“…RME has combustion properties that are similar to those of standard diesel fuel and can be used directly or blended with diesel. Similarly, after adding cetane improvers, alcohol fuels such as ethanol and methanol can be used in compression ignition engines. , In the future, biofuels and sulfur-free “designer” fuels (produced by the so-called gas-to-liquid process) are likely to be widely available as alternatives to petroleum-derived fuels for internal combustion (IC) engines. ,,− The overall objective of the present work was to determine the sensitivity of the main reactions that are occurring in the reformer to (i) the configuration of the catalyst bed and (ii) the type of diesel fuel being used. 1 Catalyst configurations: (a) packed bed, 10 mm outer diameter (OD); (b) monolith, 15 mm OD; and (c) monolith, 25 mm OD.…”
On-board hydrogen production by exhaust-assisted fuel reforming offers a potential route to diesel emission control. In this study, different reformer configurations with the same catalyst composition were tested, as well as three types of diesel engine fuel, under conditions designed to simulate low-and high-load engine operating modes. The reforming efficiency was dependent on the fuel type and followed the general trend of bioethanol > rapeseed methyl ester > lowsulfur diesel fuel. In each case, a characteristic axial temperature profile was established in the catalyst. The profile can be deconvoluted into three phases, corresponding to the consecutive occurrence of combustion, steam reforming, and water-gas shift. The relative contribution of each process not only responds to changes in the inlet conditions but also to the aspect ratio and form of the catalyst bed. The heat produced in the first phase must be effectively transferred to the endothermic and much-slower steam-reforming reaction, whereas in the final phase, heat must be lost to ensure that the thermodynamically limited water-gas shift reaction is favored.
“…RME has combustion properties that are similar to those of standard diesel fuel and can be used directly or blended with diesel. Similarly, after adding cetane improvers, alcohol fuels such as ethanol and methanol can be used in compression ignition engines. , In the future, biofuels and sulfur-free “designer” fuels (produced by the so-called gas-to-liquid process) are likely to be widely available as alternatives to petroleum-derived fuels for internal combustion (IC) engines. ,,− The overall objective of the present work was to determine the sensitivity of the main reactions that are occurring in the reformer to (i) the configuration of the catalyst bed and (ii) the type of diesel fuel being used. 1 Catalyst configurations: (a) packed bed, 10 mm outer diameter (OD); (b) monolith, 15 mm OD; and (c) monolith, 25 mm OD.…”
On-board hydrogen production by exhaust-assisted fuel reforming offers a potential route to diesel emission control. In this study, different reformer configurations with the same catalyst composition were tested, as well as three types of diesel engine fuel, under conditions designed to simulate low-and high-load engine operating modes. The reforming efficiency was dependent on the fuel type and followed the general trend of bioethanol > rapeseed methyl ester > lowsulfur diesel fuel. In each case, a characteristic axial temperature profile was established in the catalyst. The profile can be deconvoluted into three phases, corresponding to the consecutive occurrence of combustion, steam reforming, and water-gas shift. The relative contribution of each process not only responds to changes in the inlet conditions but also to the aspect ratio and form of the catalyst bed. The heat produced in the first phase must be effectively transferred to the endothermic and much-slower steam-reforming reaction, whereas in the final phase, heat must be lost to ensure that the thermodynamically limited water-gas shift reaction is favored.
“…In the 1980s and early 1990s, there was considerable interest in using ethanol and methanol as the primary fuel for diesel engines (Moses et al 1980;Toepel et al 1983;Bechtold et al 1991). Although these engines produced a significantly smaller amount of particulate matter (PM) emissions than did engines fueled with neat diesel fuel, the disadvantages outweighed the advantages.…”
“…Pure ethanol with additives such as cetane improver can sharply reduce particulates (Bechtold et al, 1991). At the early stage, poor fuel economy and low ignitability were the main barriers to apply ethanol fuel on diesel engines.…”
The addition of ethanol to diesel fuel simultaneously decreases cetane number, high heating value, aromatics fractions and kinematic viscosity of ethanol blended diesel fuels and changes distillation temperatures. An additive used to keep the blends homogenous and stable, and an ignition improver, which can enhance cetane number of the blends, have favorable effects on the physicochemical properties related to ignition and combustion of the blends with 10% and 30% ethanol by volume.The emission characteristics of five fuels were conducted on a diesel engine. At high loads, the blends reduce smoke significantly with a small penalty on CO, acetaldehyde and unburned ethanol emissions compared to diesel fuel. NO x and CO 2 emissions of the blends are decreased somewhat. At low loads, the blends have slight effects on smoke reduction due to overall leaner mixture. With the aid of additive and ignition improver, CO, unburned ethanol and acetaldehyde emissions of the blends can be decreased moderately, even total hydrocarbon emissions are less than those of diesel fuel. The results indicate the potential of diesel reformation for clean combustion in diesel engines. r
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