Evaluation of methyl alcohol as a vehicle fuel extender. Final report

Johnson, R. T.; Riley, R. K.

doi:10.2172/7353497

Cited by 11 publications

(8 citation statements)

References 0 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Considerable RON and MON data for methanol−gasoline blends were obtained from studies completed in the 1970s, a time when there was greater interest in the use of methanol as an alternative fuel. Johnson and Riley , provide a complete set of RON and MON data for a wide range of methanol concentrations added to four different base gasolines having different RON and MON values. Adjustable-orifice fuel jets were used for RON and MON tests as well as an adapted knock-detection scheme, but no mention was made of an auxiliary heater for MON.…”

Section: Resultsmentioning

confidence: 99%

“…Johnson and Riley , provide a complete set of RON and MON data for a wide range of methanol concentrations added to four different base gasolines having different RON and MON values. Adjustable-orifice fuel jets were used for RON and MON tests as well as an adapted knock-detection scheme, but no mention was made of an auxiliary heater for MON. As shown in Figure A, RON and MON values are highly nonlinear as a function of volumetric methanol concentration.…”

Section: Resultsmentioning

confidence: 99%

“…Method modifications have been identified to allow more accurate measurement of RON and MON of fuels with high alcohol content and were codified in the German standard DIN 51756-7 . For both RON and MON, adjustable-orifice fuel jets are used in lieu of fixed-diameter jets to provide the greater fuel flow required and to more precisely maintain both the fuel level in the fuel sight glass and the resulting fuel flow. ,,, For MON, the additional heat required to vaporize the fuel and heat the fuel−air mixture to the specified temperature is provided by an auxiliary external electric heating element. ,,, ASTM D2699 and 2700 allow (but do not require) an adjustable-orifice fuel jet for RON and MON but specify a different sight glass fuel level. It has also been reported that normal combustion of pure methanol and high methanol-content blends may be erroneously detected as knock by the standard knock meter.…”

Section: Introductionmentioning

confidence: 99%

“…For both RON and MON, adjustable-orifice fuel jets are used in lieu of fixed-diameter jets to provide the greater fuel flow required and to more precisely maintain both the fuel level in the fuel sight glass and the resulting fuel flow. ,,, For MON, the additional heat required to vaporize the fuel and heat the fuel−air mixture to the specified temperature is provided by an auxiliary external electric heating element. ,,, ASTM D2699 and 2700 allow (but do not require) an adjustable-orifice fuel jet for RON and MON but specify a different sight glass fuel level. It has also been reported that normal combustion of pure methanol and high methanol-content blends may be erroneously detected as knock by the standard knock meter.…”

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

Octane Numbers of Ethanol− and Methanol−Gasoline Blends Estimated from Molar Concentrations

Anderson¹,

Krämer²,

Mueller³

et al. 2010

Energy Fuels

173

120

View full text Add to dashboard Cite

When expressed using volumetric concentrations (as is industry practice), the addition of relatively small amounts of ethanol or methanol (e.g., 10% by volume) to gasoline appears to result in disproportionately large, nonlinear increases in research octane number (RON) and motor octane number (MON). As a result, volumetric "blending octane numbers" are of limited value for estimating the octane number of alcohol-gasoline blends because they vary with alcohol content and base gasoline composition. We show that RON and MON increases with alcohol content are approximately linear when expressed using molar concentrations. Moreover, molar-based blending octane numbers are effectively equal to the octane numbers of the pure alcohols for most base gasolines. A limited dependence on gasoline composition was observed, namely, greater-than-predicted octane numbers for ethanol-gasoline blends with unusually high isoparaffin content. We suggest that octane numbers of methanol-gasoline and ethanol-gasoline blends can be estimated conveniently and more accurately from their molar composition by linear interpolation between the octane numbers of the base gasoline and the pure alcohol.

show abstract

Section: Resultsmentioning

confidence: 99%

Section: Resultsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Octane Numbers of Ethanol− and Methanol−Gasoline Blends Estimated from Molar Concentrations

Anderson¹,

Krämer²,

Mueller³

et al. 2010

Energy Fuels

173

120

View full text Add to dashboard Cite

show abstract

“…A complete set of information is contained in Ref. 9. Each graph also shows the effect of spark retard and of the addition of 10% methanol through the use of shaded and unshaded symbols.…”

Section: Air Flow Transducer Systemmentioning

confidence: 99%

Feasibility of Methanol/Gasoline Blends for Automotive Use

Johnson

Riley

1978

Evaporation—Combustion of Fuels

View full text Add to dashboard Cite

A three-phase test program evaluated methanol/gasoline blends as possible automotive fuels. Octane rating of the blends demonstrated that methanol substantially increased the research octane number (RON) and had very little effect on the motor octane number (MON). Single cylinder engine tests indicated that 10% methanol/gasoline blends did not substantially alter power, emissions, or fuel economy of the engine. The vehicle portion of the test program included an ordinary spark ignition engine vehicle calibrated to meet 1974 standards and a prechamber, stratified--charge engine vehicle. HC and CO emissions were reduced using a 10% methanol blend in the 1974 calibration vehicle. Emissions and fuel economy were not substantially altered when a 10% methanol blend was tested in the stratified--charge engine vehicle. T^he use of alcohol as an internal combustion engine fuel is a conceptthat hacs been in and out of vogue since the early 1900s. These cycles of interest began in the early 1920s and seemed to peak about every 10 years until the present. Bolt (I) presents an interesting and informative discussion of these recurring efforts through the early 1960s. The incentives for these examinations of alcohols as motor fuels ranged from testing them as antiknock agents to evaluating ways to use surplus grain commodities by making ethyl alcohol.The current interest in alcohols as motor fuels is rooted in the search for alternate fuels to replace our suddenly limited petroleum-based fuels. The fact that methyl alcohol (methanol) can be produced from a variety of sources, including coal and garbage, has focused considerable attention on this material as a possible alternate fuel. The fact that the tech

show abstract

Single Cylinder Spark Ignition Engine Study of the Octane, Emissions, and Fuel Economy Characteristics of Methanol-Gasoline Blends

Johnson

Riley

1976

SAE Technical Paper Series

View full text Add to dashboard Cite

Evaluation of methyl alcohol as a vehicle fuel extender. Final report

Cited by 11 publications

References 0 publications

Octane Numbers of Ethanol− and Methanol−Gasoline Blends Estimated from Molar Concentrations

Octane Numbers of Ethanol− and Methanol−Gasoline Blends Estimated from Molar Concentrations

Feasibility of Methanol/Gasoline Blends for Automotive Use

Single Cylinder Spark Ignition Engine Study of the Octane, Emissions, and Fuel Economy Characteristics of Methanol-Gasoline Blends

Contact Info

Product

Resources

About