gasoline–ethanol blends rises depending on the ethanol proportion in the blend[7,8]. Low RVP can cause cold starting problems; therefore, volatile additives should be used when pure ethanol is used[24]. Furthermore, vapor lock may occur in the warm weathers. Because of the cooling effect on the intake charge and leaner operation, significant reductions in CO and NOx emissions can be observed. Ethanol has high affinity for water which can cause serious problem to the engines. This problem can be solved by using semi-polar cosolvents (solubility improvers) such as isopropanol [21]. Owing to all these feasibility and properties, ethanol is the most accepted alternative fuel.
2.2 Methanol: Methanol is one of the alternative fuels. Moreover methanol (CH3OH) is an alcohol that is produced from natural gas, biomass, coal and also municipal solid wastes and sewage. It is quite corrosive and poisonous and has lower volatility compared to gasoline, which means that is not instantly flammable. Although there are many feed stocks that are being used for the production of methanol, natural gas is more economic. Methanol is produced from natural gas with a technology of steam reforming. By this method natural gas is transformed to a synthesis gas that is fed to a reactor vessel to produce methanol and water at the presence of a catalyst[25,26].
As a fuel for SI engines, methanol has some advantages over gasoline, such as better antiknock characteristics and the reduction of carbon monoxide (CO) and unburned hydrocarbon (UHC) emissions[13,27-33]. The oxygen presence in methanol also provides a soot-free combustion with a low particulate level[34]. Methanol burns more efficiently under lean conditions than gasoline[29,35]. Higher latent heat of evaporation cools the air entering the engine and increases the volumetric efficiency and power output[13,29]. Recently, these excellent combustion properties of methanol have made it the strongest choice of the automotive industry[36-38].
Besides the mentioned advantages above, methanol also has some limitations as a motor fuel, as well. It is corrosive, highly toxic, colourless, odourless, and tasteless[29,35,39]. In addition, its energy density is lower than that of gasoline because of the high atomic weight of the oxygen that it contains[35]. On the mass basis, gasoline provides over twice of a lower heating value of methanol. Neat methanol has a cold-starting problem because of its high latent heat of vaporization[13], and gives higher NOx emissions at very lean operating conditions[27]. Phase separation, high volatility, and an increase in aldehyde emissions in exhaust can be considered as additional potential limitations. Methanol has a marked effect on the volatility of methanol-gasoline blends. The introduction of small quantities of methanol into gasoline results in large increases in Reid vapor pressure, which tends to give the engine high-temperature driveability problems, such as vapor lock[35,39]. However, using suitable solutions can eliminate most of the limitations mentioned above. Having good combustion properties and mostly eliminative problems make the methanol a strong alternative fuel for SI engine applications.
151 sole fuel in SI engines, or it can be mixed with gasoline and used. There were four isomers of butyl alcohol, and they all have the same chemical composition, consisting four carbon atoms, ten hydrogen, and single oxygen and also have identical chemical pattern C4H10O. N-butanol is less attractive than gasoline on the account of latent heat of vaporization of these fuels, For port fuel injection systems, when the fuel vaporizes in the inlet port, it affects a temperature decrease in the intake charge. Therefore, fuels of higher latent heat of vaporization have larger decreases in temperature of intake charge with complete vaporization in the intake port. This increases the density of combustible mixture and increases the charge mass. Furthermore, the cost of n-butanol production is higher in comparison with ethanol[41]. However, there are some promising circumstances for n-butanol production from fermentation process of agricultural feedstock by cellulosic enzymes[42] that have the potential to reduce its production cost[43].
2.4. Ammonia: Approximately 70% of the ammonia globally produced is currently using natural gas as starting point; while the remaining 30% use mostly coal [44]. Today, most of the globally available ammonia is produced by the Haber-Bosch process where hydrogen and nitrogen are combined over an iron oxide catalyst. The comparison of ammonia production using biomass (corn cob) with the ethanol production using the same biomass shows that ammonia production requires only half of the mass compared to bio-fuel[45-48]. Almost 3 ton more corn cob is needed to produce bio-fuel instead of ammonia. Thus, producing ammonia from biomass is a better option than producing bio-fuels and would use less area. Using biomass in a sustainable way to produce bio-fuels has the limit to substitute 15-30% of the fossil fuels [49], which shows that biomass can be used to a certain limit in a sustainable way. Furthermore, possibilities exist to separate the hydrogen from nitrogen after decomposition and thus to feed the cylinder with almost pure hydrogen; the combustion process is improved and NOx emission minimized in this way[50].
Comparison of fuel properties of above mentioned components is shown in the table:
PROPERTIES METHANOL ETHANOL N-BUTANOL AMMONIA
Chem. Formula CH3OH C2H5OH C4H9OH NH3
Mole. Wt. 32.04 46.07 74.12 17.03
Oxygen Content,Wt.% 49.93 34.73 21.59 0
Carbon Content,Wt.% 37.5 52.2 64.8 0
Hydrogen Content, Wt.% 12.5 13.1 13.5 17.79
Stoichiometric AFR 6.43 8.94 11.12 -
Heat of Evaporation(kJ/Kg) 305 1178 840 1371.2
R.O.N.
112
111
113
~130
Comparison of Fuel Properties
3. PERFORMANCE AND EMISSIONS CHARACTERISTICS STUDIES ON GASOLINE BLENDED WITH VARIOUS COMPONENTS:
3.1 Blending Of Ethanol And Methanol With Gasoline:
In the combustion characteristics, the auto-ignition temperature of ethanol and methanol are higher than those of gasoline, which makes it safer for transportation and storage. The latent heat of evaporation of ethanol is between three and five times higher than that of gasoline; this makes the temperature of the intake manifold much lower, and increases the volumetric efficiency. The heating value of ethanol is lower than that of the gasoline. Therefore, we need 1.6 times more alcohol fuel to achieve the same energy output. The stoichiometric AFR (air–fuel ratio) of ethanol is about 2/3 that of the gasoline, so the required amount of air for complete combustion is lesser for alcohol[51]. Ethanol has some advantages over gasoline, such as the reduction of CO, unburned HC emissions and better anti-knock characteristics[52]. Methanol and ethanol have much higher octane number than gasoline[53]. This allows engines to have much higher compression ratios, thus increasing thermal efficiency[54]. Methanol can be produced from natural gas at no great cost, and is quite easy to blend with gasoline, so this alcohol was seen as an attractive additive. However, when methanol was used in practice,it became clear that precautions had to be taken when handling it and that methanol is aggressive to some materials, such as plastic components and even metals in the fuel system[55].
152 was obtained from M5 fuel blend. Altun et al.[60] studied the effect of 5% and 10% ethanol and methanol blending in unleaded gasoline on engine performance and exhaust emission. Results indicated that M10 and E10 blended fuels demonstrated the best result in exhaust emission. The HC emission of M10 and E10 are reduced by 13% and 15% and the CO emissions by 6% and 8%, respectively. Increased CO2 emission for M10 and E10 compared with unleaded gasoline was observed. The ethanol and methanol addition to unleaded gasoline demonstrated an increase of BSFC (brake specific fuel consumption) and a decrease of break thermal efficiency in comparison to unleaded gasoline. The lowest CO and hydrocarbon (HC) emissions are obtained using M50 blend. The reviewed literature shows that the emissions for methanol-gasoline and ethanol-methanol-gasoline blends are lower than that of pure methanol-gasoline fuel while there is increase in engine performance characteristics.
3.2 Gasoline Blended With N-Butanol:
The reviewed literature shows that the pollutant emissions for alcohol-gasoline blends are lower than that of pure gasoline fuel and the engine performance and exhaust emissions with ethanol-gasoline blends are similar to those with methanol-gasoline blends. However, very few studies have been done or reported related to the exhaust emissions of a spark-ignited engine fueled with higher alcohols (such as butanol)-gasoline blends. This can be attributed to some features of butanol, such as higher production cost, its use as a chemical compound in the food industry, and its limited production from non-petroleum resources. On the other hand, taking the advantage of its high octane number and heating value, butanol was used as blends with gasoline in the SI engine by several researchers as well as other higher alcohols. For example, emissions of CO, NOx, and UHC from a stationary four cylinder Chrysler engine under a variety of operating conditions for gasoline and three different 20 vol% alcohol-gasoline blends (isobutanol, ethanol, and methanol) were measured by Rice et al.[61]. Govindarajan et al.[43] investigated the effects of unleaded isobutanol and additives of ethanol to gasoline to study the performance and emission characteristics on a SI engine. Their work concluded that there was an increase in brake thermal efficiency (BTE), volumetric efficiency, and reduced fuel consumption when the engine was operated with blends of 5% iso-butanol, 10% ethanol, and rest gasoline. Significant reductions in exhaust emissions levels for entire engine torque range were noted.
Alasfour[34] studied the characteristics of n-butanol and gasoline fuel blends as an alternative fuel to study the effect of butanol with gasoline on NOx emissions. He varied the inlet air temperature between 40 0C and 60 0C along with air–fuel ratio and observed the influences over NOx. A 9% reduction in NOx levels was noted at low temperature while preheating the inlet air resulted in knock and misfire due to reduced ignition delay. The study of using n-butanol as an alternative fuel source with diesel was conducted by Karabektas and Hosoz[62].Their studies involved testing of different blends of butanol diesel blends. By testing the diesel engine at different rpm, a considerable decrease in emissions was observed, while there was a strong increase in brake thermal efficiency. Yang et al. [63] performed tests on a spark ignition (SI) engine with different proportions of n-butanol and gasoline fuel blends. Butanol–gasoline blends ranging from 10% up to 35% were tested under normal operating conditions. Their results indicated variations in engine output when fueled with blended fuel along with reduction in levels of HC and CO emission. Authors have also observed increased NOx emissions with blended fuels. Several studies by automotive researchers have successfully demonstrated that thermal barrier coatings (TBC’s) when deposited to the internal combustion engine, in particular the combustion chamber, simulate adiabatic condition. The objectives are not only for reduced in-cylinder heat rejection and thermal fatigue protection of underlying metallic surfaces, but also for possible reduction in engine emissions [64-66]. The application of TBC reduces the heat loss to the engine cooling-jacket through the surfaces exposed to the heat transfer such as engine head, liner, piston crown, and piston rings. The insulation of the combustion chamber with ceramic coating affects the combustion process and hence the performance and exhaust emissions characteristics of the engines [67-70].
3.3 Gasoline Blended With Ammonia Using Emulsifying Agents[71-76]:
Ammonia is a substantial hydrogen carrier which can be used as a storage method of hydrogen energy. Anhydrous ammonia is a compound containing one atom of nitrogen and three atoms of hydrogen (NH3). Ammonia contains about 17 per cent by weight of hydrogen, which is much better than all other non-carbon based hydrogen storage methods. Industrially, anhydrous ammonia is usually supplied as liquid at about 150 psi at ambient temperature[71,72]. Thus, ammonia has a huge potential to be used as an alternative for petroleum fuels. Dual ammonia-diesel fuel systems for CI engines and ammonia-gasoline fuel systems for SI engines have been studied in the literature extensively. These studies use methods such as dual fuel storage systems which inject ammonia in to the combustion chamber at the point of injection or on-board catalytic reforming of hydrogen from ammonia. Two major drawbacks of these proposed systems in commercializing ammonia in the short term are the vehicular modifications and strenuous infrastructure. To overcome these disadvantages ammonia can be blended into the liquid phase of gasoline[73-76].
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 which does not require end user equipment (vehicular) modifications or infrastructure changes[72].
153 Psi and 208.75 K. Due to the higher polarity and shorter carbon chain methanol has higher emulsifying capabilities. Literature shows the solubility of ammonia in pure methanol is 258.1 g/l at 44.7 Psi and 313.75 K. Despite the merits and demerits of ethanol and methanol they are used in the automotive industry as a transportation fuel. Therefore both ethanol and methanol can be used as economically feasible emulsifiers for ammonia-gasoline fuel blends[71-76].
The octane rating of ammonia is relatively higher than that of gasoline. Thus ammonia and gasoline blends have a higher octane rating than pure gasoline. In general cooling power of an internal combustion engine is estimated to be 7.2% of the engine power. Higher specific heat capacity of ammonia can help to reduce the combustion temperature inside the combustion chamber which results in lower cooling power. These factors can be considered as the reasons for increase in power and torque levels and decrease in exhaust temperature particularly at higher engine speeds[72]. Engine knocking issues can be expected to be eliminated with the increased octane number. Thus better compression ratios can be utilized for ammonia rich fuels. Literature study shows that better performance characteristics are achieved when ammonia rich fuels are benchmarked against baseline fuel especially at higher engine speeds[72-74].
Emissions characteristics and fuel consumption characteristics of the ammonia blends remains to be studied further to draw a complete conclusion about the fuel blends. However, according to the literature ordinary three-way catalytic converters and exhaust gas oxygen sensors can be used to clean up emissions from ammonia-gasoline dual fuelled spark ignition engines[71,72].
4. CONCLUSION
Blending will improve energy security by reducing the reliance on imported oil.
When ethanol and methanol percentage increases, the CO and HC concentration decreases. The lowest CO and HC emissions are obtained with blended fuel containing methanol (M50)
Gasoline blended fuels show lower brake power and higher BSFC than those of gasoline. Methanol has the potential to provide a bridge to the hydrogen economy of the future.
With increase in proportion of n-butanol in the blends for both the coated and base engine, HC emissions are significantly reduced whereas the CO decreases for all the test fuels in the coated engine as compared with uncoated head.
There are significant health and environmental benefits associated with the use of alcohols.
It can be concluded that hydrogen energy can be stored as ammonia-gasoline composite liquid fuel blends and stored energy can also be recovered back as a transportation fuel for existing internal combustion engines. Solubility of ammonia is limited in the gasoline which can be increased by using emulsifying agents like ethanol
or methanol.
Using ammonia as an energy carrier provides both a short and long term solution because ammonia is fully recyclable because it can be made from water and nitrogen, substances available everywhere in the environment, and its combustion produces-back the same amount of water and nitrogen.
5. DISCUSSION
The purity of ethanol produced via fermentation is approximately 96% by volume. To remove the water in the alcohol or to improve the purity of ethanol requires additional costly distillation processes. Such processes further raise the cost of ethanol. For this reason, although production of ethanol from renewable sources is an advantage, its higher cost relative to gasoline is a disadvantage. Hence, the new production techniques which would minimise the cost should be developed.
Butanol and Ammonia appears to be a potential alternative fuel substitute for petroleum-based gasoline fuels. The toxicity and flammability concerns of ammonia may be perceived as a challenge in its serious consideration
for using as a sustainable fuel.
Solubility of ammonia should be increased considerably using suitable emulsifying agents.
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