The document summarizes research on a Homogeneous Combustion Catalyst called FPC. Key findings include:
1) Laboratory tests on diesel engines confirmed that FPC provides significant fuel savings and reductions in emissions such as carbon monoxide and particulate matter.
2) The research improved understanding of FPC's mechanisms for improving combustion and reducing soot formation in diesel engines.
3) FPC was also found to improve the combustion and emissions of biodiesel in diesel engines.
Vegetable oils as Diesel Fuels for Rebuilt Vehicles QW9
This document discusses using vegetable oils and animal fats as diesel fuels in standard diesel engines. It summarizes results from tests of a passenger car running on rapeseed oil, chicken fat, and blends of rapeseed oil with ethanol. The key findings are:
1) Vegetable oils and animal fats have higher viscosity than diesel fuel, which can cause incomplete combustion and deposits. Various approaches can help address this, such as blending with diesel, heating the oils, or adding alcohols.
2) Engine tests showed maximum power and torque were lower when running on vegetable oils/animal fats compared to diesel fuel, due to their lower energy content.
3) Emissions of particulate matter and
This document summarizes the results of an experimental study analyzing the performance of a diesel engine fueled with blends of light fraction pyrolysis oil (LFPO) derived from waste tires. The study included analyzing the brake specific energy consumption, exhaust gas temperature, emissions of carbon monoxide, nitric oxide, and smoke for the diesel engine fueled with diesel and blends containing 5%, 10%, 15%, 20%, and 40% LFPO. The brake specific energy consumption was highest for the 10% LFPO blend while the exhaust gas temperature was highest for the 10% LFPO blend. Carbon monoxide emissions increased with higher LFPO content blends while nitric oxide decreased. Smoke emissions were highest for the 15% LFPO blend.
Effect of SC5D Additive on the Performance and Emission Characteristics of CI...IJMER
International Journal of Modern Engineering Research (IJMER) is Peer reviewed, online Journal. It serves as an international archival forum of scholarly research related to engineering and science education.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
This paper describes the CFD analysis and experimental validation for a blend of Ethanol and Diesel in CI Engine. Ethanol is the alcohol found in alcoholic beverages but it also makes an effective motor fuel. Since, ethanol possess low Cetane number it fails to auto ignite. In order to overcome this Diesel is blended with Ethanol. Thus the Diesel will ignite and thus facilitate the Ethanol to start burning. In this work a CFD model was created and the combustion analysis was carried out and the results were validated with experimental data. The Ethanol and Diesel fuels were mixed in different proportions and they were injected to the combustion chamber of a normal diesel engine. A single cylinder PC based VCR Engine was operated with this Ethanol - Diesel blend in different concentrations and at various loads. The experiment was successful and it showed that the Ethanol could be mixed with Diesel and could be injected without any engine modification. The difference between CFD and the experimental results obtained was found within acceptable range.
COMBUSTION OPTIMIZATION IN SPARK IGNITION ENGINESBarhm Mohamad
The blending technique used in internal combustion engines can reduce emission of toxic exhaust components and noises, enhance overall energy efficiency and reduce fuel costs. The aim of the study was to compare the effects of dual alcohols (methanol and ethanol) blended in gasoline fuel (GF) against performance, combustion and emission characteristics. Problems arise in the fuel delivery system when using the highly volatile methanol - gasoline blends. This problem is reduced by using special fuel manifold. However, the satisfactory engine performance of the dual alcohol–gasoline blends need to be proved. The test fuels were GF, blend M35g65 (35 % methanol, and 65% GF by volume), blend E40g60 (40% ethanol, and 6o% GF by volume). The blend M35g65 was selected to match the vapor pressure (VP) of GF. The test fuels were a lean mixture with excess-air ratio of λ=1.1. The reaction parameters are taken from literatures and fitting calculations. Mathematical model and Computer software AVL program were conducted on a naturally-aspirated, spark ignition engine. The results show that indicate thermal efficiency (ITE) improved whereas the exhaust gas temperature (EGT) of the blends reduced, which is a benefit that reduces compression work. The regulated emissions were also reported. The blend E40g60 was recommended in preference to use because the former had shortened combustion duration, high energy content and its VP was selectively matched to that of GF's.
IRJET- Effect of Copper Oxide and Carbon Nanotubes as Additives in Diesel Ble...IRJET Journal
This document summarizes a study that tested the effects of adding copper oxide and carbon nanotubes as additives to a 20:80 blend of biodiesel and diesel in a variable compression ratio engine. The study found that some additive blends showed improvements in brake power output of up to 2% and brake thermal efficiency of up to 3.9% compared to pure diesel, along with reductions in harmful emissions like carbon monoxide, hydrocarbons, nitrogen oxides, and smoke. Specifically, a blend with 40ppm of carbon nanotubes and 20ppm of copper oxide performed the best, showing lower emissions and higher power and efficiency than other blends and pure diesel. The document concludes the additive blends,
Anxiety of greenhouse gases and exigency of conventional fuels is an attractive exploration reneged to the researchers view, turn towards alternative fuels. The present work is to demonstrate on performance, combustion and emission characteristics of 20% Karanja Methyl Ester (KOME) blend (B20) and hydrogen with 5, 10, and 15 lpm (liters per Minute) of low flow rate on a dual fuel mode direct injection diesel engine operated at 1500 rpm with rated power output of 3.5 kW. The experimental test were conducted at three various injection operating pressure of 200, 220, and 240bar. The obtained data of above test were compared with base line pressure of diesel at 200 bars. Higher brake thermal efficiency, less brake specific fuel consumption, lower HC, and CO emissions with raised concentration of NOx were obtained at IOP of 240 bars for B20- hydrogen dual fuel mode. The current analysis discovered that the IOP of 240 bars for 15 lpm hydrogen flow rate with B20 dual fuel approach was optimum.
Vegetable oils as Diesel Fuels for Rebuilt Vehicles QW9
This document discusses using vegetable oils and animal fats as diesel fuels in standard diesel engines. It summarizes results from tests of a passenger car running on rapeseed oil, chicken fat, and blends of rapeseed oil with ethanol. The key findings are:
1) Vegetable oils and animal fats have higher viscosity than diesel fuel, which can cause incomplete combustion and deposits. Various approaches can help address this, such as blending with diesel, heating the oils, or adding alcohols.
2) Engine tests showed maximum power and torque were lower when running on vegetable oils/animal fats compared to diesel fuel, due to their lower energy content.
3) Emissions of particulate matter and
This document summarizes the results of an experimental study analyzing the performance of a diesel engine fueled with blends of light fraction pyrolysis oil (LFPO) derived from waste tires. The study included analyzing the brake specific energy consumption, exhaust gas temperature, emissions of carbon monoxide, nitric oxide, and smoke for the diesel engine fueled with diesel and blends containing 5%, 10%, 15%, 20%, and 40% LFPO. The brake specific energy consumption was highest for the 10% LFPO blend while the exhaust gas temperature was highest for the 10% LFPO blend. Carbon monoxide emissions increased with higher LFPO content blends while nitric oxide decreased. Smoke emissions were highest for the 15% LFPO blend.
Effect of SC5D Additive on the Performance and Emission Characteristics of CI...IJMER
International Journal of Modern Engineering Research (IJMER) is Peer reviewed, online Journal. It serves as an international archival forum of scholarly research related to engineering and science education.
International Journal of Engineering Research and Applications (IJERA) is an open access online peer reviewed international journal that publishes research and review articles in the fields of Computer Science, Neural Networks, Electrical Engineering, Software Engineering, Information Technology, Mechanical Engineering, Chemical Engineering, Plastic Engineering, Food Technology, Textile Engineering, Nano Technology & science, Power Electronics, Electronics & Communication Engineering, Computational mathematics, Image processing, Civil Engineering, Structural Engineering, Environmental Engineering, VLSI Testing & Low Power VLSI Design etc.
This paper describes the CFD analysis and experimental validation for a blend of Ethanol and Diesel in CI Engine. Ethanol is the alcohol found in alcoholic beverages but it also makes an effective motor fuel. Since, ethanol possess low Cetane number it fails to auto ignite. In order to overcome this Diesel is blended with Ethanol. Thus the Diesel will ignite and thus facilitate the Ethanol to start burning. In this work a CFD model was created and the combustion analysis was carried out and the results were validated with experimental data. The Ethanol and Diesel fuels were mixed in different proportions and they were injected to the combustion chamber of a normal diesel engine. A single cylinder PC based VCR Engine was operated with this Ethanol - Diesel blend in different concentrations and at various loads. The experiment was successful and it showed that the Ethanol could be mixed with Diesel and could be injected without any engine modification. The difference between CFD and the experimental results obtained was found within acceptable range.
COMBUSTION OPTIMIZATION IN SPARK IGNITION ENGINESBarhm Mohamad
The blending technique used in internal combustion engines can reduce emission of toxic exhaust components and noises, enhance overall energy efficiency and reduce fuel costs. The aim of the study was to compare the effects of dual alcohols (methanol and ethanol) blended in gasoline fuel (GF) against performance, combustion and emission characteristics. Problems arise in the fuel delivery system when using the highly volatile methanol - gasoline blends. This problem is reduced by using special fuel manifold. However, the satisfactory engine performance of the dual alcohol–gasoline blends need to be proved. The test fuels were GF, blend M35g65 (35 % methanol, and 65% GF by volume), blend E40g60 (40% ethanol, and 6o% GF by volume). The blend M35g65 was selected to match the vapor pressure (VP) of GF. The test fuels were a lean mixture with excess-air ratio of λ=1.1. The reaction parameters are taken from literatures and fitting calculations. Mathematical model and Computer software AVL program were conducted on a naturally-aspirated, spark ignition engine. The results show that indicate thermal efficiency (ITE) improved whereas the exhaust gas temperature (EGT) of the blends reduced, which is a benefit that reduces compression work. The regulated emissions were also reported. The blend E40g60 was recommended in preference to use because the former had shortened combustion duration, high energy content and its VP was selectively matched to that of GF's.
IRJET- Effect of Copper Oxide and Carbon Nanotubes as Additives in Diesel Ble...IRJET Journal
This document summarizes a study that tested the effects of adding copper oxide and carbon nanotubes as additives to a 20:80 blend of biodiesel and diesel in a variable compression ratio engine. The study found that some additive blends showed improvements in brake power output of up to 2% and brake thermal efficiency of up to 3.9% compared to pure diesel, along with reductions in harmful emissions like carbon monoxide, hydrocarbons, nitrogen oxides, and smoke. Specifically, a blend with 40ppm of carbon nanotubes and 20ppm of copper oxide performed the best, showing lower emissions and higher power and efficiency than other blends and pure diesel. The document concludes the additive blends,
Anxiety of greenhouse gases and exigency of conventional fuels is an attractive exploration reneged to the researchers view, turn towards alternative fuels. The present work is to demonstrate on performance, combustion and emission characteristics of 20% Karanja Methyl Ester (KOME) blend (B20) and hydrogen with 5, 10, and 15 lpm (liters per Minute) of low flow rate on a dual fuel mode direct injection diesel engine operated at 1500 rpm with rated power output of 3.5 kW. The experimental test were conducted at three various injection operating pressure of 200, 220, and 240bar. The obtained data of above test were compared with base line pressure of diesel at 200 bars. Higher brake thermal efficiency, less brake specific fuel consumption, lower HC, and CO emissions with raised concentration of NOx were obtained at IOP of 240 bars for B20- hydrogen dual fuel mode. The current analysis discovered that the IOP of 240 bars for 15 lpm hydrogen flow rate with B20 dual fuel approach was optimum.
The document summarizes an experimental study on the combustion performance and tailpipe emissions of a diesel engine run on blends of palm methyl ester (biodiesel), diesel, and ethanol. Six test fuels were evaluated: pure diesel, pure palm methyl ester, 95% palm methyl ester + 5% ethanol, 80% diesel + 15% palm methyl ester + 5% ethanol, 95% diesel + 5% ethanol, and 80% palm methyl ester + 15% diesel + 5% ethanol. The engine was run at a constant speed of 1500 rpm and compression ratio of 18.5. Results for brake thermal efficiency, specific fuel consumption, and emissions of CO, CO2, HC, NO, and
Experimental Investigations on Combustion and Emission Characteristics of Bio...IRJET Journal
The document presents the results of experiments conducted to evaluate the combustion and emission characteristics of a diesel engine fueled with biodiesel blends made from Java plum seed oil and custard apple seed oil. The key findings are:
- Biodiesel blends produced lower brake thermal efficiency compared to diesel fuel due to their lower energy content.
- Carbon monoxide and hydrocarbon emissions were lower for biodiesel fuels compared to diesel, while NOx emissions were slightly higher.
- Ignition delay was shorter for Java plum seed methyl ester blends compared to custard apple methyl ester blends and diesel fuel.
- The combustion characteristics of the methyl ester blends closely followed those of
The document experimentally investigates the performance, emissions, and combustion characteristics of a diesel engine fueled with blends of biodiesel extracted from mahua oil. Various blends from 10-50% mahua biodiesel were tested and compared to diesel. The brake thermal efficiency was highest for B30 and the brake specific fuel consumption was lowest for B30 at full load. Carbon monoxide and unburned hydrocarbons decreased with increased biodiesel content while NOx increased. Cylinder pressure and heat release rate were comparable or higher for biodiesel blends compared to diesel. Overall, B30 performed best with reduced emissions and higher efficiency compared to other blends and diesel.
IRJET- Optimising the Diesel Additives in a Single Cylinder Diesel EngineIRJET Journal
This document summarizes a study that tested various diesel fuel additives in a single cylinder diesel engine to evaluate performance and emissions. Cyclohexylamine, diethyl ether (DEE), methyl acetate, and amyl alcohol were tested at concentrations of 2.5, 5, and 7.5 ml added to diesel fuel. Testing was conducted across a range of engine loads. Results showed that amyl alcohol provided the best balance of performance and low emissions, with higher thermal efficiency, lower specific fuel consumption and oxides of nitrogen emissions than diesel alone, especially at higher loads. Cyclohexylamine also performed well but had some disadvantages compared to amyl alcohol. Overall, amyl alcohol showed potential as an additive to
Performance Analysis of HIGHER ALCOHOL/GASOLINE BLENDS as a fuel in 4-stroke ...IOSR Journals
This document summarizes research on using higher alcohol/gasoline blends as fuels in 4-stroke spark ignition engines. It discusses previous studies that found blending alcohols like methanol and ethanol with gasoline can reduce CO and HC emissions while increasing NOx emissions. The document then reviews literature on using various higher alcohols - propanol, butanol, and pentanol - blended with gasoline. The objectives are to investigate the performance and exhaust gas characteristics of these higher alcohol/gasoline blends in a single cylinder 4-stroke SI engine. The plan of work involves literature review, experimental setup, and experimentation to analyze variables like emissions and engine performance under different operating conditions.
- The document discusses an experimental study on the effects of ethanol carburetion on the performance and emissions of a single cylinder direct injection diesel engine.
- Ethanol was introduced into the engine's intake manifold using a carburetor at a flow rate of 1.39 kg/hr, while diesel fuel was directly injected into the cylinder. This created a dual-fuel system.
- The results showed that ethanol fumigation reduced smoke emissions and NOx at lower loads but increased NOx at higher loads compared to diesel alone. It also increased HC emissions across all loads but reduced CO at lower and medium loads. Brake thermal efficiency decreased at lower loads but increased at medium and higher loads.
Performance and Emission Test on Gasoline Engine Using Cyclohexylamine and n-...IRJET Journal
This document summarizes a study that tested the performance and emissions of a gasoline engine using two fuel additives: cyclohexylamine and n-butyl alcohol. The additives were each blended at 5 ml with gasoline and tested in a twin cylinder spark ignition engine. Test results found that both additives increased brake thermal efficiency up to 1-1.5% and increased NOx emissions. Emissions of HC and CO were reduced by 6-7% and 11-22%, respectively, for the two additives compared to gasoline alone. The document provides details on the experimental setup, testing methodology, results, and conclusions drawn.
An Experimental Investigation on Performance and Emission Parameters using WT...Working as a Lecturer
this ppt for the Dissertation work for the An Experimental Investigation on Performance and Emission Parameters using WTO – Diesel blend with Additives in a Diesel Engine,contain all detail anlysis with result.
The document summarizes an experimental investigation of operating a diesel engine in dual fuel mode using LPG and processed waste engine oil. Key findings from the study include:
- Performance characteristics of the engine using processed waste engine oil were comparable to diesel, while NO emissions decreased and CO/UHC increased.
- In dual fuel mode, efficiency slightly decreased while CO/UHC increased and NO/smoke decreased compared to single fuel diesel mode.
- Further work is needed to develop better waste oil processing methods and evaluate dual fuel operation with other gases like natural gas.
Evaluate the Performance and Emission using EGR (Exhaust gas recirculation) i...IOSR Journals
To study different paper related to exhaust gas recirculation on four stroke compression ignition
engine fuelled with diesel/methanol blend of 10:90, 20:80 and 30:70 of methanol to diesel respectively were
studied to evaluate the performance and emission of engine. The performance of diesel engine increase with
increase in compression ratio exhaust gas recirculation is a common way to control in-cylinder NOx production
and is used in most modern high speed direct injection diesel engines because it lowers oxygen concentration
and flame temperature of the working fluid in the combustion chamber. To study evaluate and performance with
different EGR rate with and without variable compression ratio. After studying all different papers to review the
result the output power and torque for diesel fuel is lower compared to methanol-diesel blended fuel at any
mixing ratio and because of EGR the NOx emission and exhaust gas temperature reduced but emissions of
particulate matter (PM), HC, and CO were found to have increased with usage of EGR in CI engine.
Literature review on need of composite additives for s.i engineIjrdt Journal
One of the major drawbacks of IC engines is low efficiency and pollution resulting from incomplete combustion. In order to improve the emission properties and performance an additive is blended with gasoline. The main objective of this paper was preparation of premium gasoline. The paper do literature study on effect of different additive on engine performance and emission. Through the study of literature survey, effect of different additives has been studied, it is found that different additive had some negative effect when used individually which conclude that there is need for new composite additives having better performance in respect of engine performance and emission control.
This document summarizes a study investigating ultra-deep adsorptive desulfurization of diesel fuel over supported TiO2−CeO2 adsorbents. Key findings include:
1) Light irradiation of diesel fuel prior to adsorption treatment resulted in a 30-fold increase in desulfurization capacity compared to untreated fuel, achieving sulfur removal to below 1 ppmw.
2) Sulfur K-edge XANES analysis identified sulfones as the primary sulfur species on spent adsorbents, suggesting light irradiation chemically transforms original sulfur compounds.
3) Adsorption selectivity tests showed higher removal of indole and sulfones compared to thiophenes and poly
Effects of Ethanol-Gasoline blends on Performance and Emissions of Gasoline E...IRJET Journal
This document summarizes research on the effects of ethanol-gasoline blends on the performance and emissions of gasoline engines. Several studies found that blending ethanol with gasoline increased engine torque, power and fuel consumption, while decreasing carbon monoxide, nitrogen oxides and hydrocarbon emissions compared to gasoline alone. Ethanol blends also allowed engines to operate at higher compression ratios without knocking. Specifically, blends with up to 50% ethanol performed better and had lower emissions than gasoline. Higher ethanol content blends increased brake specific fuel consumption but reduced emissions of carbon monoxide and hydrocarbons.
This document provides definitions for over 50 terms related to diesel fuel and emissions. Some key terms defined include: additives, which improve fuel quality and lower emissions; aftertreatment devices, which remove pollutants from exhaust; diesel particulate matter, which are sub-micron particles in diesel exhaust; and nitrogen oxides (NOx), air-polluting gases composed of nitrogen and oxygen that play a role in smog formation. The document is a glossary that concisely defines technical terms for diesel fuel, emissions equipment, and regulations.
This document summarizes a study that used tetrahydrofuran (THF) as a co-solvent to enhance the production of fuel precursors like furfural, hydroxymethylfurfural (HMF), and levulinic acid from maple wood biomass. Key findings include:
1) THF allowed over 90% of lignin to be extracted from maple wood while hydrolyzing it to sugars, achieving higher yields of fuel precursors than water alone.
2) A maximum overall yield of 87% of theoretical fuel precursors from C5 and C6 sugars was achieved using a THF to water ratio of 1:1.
3) Solids remaining after THF treatment were highly digestible
International Journal of Engineering Research and DevelopmentIJERD Editor
Electrical, Electronics and Computer Engineering,
Information Engineering and Technology,
Mechanical, Industrial and Manufacturing Engineering,
Automation and Mechatronics Engineering,
Material and Chemical Engineering,
Civil and Architecture Engineering,
Biotechnology and Bio Engineering,
Environmental Engineering,
Petroleum and Mining Engineering,
Marine and Agriculture engineering,
Aerospace Engineering.
Perfluorocyclopentenyl (PFCP) Aryl Ether Polymers via Polycondensation of Oct...Babloo Sharma, Ph.D.
A unique class of aromatic ether polymers
containing perfluorocyclopentenyl (PFCP) enchainment was
prepared from the simple step growth polycondensation of
commercial bisphenols and octafluorocyclopentene (OFCP)
in the presence of triethylamine. Model studies indicate that
the second addition/elimination on OFCP is fast and poly-
condensation results in linear homopolymers and copolymers
without side products. The synthesis of bis(heptafluoro-
cyclopentenyl) aryl ether monomers and their condensation
with bisphenols further led to PFCP copolymers with alternating structures. This new class of semifluorinated polymers exhibit surprisingly high crystallinity in some cases and excellent thermal stability.
Synthesis of Oxygenated Fuel Additives via Acetylation of Bio-Glycerol over H...crimsonpublisherspps
1) The document discusses the acetylation of glycerol, a byproduct of biodiesel production, using sulfonated montmorillonite K10 catalysts.
2) A series of H2SO4-modified sulfonated montmorillonite K10 catalysts were synthesized and characterized. They were then evaluated for catalyzing the acetylation of glycerol with acetic acid to produce oxygenated fuel additives.
3) The 20% (w/w) SO4/K10 catalyst achieved 99% glycerol conversion and respective yields of 23% for MAG, 59% for DAG, 15% for TAG, and 2% for DGTA. This catalyst also maintained
Los motores de hidrogeno en la sociedad mexicanaMiguel Trevino
En el siguiente ensayo se presentan una serie de argumentos relacionados con la premisa: “el usos de los motores de hidrogeno es factible en la industria automotriz en México actualmente” para ello se realizó una investigación documental y en un caso de campo, relacionada a la opinión de expertos en el tema del hidrogeno y el uso que la industria le puede dar. Se relacionan el uso del hidrogeno como recurso energético renovable con la integración y el apoyo tecnológico por parte de las compañías automotrices en la inversión de energías renovables; y la conjugación de esta con el estado.
Este documento describe varios valores importantes para las familias como la pertenencia, la flexibilidad, el respeto, la honestidad, el perdón, la generosidad, la curiosidad, la comunicación, la responsabilidad y las tradiciones. Cada valor se explica brevemente con ejemplos de cómo promoverlos y mantenerlos en las relaciones familiares.
Los servicios de contenidos como SlideShare y YouTube permiten a los usuarios compartir y consumir varios tipos de archivos como videos, fotos y presentaciones. Estos servicios también permiten que los usuarios se conecten, comenten y etiqueten los archivos de otros, creando así comunidades en línea. SlideShare específicamente permite a los usuarios compartir archivos como presentaciones PDF después de iniciar sesión a través de una cuenta de SlideShare o Facebook.
The document summarizes an experimental study on the combustion performance and tailpipe emissions of a diesel engine run on blends of palm methyl ester (biodiesel), diesel, and ethanol. Six test fuels were evaluated: pure diesel, pure palm methyl ester, 95% palm methyl ester + 5% ethanol, 80% diesel + 15% palm methyl ester + 5% ethanol, 95% diesel + 5% ethanol, and 80% palm methyl ester + 15% diesel + 5% ethanol. The engine was run at a constant speed of 1500 rpm and compression ratio of 18.5. Results for brake thermal efficiency, specific fuel consumption, and emissions of CO, CO2, HC, NO, and
Experimental Investigations on Combustion and Emission Characteristics of Bio...IRJET Journal
The document presents the results of experiments conducted to evaluate the combustion and emission characteristics of a diesel engine fueled with biodiesel blends made from Java plum seed oil and custard apple seed oil. The key findings are:
- Biodiesel blends produced lower brake thermal efficiency compared to diesel fuel due to their lower energy content.
- Carbon monoxide and hydrocarbon emissions were lower for biodiesel fuels compared to diesel, while NOx emissions were slightly higher.
- Ignition delay was shorter for Java plum seed methyl ester blends compared to custard apple methyl ester blends and diesel fuel.
- The combustion characteristics of the methyl ester blends closely followed those of
The document experimentally investigates the performance, emissions, and combustion characteristics of a diesel engine fueled with blends of biodiesel extracted from mahua oil. Various blends from 10-50% mahua biodiesel were tested and compared to diesel. The brake thermal efficiency was highest for B30 and the brake specific fuel consumption was lowest for B30 at full load. Carbon monoxide and unburned hydrocarbons decreased with increased biodiesel content while NOx increased. Cylinder pressure and heat release rate were comparable or higher for biodiesel blends compared to diesel. Overall, B30 performed best with reduced emissions and higher efficiency compared to other blends and diesel.
IRJET- Optimising the Diesel Additives in a Single Cylinder Diesel EngineIRJET Journal
This document summarizes a study that tested various diesel fuel additives in a single cylinder diesel engine to evaluate performance and emissions. Cyclohexylamine, diethyl ether (DEE), methyl acetate, and amyl alcohol were tested at concentrations of 2.5, 5, and 7.5 ml added to diesel fuel. Testing was conducted across a range of engine loads. Results showed that amyl alcohol provided the best balance of performance and low emissions, with higher thermal efficiency, lower specific fuel consumption and oxides of nitrogen emissions than diesel alone, especially at higher loads. Cyclohexylamine also performed well but had some disadvantages compared to amyl alcohol. Overall, amyl alcohol showed potential as an additive to
Performance Analysis of HIGHER ALCOHOL/GASOLINE BLENDS as a fuel in 4-stroke ...IOSR Journals
This document summarizes research on using higher alcohol/gasoline blends as fuels in 4-stroke spark ignition engines. It discusses previous studies that found blending alcohols like methanol and ethanol with gasoline can reduce CO and HC emissions while increasing NOx emissions. The document then reviews literature on using various higher alcohols - propanol, butanol, and pentanol - blended with gasoline. The objectives are to investigate the performance and exhaust gas characteristics of these higher alcohol/gasoline blends in a single cylinder 4-stroke SI engine. The plan of work involves literature review, experimental setup, and experimentation to analyze variables like emissions and engine performance under different operating conditions.
- The document discusses an experimental study on the effects of ethanol carburetion on the performance and emissions of a single cylinder direct injection diesel engine.
- Ethanol was introduced into the engine's intake manifold using a carburetor at a flow rate of 1.39 kg/hr, while diesel fuel was directly injected into the cylinder. This created a dual-fuel system.
- The results showed that ethanol fumigation reduced smoke emissions and NOx at lower loads but increased NOx at higher loads compared to diesel alone. It also increased HC emissions across all loads but reduced CO at lower and medium loads. Brake thermal efficiency decreased at lower loads but increased at medium and higher loads.
Performance and Emission Test on Gasoline Engine Using Cyclohexylamine and n-...IRJET Journal
This document summarizes a study that tested the performance and emissions of a gasoline engine using two fuel additives: cyclohexylamine and n-butyl alcohol. The additives were each blended at 5 ml with gasoline and tested in a twin cylinder spark ignition engine. Test results found that both additives increased brake thermal efficiency up to 1-1.5% and increased NOx emissions. Emissions of HC and CO were reduced by 6-7% and 11-22%, respectively, for the two additives compared to gasoline alone. The document provides details on the experimental setup, testing methodology, results, and conclusions drawn.
An Experimental Investigation on Performance and Emission Parameters using WT...Working as a Lecturer
this ppt for the Dissertation work for the An Experimental Investigation on Performance and Emission Parameters using WTO – Diesel blend with Additives in a Diesel Engine,contain all detail anlysis with result.
The document summarizes an experimental investigation of operating a diesel engine in dual fuel mode using LPG and processed waste engine oil. Key findings from the study include:
- Performance characteristics of the engine using processed waste engine oil were comparable to diesel, while NO emissions decreased and CO/UHC increased.
- In dual fuel mode, efficiency slightly decreased while CO/UHC increased and NO/smoke decreased compared to single fuel diesel mode.
- Further work is needed to develop better waste oil processing methods and evaluate dual fuel operation with other gases like natural gas.
Evaluate the Performance and Emission using EGR (Exhaust gas recirculation) i...IOSR Journals
To study different paper related to exhaust gas recirculation on four stroke compression ignition
engine fuelled with diesel/methanol blend of 10:90, 20:80 and 30:70 of methanol to diesel respectively were
studied to evaluate the performance and emission of engine. The performance of diesel engine increase with
increase in compression ratio exhaust gas recirculation is a common way to control in-cylinder NOx production
and is used in most modern high speed direct injection diesel engines because it lowers oxygen concentration
and flame temperature of the working fluid in the combustion chamber. To study evaluate and performance with
different EGR rate with and without variable compression ratio. After studying all different papers to review the
result the output power and torque for diesel fuel is lower compared to methanol-diesel blended fuel at any
mixing ratio and because of EGR the NOx emission and exhaust gas temperature reduced but emissions of
particulate matter (PM), HC, and CO were found to have increased with usage of EGR in CI engine.
Literature review on need of composite additives for s.i engineIjrdt Journal
One of the major drawbacks of IC engines is low efficiency and pollution resulting from incomplete combustion. In order to improve the emission properties and performance an additive is blended with gasoline. The main objective of this paper was preparation of premium gasoline. The paper do literature study on effect of different additive on engine performance and emission. Through the study of literature survey, effect of different additives has been studied, it is found that different additive had some negative effect when used individually which conclude that there is need for new composite additives having better performance in respect of engine performance and emission control.
This document summarizes a study investigating ultra-deep adsorptive desulfurization of diesel fuel over supported TiO2−CeO2 adsorbents. Key findings include:
1) Light irradiation of diesel fuel prior to adsorption treatment resulted in a 30-fold increase in desulfurization capacity compared to untreated fuel, achieving sulfur removal to below 1 ppmw.
2) Sulfur K-edge XANES analysis identified sulfones as the primary sulfur species on spent adsorbents, suggesting light irradiation chemically transforms original sulfur compounds.
3) Adsorption selectivity tests showed higher removal of indole and sulfones compared to thiophenes and poly
Effects of Ethanol-Gasoline blends on Performance and Emissions of Gasoline E...IRJET Journal
This document summarizes research on the effects of ethanol-gasoline blends on the performance and emissions of gasoline engines. Several studies found that blending ethanol with gasoline increased engine torque, power and fuel consumption, while decreasing carbon monoxide, nitrogen oxides and hydrocarbon emissions compared to gasoline alone. Ethanol blends also allowed engines to operate at higher compression ratios without knocking. Specifically, blends with up to 50% ethanol performed better and had lower emissions than gasoline. Higher ethanol content blends increased brake specific fuel consumption but reduced emissions of carbon monoxide and hydrocarbons.
This document provides definitions for over 50 terms related to diesel fuel and emissions. Some key terms defined include: additives, which improve fuel quality and lower emissions; aftertreatment devices, which remove pollutants from exhaust; diesel particulate matter, which are sub-micron particles in diesel exhaust; and nitrogen oxides (NOx), air-polluting gases composed of nitrogen and oxygen that play a role in smog formation. The document is a glossary that concisely defines technical terms for diesel fuel, emissions equipment, and regulations.
This document summarizes a study that used tetrahydrofuran (THF) as a co-solvent to enhance the production of fuel precursors like furfural, hydroxymethylfurfural (HMF), and levulinic acid from maple wood biomass. Key findings include:
1) THF allowed over 90% of lignin to be extracted from maple wood while hydrolyzing it to sugars, achieving higher yields of fuel precursors than water alone.
2) A maximum overall yield of 87% of theoretical fuel precursors from C5 and C6 sugars was achieved using a THF to water ratio of 1:1.
3) Solids remaining after THF treatment were highly digestible
International Journal of Engineering Research and DevelopmentIJERD Editor
Electrical, Electronics and Computer Engineering,
Information Engineering and Technology,
Mechanical, Industrial and Manufacturing Engineering,
Automation and Mechatronics Engineering,
Material and Chemical Engineering,
Civil and Architecture Engineering,
Biotechnology and Bio Engineering,
Environmental Engineering,
Petroleum and Mining Engineering,
Marine and Agriculture engineering,
Aerospace Engineering.
Perfluorocyclopentenyl (PFCP) Aryl Ether Polymers via Polycondensation of Oct...Babloo Sharma, Ph.D.
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Experimental investigation and optimization study of combustion chamber geome...IJERD Editor
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IJERA (International journal of Engineering Research and Applications) is International online, ... peer reviewed journal. For more detail or submit your article, please visit www.ijera.com
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UWA Final Report 2014
1. Centre for Energy
“energy for today and tomorrow”
ARC LP0989368
“Homogeneous Combustion Catalysts for Efficiency
Improvements and Emission Reductions in Diesel Engines”
Summary Report
Prepared for BHP Billiton Iron Ore Pty Ltd and Fuel
Technology Pty Ltd by:
Winthrop Professor Dongke Zhang FTSE
Dr Yu Ma
Dr Mingming Zhu
28-03-2014
2. Page 2 of 23
Project Overview
This report summarises significant breakthroughs in scientific understanding of a Homogenous
Combustion Catalyst called FPC, from a four-year research programme at the Centre for Energy,
The University of Western Australia (UWA).
The FPC catalyst, with the ferrous picrate as the active component, is manufactured and
commercialised by Fuel Technology Pty Ltd (FTPL) in Western Australia. There have been a
number of laboratory tests and field trials to ascertain the effect of FPC on the performances of
diesel engines. In 2007, the need for better understanding of the underlying scientific principles and
a higher level of academic rigour than was normally possible with field trials was recognised,
leading to a collaborative research project between the Australian Research Council, BHP Billiton
Iron Ore Pty Ltd, FTPL and UWA. Research commenced in 2010 and after four years, the
outcomes are significant in three ways:
Confirmation of the significant fuel saving and emission reduction benefits of using the ferrous
picrate catalyst produced by FTPL;
Improved understanding of the working mechanisms of the ferrous picrate catalyst in
combustion and soot formation processes in diesel engines;
Extension of the application of the catalyst to improving the combustion and emission
characteristics of biodiesel from diesel engines.
Chemistry of FPC
The FPC homogeneous combustion catalyst is made from ferrous picrate with an organic solvent
system, including picric acid, n-butanol and a complex mixture of short-chain alkyl benzenes
(Recosol 100/150), as shown in Table 1. Ferrous picrate, the active ingredient, is produced from the
reaction of picric acid and iron. Picric acid (2,4,6-trinitrophenol) is a highly reactive chemical,
which has been primarily used as an explosive and is an intermediate in the dyeing industry. Dry
picric acid appears as a yellow needle-like material and is highly sensitive to heat, shock and
friction, so water is added during transportation/storage to act as a desensitiser. This water is then
3. Page 3 of 23
removed during the formulation of FPC. Ferrous picrate is even more sensitive and explosive than
the parent picric acid although it should be noted once dissolved in the solvents as used in
manufacturing FPC, explosiveness is negated.
The manufacture-finished ferrous picrate catalyst is a dark green-coloured solution ready for use by
dosing in diesel in appropriate dosing rate. FPC has the following distinct characteristics:
Solubility in diesel fuel without precipitation or agglomeration during handling, storage or
consumption.
Excellent catalytic activity in promoting combustion so that only a very tiny amount of the
catalyst is required.
No change to the fuel specification and does not generate secondary pollution problems.
4. Table 1 Major components in FPC and their physical properties
Note: 1. Vapour pressure is an indication of a liquid volatility. A substance with a high vapour pressure at normal temperatures is
often referred to as volatile; 2. Referring to the decomposition temperature of the compound.
Component Content Organic compound
Molecular
weight
(g/mol)
Density
(g/ml, 20°C)
Flash point
(°C)
Boiling point
(°C)
Vapour
pressure1
(kPa, 20°C)
Recosol 150-
Solvent naphtha (petroleum),
heavy aromatic
10~60%
Naphthalene 128
0.88-0.91 62-65.6 158-214 < 1.31,3,5-trimethylbenzene
120
1,2,4-trimethylbenzene
Recosol 100-
Solvent naphtha (petroleum),
light aromatic
< 10%
1,3,5-trimethylbenzene
120
0.87-0.88 38-47 148-182 0.8
1,2,4-trimethylbenzene
1,2,3-trimethylbenzene
n-propyl benzene, cumene
xylene and isomers 106
n-butanol < 10% n-butyl alcohol 74 0.81 35 117.7 0.56
Picric acid < 10% 2,4,6-trinitrophenol 229 1.8 150 3002 0.1kPa at
195°C
Iron picrate < 10%
Phenol 2,4,6-trinitro-,
iron(2+
) salt
512 - - 2502
-
5. Results of Laboratory Engine Tests
The effect of the FPC catalyst on the performance of diesel engines was systematically tested using
a four-stroke, single cylinder, direct injection engine (YANMAR L48AE, AET Ltd) under precisely
controlled laboratory environmental conditions at the Centre for Energy at UWA. The engine had a
70mm bore, 55mm stroke, 211cm3
displacement and compression ratio of 19.9:1. A water-cooled,
electric dynamometer was coupled to the engine shaft to provide the load conditions. Caltex No.2
diesel sourced from a local service station was used as the reference diesel fuel. The results of a
long term testing programme provide clear scientific evidence of the multifaceted improvements
with the use of the FPC catalyst, including:
reduced brake specific fuel consumption
reduced greenhouse gas emissions
reduced exhaust particulate emissions (smoke)
Improved Combustion Efficiency
The brake specific fuel consumption is a recognised measure of fuel efficiency. Figure 1 illustrates
a summary of the effect of the catalyst on the brake specific fuel consumption at full load, with
varied engine speed and catalyst dosage.
For each data set in Figure 1, the left-most point represents results from the reference diesel fuel
with no FPC addition. Increasing catalyst dosage along the X-axis produces a consistent trend of
improved fuel combustion efficiency.
6. Page 6 of 23
Figure 1 Brake specific fuel consumption at full load conditions and variable catalyst dosage
It was found the engine load plays a critical role in determining the efficacy of the catalyst in diesel
engines. Figure 2 illustrates the brake specific fuel consumption results at the engine speed varied
from 2800 to 3600 rpm and under variable load conditions. It is obvious that the use of FPC
reduced the brake specific fuel consumption under all tested engine conditions.
Moreover, it is evident that the effect of FPC is more obvious when the engine was operated under
light loads. As the engine load increases, the influence of the catalyst on the brake specific fuel
consumption becomes less significant. As an example, at 2800 rpm, the catalyst reduced the fuel
consumption from 573.1 to 548.9 g·kW-1
h-1
, a 4.2 % fuel saving at a light load, but as load
(pressure) increases, the benefit was reduced to something in the region of 2.5%. This is because the
gas temperature in the cylinder is higher when the engine load is higher, leading to a better burning
condition of the fuel/air mixture. Consequently, the ability of the catalyst to improve the diesel
combustion processes at higher engine loads is not as big as that at light engine loads, but is still of
significant impact at, say, 2.5% fuel saving.
7. Page 7 of 23
Figure 2 Brake specific fuel consumption at the engine speeds of 2800, 3200 and 3600 rpm and
varying load conditions
8. Page 8 of 23
Reduced Gas Emissions
Carbon monoxide (CO) is toxic to humans and animals and is a product of incomplete combustion
of any carbon-based fuels. Figures 3 a – c illustrate that the CO emissions are significantly reduced
when the FPC catalyst is added to the reference diesel fuel (termed ‘RD’). Importantly, this is true
across a wide range of engine loads, represented here as Brake Mean Effective Pressure (BMEP).
The trend in CO emission reductions is similar at various engine speeds ranging from 2800 to 3600
rpm. The greatest CO reductions achieved by the addition of the FPC catalyst were in the order of
19% to 22%.
The presence of unburned hydrocarbons (UHC) in the exhaust also reflects incomplete combustion
and environmentally damaging emissions. The pattern for the UHC reduction, as illustrated in
Figures 4 a – c, is very similar to that for CO. The highest UHC reduction of 15% was achieved at
lower engine speeds.
0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45
4
6
8
10
12
14
16
(a)
RD
FPC-D(1:10000)
FPC-D(1:5000)
n = 2800 rpm
COemission(g/kWh)
BMEP (MPa)
10. Page 10 of 23
0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
2.2
UHCemission(g/kWh)
BMEP (MPa)
(b)
RD
FPC-D(1:10000)
FPC-D(1:5000)
n = 3200 rpm
0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
2.2
2.4
2.6
(c)
RD
FPC-D(1:10000)
FPC-D(1:5000)
n=3600 rpm
UHCemission(g/kWh)
BMEP (MPa)
Figure 4 Unburned hydrocarbon (UHC) reductions by FPC at various engine conditions
Reduced Diesel Particulate Matter
Diesel particulate matter (DPM) typically comprises of agglomerated primary soot particles with
absorbed unburnt hydrocarbons and inorganic matter on their surfaces. These emissions, commonly
known as soot, have a surprising range of adverse impacts on human health and the environment.
During the course of this investigation, the regulation limiting the DPM or soot emissions from
diesel engines was progressively tightened. Since November 2013, a more stringent Euro 5
emission standard has been applied to heavy-duty diesel engines in Australia, which regulates the
smoke (soot) emissions at the rate of 0.5 m-1
.
11. Page 11 of 23
The research also revealed that smoke emissions (DPM’s), measured as smoke opacity, were
drastically reduced by the addition of the FPC Catalyst. Figure 5 illustrates that the smoke emission
was reduced with increasing catalyst dosage where RD is “Reference Diesel”. The smoke opacity
test results showed 7.3 to 39.5% reduction in the overall soot emissions when the catalyst was
applied, depending on the catalyst dosage ratio and engine duty. It is interesting to note that the
catalyst was more effective at both the upper and lower engine speeds, particularly the latter.
Visually, the soot reduction with increased catalyst dosage can be evidenced in the Transmission
Electron Microscopy (TEM) imaging analyses of soot samples as presented in Figures 6 a – c. The
irregularly shaped soot aggregates were composed of a number of very spherical primary particles.
Comparing the three TEM images of the soot samples from the reference diesel and the FPC dosed
fuels, a general trend can be seen that a significantly less amount of particles were deposited on the
TEM grids for the FPC treated fuels than for the reference diesel under the same sampling
conditions, suggesting that less soot was formed when the FPC catalyst was used. This is consistent
with the observation of reduced smoke emissions as shown in Figure 5.
2800 3000 3200 3400 3600
20
30
40
50
60
70
80
90
Smokeopacity(%)
Engine speed (rpm)
RD
D+FPC 1:15000
D+FPC 1:10000
D+FPC 1:5000
D+FPC 1:1000
Full load
Figure 5 Reductions in soot emissions (opacity) using FPC Catalyst relative to Reference Diesel
12. Page 12 of 23
(a)
(b)
(c)
Figure 6 TEM images of soot particles from the reference diesel (a), and diesel dosed with FPC
at ratios of 1:10,000 (b) and 1:1,000 (c), respectively
Results of Large-scale Engine Tests
The efficacy of the ferrous picrate catalyst in improving diesel combustion was further examined
using a large-scale diesel engine facility in this project. The diesel engine used in this test program
was a Caterpillar R1700 turbocharged engine coupled with an eddy-current dynamometer. This
engine was selected because it represents a large amount of heavy-duty diesel engines currently
used in the underground mining loader for which the catalyst is intended to be applied. The engine
was located at Mining Equipment Spares (MES) Pty Ltd. Table 2 shows the effect of the catalyst on
the fuel efficiency improvements and exhaust reductions.
13. Page 13 of 23
Table 2 Effect of the FPC catalyst on fuel efficiency improvements and exhaust reductions
CO UHC Fuel savings
Engine condition 1400rpm 1800rpm 1400rpm 1800rpm 1400rpm 1800rpm
25% load 7.3% 14.9% 6.8% 13.3% 4.8% 5.6%
50% load 13.8% 20.7% 12.3% 22.8% 2.6% 2.6%
75% load 6.8% 9.1% 13.5% 5.8% 1.8% 2%
100% load 11.2% 10.0% 4.8% 2.3% 1.3% 1.1%
From Table 2, it can be seen that the use of the FPC catalyst significantly promoted the diesel
combustion under all tested conditions, with fuel savings ranging from 1.1% to 5.6%, CO
reductions ranging from 7.3% to 20.7% and UHC reductions ranging from 2.3% to 22.8%. It is also
noted that the effect of the catalyst on the brake specific fuel consumption was greater under lower
engine loads than under higher engine loads, consistent with the laboratory engine tests.
Results of Engine Tests Using Biodiesel
In order to evaluate if the beneficial effects of the FPC catalyst could also be realised for biodiesel,
a fuel that is increasingly gaining popularity, a set of four fuels was tested under controlled engine
conditions, namely, reference diesel, diesel with FPC at a dosing ratio of 1:10000, a reference
biodiesel obtained from BioWorks Australia Pty Ltd, and biodiesel with FPC at a dosing ratio of
1:10000. The dependency of the brake specific fuel consumption on the engine load (BMEP) with
the engine operating with the four fuels at the engine speed of 3200rpm is presented in Figure 7.
The brake specific fuel consumptions of biodiesel were greater than that of diesel, due to the lower
heating value of biodiesel than that of diesel. It is also seen that the addition of the catalyst reduced
the brake specific fuel consumption of both diesel and biodiesel, indicating that the catalyst
promoted the combustion process regardless of which fuel was used in the engine. With the
addition of FPC, a high fuel saving of 2.8% was obtained for the biodiesel combustion at the load of
0.4MPa BMEP.
14. Page 14 of 23
Figure 7 The brake specific fuel consumption as a function of the engine load (BMEP)
The addition of FPC in biodiesel was also effective in reducing the CO and UHC emissions, as
observed in Figures 8 and 9. Under the tested conditions, the reduction ratios of CO and UHC
ranged from 4.2~17.3% and 2.5~3.8%, respectively. Note that the CO level from the untreated
biodiesel was lower than that of the reference diesel under the low and medium load conditions, due
to the extra oxygen content in the biodiesel and thus more complete combustion than the
conventional diesel. However, CO was deteriorated from the load of 0.33MPa BMEP and upwards
for the biodiesel fuel. This can be explained by that the air-fuel mixing process was affected by the
difficulty of biodiesel atomisation because of its higher viscosity and density, together with the fact
that less air was available when more fuel was injected to the engine cylinder at higher loads,
resulting in locally fuel-rich mixtures and therefore more CO formation.
15. Page 15 of 23
0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45
2
4
6
8
10
12
14
16
n = 3200 rpm
COemission(g/kWh)
BMEP (MPa)
RD
B100
B100+FPC (1:10000)
Figure 8 Carbon monoxide reductions by FPC under various engine conditions
0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45
0.6
0.8
1.0
1.2
1.4
1.6
1.8
n = 3200 rpm
UHCemission(g/kWh)
BMEP (MPa)
RD
B100
B100+FPC (1:10000)
Figure 9 Unburned hydrocarbon reductions by FPC under various engine conditions
Figure 10 illustrates the smoke emission levels from the fuels tested at the engine speed of 3200rpm
and four load conditions. It can be seen that the smoke emission from biodiesel was lower than that
from diesel due to the extra oxygen content in the biodiesel molecule. It was also noted that the
smoke emission was further suppressed by the addition of FPC under all tested conditions.
Compared to that of the untreated biodiesel, the smoke from the FPC dosed biodiesel was reduced
by 11.5~24.4%.
16. Page 16 of 23
0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45
5
10
15
20
25
30
35
40
45 n=3200 rpm
Smokeopacity(%)
BMEP (MPa)
RD
B100
B100+FPC (1:10000)
Figure 10 Reduction in soot emissions (opacity) from biodiesel combustion using FPC Catalyst
Mechanisms of the FPC Catalyst in Fuel Combustion Processes
The combustion efficiency of a diesel engine depends on the peak flame temperature and the time
to complete the combustion. The rate of diesel combustion is determined by a number of factors
such as the droplet size and the degree of fuel-air mixing. The catalyst improves fuel efficiency by
acting on one or more of these factors. Figure 11 illustrates the effect of FPC on the combustion
characteristics of diesel in a diesel engine. These combustion characteristics include cylinder
pressure, heat release rate, ignition delay and combustion duration. It is evident that FPC was
capable of increasing the peak cylinder pressure and heating release rate, promoting diesel ignition
and reducing the duration of diesel combustion. Based on the laws of thermodynamics, a faster
burning rate in diesel engine results in a higher fuel efficiency.
17. Page 17 of 23
Figure 11 Effect of FPC on the combustion characteristics of diesel at the engine speed of 3200
rpm and varying load conditions
Another way of evaluating this accelerated heat release is to measure the rate of combustion of a
single droplet of the fuel under systematically controlled conditions. When a fuel droplet is exposed
to a hot oxidising environment, it absorbs heat, vaporises and if the temperature is high enough,
ignition occurs and fuel burning commences and continues until the fuel in the droplet is consumed.
Figure 12 compares the burning rates and flame temperatures of diesel and biodiesel droplets dosed
with the catalyst at various air temperatures. It is evident that the addition of the FPC catalyst
increased the burning rates and flame temperatures of both fuels. For example, at 973K, the burning
rate increased from 0.83mm2
/s to 0.88mm2
/s for the diesel and from 0.97mm2
/s to 1.06mm2
/s for
the biodiesel, and the flame temperatures of the diesel and biodiesel droplets rose by around 40K,
with the catalyst added at the ratio of 1:10000.
18. Page 18 of 23
Figure12 Effect of FPC on burning rate (a) and flame temperature (b) at various air temperatures
It was found that the boiling points of both diesel and biodiesel were higher than the decomposition
temperature of ferrous picrate (523K). Therefore, the mechanism of the ferrous picrate in the
combustion process of diesel and biodiesel is proposed as follows: upon heating, the surface
temperature of the fuel droplets increases till reaching their boiling points. When the surface
temperature of the droplets of the fuel with FPC treatment is higher than 523K, the ferrous picrate
decomposes and releases iron atoms into the reaction zone, which promotes the oxidation of the
fuel vapour. This results in higher reaction rates and an increase in the flame temperature of the
catalyst dosed fuel droplets. Consequently, the heat transfer to the droplet is enhanced by the
increased flame temperature, resulting in a higher burning rate and a shorter burnout time. Overall,
the fuel combustion efficiency is improved by the ferrous picrate catalyst.
(a)
19. Page 19 of 23
Mechanisms of the FPC Catalyst in Soot Formation Processes
Figure 13 Weight loss curves of soot oxidation in air
Figure 13 illustrates the thermal behaviour of soot particles from the combustion of the four fuels
tested, including reference diesel (termed “RD”), reference biodiesel (termed “BD”), and their
respective FPC treated derivatives, as tested in the thermo-gravimetric analyser (TGA). As marked
on the plots, three major mass loss events are clearly noticeable, corresponding to the evaporation
and desorption of light hydrocarbons on the soot surfaces (Peak 1), oxidation of heavy
hydrocarbons attached to soot (Peak 2) and the dry soot oxidation (Peak 3). For the last event, it is
noted that the soot from the FPC treated fuels was ignited at a lower temperature and the oxidation
was completed sooner. This indicates that iron in FPC deposited on the soot during combustion and
subsequently catalysed the oxidation of the soot of both diesel and biodiesel.
Using the Transmission Electron Microscopy imaging technique and theoretical equations, the sizes
of soot particles were obtained as shown in Table 3. It is noted that the sizes of primary soot ( )
and aggregates ( ) from the diesel and biodiesel with FPC treatments were consistently smaller
than those from the untreated diesel and biodiesel fuels, respectively. This suggests that the fuel
combustion was substantially enhanced by FPC, resulting in less soot precursors in the combustion
zone and therefore the smaller primary soot and aggregates in sizes.
20. Page 20 of 23
Table 3 Comparison of the sizes of primary soot particles and soot aggregates from the fuels with
and without FPC treatment
(nm) (nm)
RD soot 24.5±0.4 295±6
FPC-D (1:10000) soot 23.5±0.4 283±5
BD soot 23.1±0.3 202±4
FPC-B (1:10000) soot 22.5±0.3 186±4
Note: is the average diameter of the primary soot particles; is the average gyration diameter,
representing the average size of the soot aggregates.
Hydrocarbon
fuel
C2nH2n
PAH
Pyrolysis
Soot precursors
Nucleation
Nuclei
Surface
growth
Primary soot
Agglomeration
Soot aggregates
Smaller primary soot
Less unburned hydrocarbon fragments
Smaller soot aggregates
Less overall soot emission
Figure 14 A schematic of the mechanisms of FPC in the soot formation processes
The mechanism of FPC affecting the soot formation processes was thus proposed, as illustrated in
Figure 14. The addition of FPC promotes diesel and biodiesel combustion by increasing the burning
rate, flame temperature and shortening the burnout time, leading to more complete combustion of
gas-phase hydrocarbon fragments and less soot precursors to form the primary soot particles, thus
the smaller sizes of the primary soot and aggregates. Then the FPC actively accelerates the
oxidation of the soot formed, as indicated by the lower ignition temperature and faster oxidation
reaction. Following the aforementioned mechanism, the diesel and biodiesel combustion in a diesel
engine is substantially improved by the FPC catalyst, resulting in reduced fuel consumptions and
less overall soot emissions.
21. Page 21 of 23
Conclusions
The evaluation of the effectiveness of the ferrous picrate based diesel combustion catalyst
manufactured by Fuel Technology Pty Ltd has confirmed that the catalyst is capable of improving
fuel efficiency, which is supported by both laboratory diesel engine tests and field trial data.
Furthermore, the addition of the catalyst in the diesel and biodiesel can significantly reduce the
emissions of smoke, unburned hydrocarbon and carbon monoxide.
It has been scientifically proven that the ferrous picrate decomposes and releases iron atoms into the
flame zone during the combustion process of the droplets. The combustion rate is enhanced by the
iron atoms in the flame, resulting in a higher flame temperature. Consequently, the heat transfer
between the flame front and the diesel droplet surface is improved and the higher burning rate of
diesel in the engine leads to higher fuel efficiency.
The improved combustion by FPC also leads to more complete combustion of the gas-phase
hydrocarbon fragments and less soot precursors to form the primary soot particles. Therefore, the
smaller sizes of the primary soot and aggregates are observed when using FPC. At the later stage of
combustion, FPC actively accelerates the oxidation of the soot formed, resulting in a significant
reduction in the overall soot emissions from CI engines.
Scientific Publications
The four-year UWA test programme has resulted in numerous reports and peer reviewed scientific
papers published in internationally renowned journals as listed below:
1. ZHANG, D. Homogeneous combustion catalysts for efficiency improvements and emission
reduction in diesel engines. In: 7th
Asia-Pacific conference on combustion, 24-27 May 2009,
Taipei, Taiwan.
22. Page 22 of 23
2. ZHU, M., MA, Y. & ZHANG, D. The role of Homogeneous Combustion Catalysts in Diesel
Combustion in Compression Ignition Engines. In: Australian Combustion Symposium, 2-4 Dec
2009, Brisbane, Australia.
3. ZHU, M., MA, Y. & ZHANG, D. 2011. An experimental study of the effect of a homogeneous
combustion catalyst on fuel consumption and smoke emission in a diesel engine. Energy, 36,
6004-6009.
4. MA, Y., ZHU, M. & ZHANG, D. Evaluation of an Iron-based Organometallic Combustion
Catalyst for Reduction of Exhaust Emissions from Diesel Engines. In: Australian Combustion
Symposium, 29 Nov-1 Dec 2011, Newcastle, Australia.
5. ZHU, M., MA, Y. & ZHANG, D. Effect of a Homogenous Combustion Catalyst on the
Combustion Characteristics of single droplets of diesel and biodiesel. In: Australian
Combustion Symposium, 29 Nov-1 Dec 2011, Newcastle, Australia.
6. ZHU, M., MA, Y. & ZHANG, D. 2012. Effect of a homogeneous combustion catalyst on the
combustion characteristics and fuel efficiency in a diesel engine. Applied Energy, 91, 166-172.
7. MA, Y., ZHU, M. & ZHANG, D. A Morphological Study of Soot from a Diesel Engine
Fuelled with Diesel and Biodiesel. In: ACMM22/ ICONN 2012 /APMC10, 5-9 Feb 2012, Perth,
Australia.
8. MA, Y., ZHU, M. & ZHANG, D. The Effect of a Homogenous Combustion Catalyst on the
Emission Characteristics from a Compression Ignition Engine Fuelled With Biodiesel. In: 4th
International Conference on Applied Energy, 5-8 Jul 2012, Suzhou, China.
9. ZHU, M., MA, Y. & ZHANG, D. Effect of a Homogenous Combustion Catalyst on
Combustion Characteristics and Fuel Efficiency of Biodiesel in a Diesel Engine. In: 4th
International Conference on Applied Energy, 5-8 Jul 2012, Suzhou, China.
10. ZHU, M., MA, Y. & ZHANG, D. A theoretical investigation into the effect of a homogeneous
catalyst on combustion characteristics of single droplets of diesel and biodiesel. In: 40th
Australasian Chemical Engineering Conference (CHEMECA), 23-26 Sep 2012, Wellington,
New Zealand.
11. ZHU, M., MA, Y. & ZHANG, D. 2013. The effect of a homogeneous combustion catalyst on
the combustion characteristics of single droplets of diesel and biodiesel. Proceedings of The
Combustion Institute, 34, 1537-1544.
23. Page 23 of 23
12. ZHANG, D., MA, Y. & ZHU, M. 2013. Nanostructure and Oxidation Properties of Soot from a
Compression Ignition Engine: The Effect of a Homogeneous Combustion Catalyst,
Proceedings of The Combustion Institute, 34, 1869-1876.
13. MA, Y., ZHU, M. & ZHANG, D. 2013. The Effect of a Homogeneous Combustion Catalyst on
Exhaust Emissions from a single Cylinder Diesel Engine, Applied Energy, 102, 556-562.
14. MA, Y., ZHU, M. & ZHANG, D. The Fate of Iron in a Homogeneous Diesel Combustion
Catalyst in Compression Ignition Engines. In: Australian Combustion Symposium, 6-8 Nov
2013, Perth, Australia.
15. MA, Y., ZHU, M. & ZHANG D. 2014. Effect of a Homogeneous Combustion Catalyst on the
Characteristics of Diesel Soot Emitted from a Compression Ignition Engine. Applied Energy,
113, 751-757.
Submitted Publications
16. MA, Y., ZHU, M. & ZHANG, D. Effect of a Homogeneous Combustion Catalyst on the
Nanostructure and Oxidative Properties of Soot from Biodiesel Combustion in a Compression
Ignition Engine. Submitted to: 35th
International Symposium on Combustion, 3-8 Aug 2014,
San Francisco, USA.
17. MA, Y., ZHU, M., ZHANG, D. et al. Understanding the Fate of Iron from a Ferrous Picrate
based Homogeneous Catalyst during Diesel Combustion. Submitted to: 35th
International
Symposium on Combustion, 3-8 Aug 2014, San Francisco, USA.
18. ZHU, M., MA, Y., ZHANG, D. et al. Effect of oxygenates addition on the characteristics and
soot formation during combustion of single droplets of a petroleum diesel in air. Submitted to:
35th
International Symposium on Combustion, 3-8 Aug 2014, San Francisco, USA.
Copies of all reports and papers are available on request.