Comparitive Study of Additives

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Comparative study of fuel additives

Report

Submitted in partial fulfilment of the requirements

for METI ZC 453 Project

by

Abhinav Chaudhary (200637TP160)

Dhiraj Singh (200637TP169)

Mahipal Singh (200637TP219)

Under the Supervision of

Dr.Sanjeet Kanungo

Assoc.Professor

TOLANI MARITIME INSTITUTE, INDURI, PUNE

July,2010

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TOLANI MARITIME INSTITUTE, INDURI, PUNE

CERTIFICATE

This is to certify that the cadets Abhinav Chaudhary (200637TP160)

Dhiraj Singh (200637TP169)

Mahipal Singh (200637TP219)

have successfully completed the Project (METIZC 453 ) entitled Comparative

study of fuel additives for the partial fulfilment for the award of degree

B.S. (Marine Engineering) of Birla Institute of Technology and Science, Pilani, during

second semester 2009-2010.

Dr.Sanjeet Kanungo

Assoc.Professor

Name of Supervisor with Designation

Programme Chair (ME) Principal

Mr.I . K. Basu Dr. B. K. Saxena

Tolani Maritime Institute, Induri, Pune

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1. Chapter 1

1.1 Introduction

1.2 Aim

1.3 Scope

2. Literature survey

2.1 Abstract

2.2 Introduction

2.3 Types of additives

2.3.1 Engine and fuel delivery system performance

2.3.1.1 Cetane Number improvers (Diesel ignition improvers)

2.3.1.2 2-Ethylhexyl Nitrate (EHN)

2.3.1.3 Di-tertiary butyl peroxide (DTBT)

2.3.1.4 Injector cleanliness additives

2.3.1.5 Lubricity additives

2.3.1.6 Smoke Suppressants

2.3.2 Fuel handling additives

2.3.2.1 Anti-Foam additives

2.3.2.2 D/DE/Icing additives

2.3.2.3 Low-specific Temperature Operability Additives

2.3.2.4 Conductivity additives

2.3.2.5 Drag reducing additives

2.3.3 Fuel stability additives

2.3.3.1 Antioxidants

2.3.3.2 Stabilizers

2.3.3.3 Metal deactivators

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2.3.3.4 Dispersants

2.3.4 Contaminant control

2.3.4.1 Biocides

2.3.4.2 Demulsifiers

2.3.4.3 Corrosion Inhibitors

2.4 Working of an Additive

2.5 Nitrate based additives

2.5.1 Ethylhexyl Nitrate (EHN)

2.5.1.1 Disadvantage

2.5.1.2 Mechanism

2.5.2 Isopropyl nitrate

2.5.3 General

2.6 Peroxide based additives

3. Experimental methods and materials

3.1 Preparation of samples

3.2 Engine specification

3.3 Fourier Transform Infrared Spectroscopy (FTIR)

3.4 Determination of structure

4. Results and discussions

4.1.1 Theoretical analysis report of sample “A”

4.1.2 Practical observations on running the diesel engine test rig with

recommended dosage of fuel “A”

4.1.3 Data recorded (average) when engine run on fuel additive “A”

4.2.1 Analysis report (type “B” additive)


recommended dosage of fuel “B”

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4.2.3 Data recorded (average) when engine run on fuel additive “B”

4.3.1 Theoretical analysis report of sample “C”


recommended dosage of fuel “C”

4.3.3 Data recorded (average) when engine run on fuel additive “C”

5. Conclusions

6. FTIR reports

7. List of references

8. Acknowledgement

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List of figures

Figure- 2.4.1: The variation of the ignition delay of stoichiometric mixtures of n-

butane with different proportions of di-t-butyl peroxide.

Figure- 2.4.2: The variation of the ignition delay of stoichiometric mixtures of n-

butane with different proportions of isopropyl nitrate.

Figure- 3: working of an additive in sequential manner.

Figure- 3.1: Illustration of possible modes for a non linear molecule.

INTRODUCTION

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1.1 Introduction

Internal combustion engines are used in various applications all over the world over as

prime movers. IC engines are understood and described by several performance

characteristics and terms like torque power and specific fuel oil consumption are the main

three of interest. Further reducing the specific fuel oil consumption with efficient

combustion is the need for the day.

The increase in energy needs has directed researchers to investigate new energy resources

or to find the optimum way of using them. Therefore improvement in fuels is an important

issue. As is known as one of the commercial and industrial fuels is diesel fuel, produced by

refining crude oil. The content of diesel fuel is changed by the production technology and

the quality of oil. Because of having more carbon content diesel fuels have some problems

when being used in the engine.

It is characteristic of diesel fuel that that it has low combustion efficiency and high pollutant

contents, causing air pollution. That is the reason many investigations have focussed on

improvement of diesel fuel properties. The required levels are difficult to achieve through

diesel alone. Even with high grade fuels, catalytic systems are being extensively investigated

to remove particulates. But there are still problems in these.

After investigations it was confirmed that improving the cetane number would lead to

efficient combustion which was lead by the work on fuel additives. Fuel additives available

commercially in the market are based on different technology. The fuel additive available is

primarily identified by the functional group but a group alone does not serve the problem

and to complement various other organic compounds are added. The fuel additives being

used are the ones whose source is not natural and a possible alteration to this trend could

be the use of fuel additives with natural source like the palm alkyl esters.

Enough data is available on the commercially available fuels but no significant conclusions

or comparisons have been drawn with reference to palm alkyl esters. This paper reviews the

various studies of the commercially used additive and additives based on palm alkyl esters

by comparing the actual performance on a diesel engine test rig .the functional groups of

three available additives which are identified by FTIR were found and the reasons for their

performance is justified due to presence of the identified functional groups which are

compared with palm alkyl ester based additive. The authors of the paper have proposed the

conclusions with certain limitations listed in the paper.

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1.2 Aim

As discussed above the additives which are palm alkyl ester based are the additives with

natural source and enough study has not been concluded about the palm alkyl esters. Thus

the aim of the paper is comparative study on fuel additives on the basis of theory and

practice.

Aim is achieved by theoretical study on the basis of functional group identified and the

known palm alkyl ester, where as practical conclusions are made by testing the fuel

additives on the diesel engine test rig and comparing on basis of specific fuel oil

consumption, and the observations noted relevant to condition of the piston top and

cylinder cover.

1.3 Scope

The comparison of fuel additives is based on the availability of literature review. The three

commercially available fuel additives have been chosen whose functional groups are

unknown initially .The functional groups are identified by FTIR only with support of previous

works done in this field. These three fuel additives have been compared with a fuel additive

known to be belonging to palm alky esters i.e. nanojosh.

The fuel additives have been compared practically and theoretically. The scope of practical

comparison is limited to specific fuel oil consumption and observations pertinent to

condition of piston top and cylinder cover (combustion chamber) after running the diesel

engine test rig for 20 hours on electric bank load with the recommended dosage of fuel

additive. The theoretical comparisons are based on functional group identified and the

available literature.

The sampling and testing procedures are limited to those mentioned in the paper.

LITERATURE SURVEY

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2.1 Abstract

Petroleum fuels reserves are depleting fast and also their cost is raising day by day

operations. Energy demand in India is high and growing as a direct result from economic

development and population growth. A large proportion of country’s energy import is from

foreign fossil fuels. It is important to reduce the consumption of fuels by use of various

additives or use of alternative fuels like biodiesels. The problem can be resolved by the use

if biogas in engines. A diesel engine can easily be run on biogas in dual fuel mode with

simple modification. However the performance of the engine operated on biogas would

depend on the constituents of biogas. Impurity like carbon dioxide which does not help in

combustion, adversely affect the performance of engine. The purification of biogas will raise

the capital cost but the increase in performance is very minimal. It appears that the choice

of a Diesel fuel additive is more optimal and should be guided by the ability of the additive

to maximise the initial reaction rate and overall exothermicity through a kinetic interaction

between it and the primary fuel. The type of interaction that takes place may be controlled

by the numbers of free radicals and the nature of primary products from the additive

decomposition or oxidation.

2.2 Introduction

A prerequisite for effective start-up and smooth combustion in Diesel engines is that spontaneous ignition of the injected fuel should take place after only a very short delay. It is desirable for ignition to be initiated in the partly vaporized fuel-air mixture whilst the droplet spray is still expanding through the combustion chamber. Although the elapsed time to ignition is controlled by engine conditions, the behavior of a particular hydrocarbon vapor, or that of a mixture of hydrocarbon fuels, is governed by thermo kinetic interactions. The "cetane rating" of a Diesel fuel blend encapsulates the overall performance as determined under standard test-engine conditions, but a key feature appears to be that a lengthening of the ignition delay occurs as the cetane rating of a fuel is reduced. Thus the current trend to fuels of lower cetane rating has fostered an increased interest in the part played by additives during hydrocarbon oxidation, with particular emphasis on the mechanisms leading to a reduction in ignition delay times.

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2.3 Types of additives

Diesel fuel additives are used for a variety of purposes. Four applicable areas are:

1. Engine and fuel delivery system performance.

2. Fuel handling.

3. Fuel stability.

4. Contaminant controls.

2.3.1 Engine and fuel delivery system performance

This class of additives can improve engine or injection system performance. The effects of

different members of the class are seen in different time frames. Any benefit provided a

cetane number improver is immediate, where as that provided by a detergent additives or

lubricity additives is typically seen over a long time, often measured in thousands or tones

of thousands of miles.

2.3.1.1 Cetane Number Improvers (Diesel Ignition Improvers)

Cetane number improvers raise the cetane number of the fuel. Within a certain range, a

higher number can reduce combustion, noise and smoke and enhance easy of starting the

engine in cold climates. The magnitude of benefits varies among engine designs and

operating modes, ranging from no effects to readily acceptable improvement.

2.3.1.2 2- Ethylhexyl Nitrate (EHN)

It is the most widely used cetane number improver. It is also called octyl nitrate. EHN is

thermally unstable and decomposes rapidly at higher temperatures in the combustion

chambers. The products of decompositions help initiate fuel combustion and thus shorten

the initial delay from that of the fuel without the additives.

The increase in the cetane number from a given concentration of EHN varies from one fuel

to another. It is greater for a fuel whose natural cetane number is already relatively high.

The incremental increase gets smaller as more EHN is added, so there is little benefit to

exceeding a certain concentration. EHN typically is used in the concentration range from

(0.05-0.4)% mass and may yield to aid cetane number benefit. Disadvantage of EHN is that it

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decreases the stability of some diesel fuels. This can be compensated for by the use of

thermal stability additives.

2.3.1.3 Di-tertiary butyl peroxide (DTBT)

It is another additive, which is used commercially as a diesel cetane improver it is a less

effective cetane number improver than EHN. However DTBP does not degrade thermal

stability of most diesel fuels, and it doesn’t contain nitrogen (which may be important for

meeting some reformulated diesel fuel regulatory requirements)

Other alkyl nitrates, as well as ether nitrates, peroxides, and some nitroso compounds, have

also been found to be effective cetane number improvers on other fuels properties, such as

thermal stability, is not fully known.

2.3.1.4 Injector cleanliness additives

Fuel and /or crankcase lubricants can form deposits in the nozzle areas of injectors – the

area exposed to high cylinder temperatures. The extent of deposits formation varies with

engine design, fuel composition, lubricant composition and operating conditions. Excessive

deposits may upset the injector spray pattern, which in turn may hinder the fuel air mixing

process. In some engines this may results in decreased fuel economy and increased

emissions.

Ash less polymeric detergent additives can clean fuel injector deposits and /or keep

injectors clean. These additives are composed of a polar group that bonds to deposits and

deposit precursors and a non-polar group that dissolves in the fuel. Thus the additives can

re-dissolve deposits that already have formed and reduce the opportunity for deposits

precursors to form deposits. Detergent additives typically are used in the concentration of

50-300 ppm.

2.3.1.5 Lubricity additives

Lubricity additives are used to compensate for the lower lubricity of several hydro treated

diesel fuels. They contain a polar group that is attracted to metal surfaces that cause the

additive to form a thin surface film. The film acts as a boundary lubricant when two metal

surfaces come in contact.

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Three additives chemistries, monoacid, amides and esters are commonly used. Monoacids

are more effective; therefore lower concentrations are used (10-50ppm). Because ester and

amides are less polar, they require higher concentration range from 50-250ppm. Most ultra

low diesel fuel needs a lubricity additive to meet ASTM D 975and EN 590 lubricity

specifications.

2.3.1.6 Smoke Suppressants

Some organo-metallic compounds act as a combustion catalyst. Adding these compounds to

fuel can reduce the black smoke emission that results from incomplete combustion. Such

benefits are more significant when used with older technology engines, which are significant

smoke producers.

There is a significant concern regarding potential toxicological effects an engine component

compatibility with metal additives in general. During 1960’s, before the clean air act and the

formation of U.S.EPA, certain barium organo metallic were occasionally used in the US as

smoke suppressants. The EPA subsequently banned them because of potential health

hazard of barium in the exhaust.

Smoke suppressants based on the other metals, e.g., iron, serium, or platinum continue to

see limited use in some parts of the world where the emissions reduction benefit may out

way the potential health hazard of exposure to these materials. Use of metallic fuel

additives is not currently allowed in the Japan, US, and certain other countries.

2.3.2 Fuel handling additives

2.3.2.1 Anti-Foam additives:

Some diesel fuels tend to form as they are pumped into vehicle tanks. The foaming can

interfere with filling the tank completely or result in a spill. Most anti foam additives are

organo silicon compounds and are used typically is concentration of 10ppm or lower.

2.3.2.2 D/DE/Icing additives

Free in diesel fuels at low temperatures. The resulting ice crystals can plug fuel lines,

blocking fuel flow. Low molecular weight alcohols or glycols can be added to diesel fuels to

prevent ice formation. The alcohol/glycols preferentially dissolve in the free water giving the

resulting mixture a lower freezing point than the pure water.

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2.3.2.3 Low-specific Temperature Operability Additives

Flow property. Most of these additives are polymers that interact with the wax crystal that

form in diesel fuel when it is cooled below the cloud point. The polymer mitigates the effect

of wax crystal on fuel flow by modifying their size, shape, and/or degree of agglomeration.

The polymer wax interactions are fairly specific; a particular additive generally will not

perform equally well in all fuels.

The additives can be broken down in three idealized groups:

1. Specialized additives for narrow boiling range fuel.

2. General purpose additives.

3. Specialized additives for high final boiling point fuels.

To be effective, the additives must be blended into the fuel before any wax has formed i.e.,

when the fuel is above its cloud point, the best additive and treat rate for a particular fuel

cannot be predicted, it must be determined experimentally. Some cloud point depressant

additives also provide lubricity improvements.

2.3.2.4 Conductivity additives:

When fuel is pumped from one tank to another (inner refinery, terminal or fuelling stations),

especially when pumped through a filter, a small amount of static electric charge is

generated. Normally these charges quickly dissipated and do not pose a problem. However,

if the conductivity of the fuel is low, the fuel may act as an insulator allowing a significant

amount of charge to accumulate. Static discharge may then occur posing a potential risk or

fire hazard. Typically the lower sulphur diesel fuel has lower conductivity.

In order to prevent static charge accumulation, antistatic additives can be used to improve

the electrical conductivity of the fuel. Antistatic additives are available in both metallic and

non-metallic chemistries (metallic additives are banned U.S.EPA FOR using in the US) and

are typically used at concentrations of 10ppm or less.

2.3.2.5 Drag reducing additives:

Pipeline companies sometimes use drag reducing additives to increase the volume of

product they can deliver These high molecular weight polymers change the turbulent flow

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of fuels flowing in a pipeline, which can increase the max flow rate from 20% to 40%. Drag

reducing additives are typically used in concentrations below 15 ppm. When the additized

product passes through a pump, the additive is broken down into smaller molecules that

have minimal effect on product performance in engines at normal operating temperatures.

2.3.3 Fuel stability additives

Fuel instability leads to formation of gums that can lead to injector deposits that can plug

fuel filters or the fuel injection system. The need for a stability additive varies widely from

one fuel to another. It depends on how the fuel was made the crude oil source and the

refinery processing and blending. Stability additives typically work by blocking one step in a

multi step reaction pathway. Because of the complex chemistry involved the additive that is

effective in one fuel may not work as well in another

If a fuel needs to be stabilized it should be tested to select an effective additive and treat

rate. Best results are obtained when the additive is added immediately after the fuel is

manufactured.s15 diesel fuels will probably be more thermally stable but maybe prone to

peroxide formation during storage.

2.3.3.1 Antioxidants

One mode of fuel instability is oxidation this initial attack sets of complex chain reactions

anti oxidants work by interrupting the chain reactions hindered phenols and certain amines

such as phenyline diamine are most commonly used antioxidants they typically are used in

the concentration range from 10to 80 ppm

2.3.3.2 Stabilizers

Acid base reactions are another mode of fuel instability. The stabilizers used to prevent

these reactions are typically strongly basic amines and are used in the concentration range

of 50 to 150 ppm. They react with weakly acidic compounds to form products that remain

dissolved and don’t react further.

2.3.3.3 Metal deactivators

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When trace amounts of certain Metals like copper and iron dissolved in diesel fuel they

catalyze the reactions involved in fuel instability. Metal deactivators tie up these metals and

neutralize the catalytic effect. They are typically used in the conc. Range of 1 to 15 ppm.

2.3.3.4 Dispersants

Multi-component fuel stabilizers packages may contain a dispersant. The dispersant doesn’t

prevent the fuel instability reach; however, it does disperse the particulates that form

preventing the clustering onto aggregates large enough to plug fuel filters or injectors.

Dispersants typically are used in the range from 15-100 ppm.

2.3.4 Contaminant control

This class of additives is used to deal with housekeeping problems in distribution and

storage systems

2.3.4.1 Biocides

The high temp involved in refinery processing effectively sterilizes diesel fuel. However the

fuel may quickly become contaminated if exposed to microorganisms present in air or

water. These microorganisms include bacteria and fungi (yeasts and moulds)

Because most microorganisms need free water to grow, bio growth is usually concentrated

at the fuel water interface, when one exists. In addition to the fuel and water they also need

certain elemental nutrients in order to grow up. Of these nutrients, phosphorus is the only

one whose concentration might be low enough in a fuel system to limit bio growth. Higher

ambient temperatures also favour growth. Some organisms need air to grow (aerobic),

while others only grow in the absence of air (anaerobic).

The time available for growth is also important. A few, or even a thousand, organisms don’t

pose a problem. Only when the colony has had time to grow much larger will it have

produced enough acidic by products to accelerate tank corrosion or enough biomass

(microbial slime) to plug filters. Although growth can occur in working fuel tanks, static

tanks, where fuel is being stored for an extended period of time, are a much better growth

environment when water is present.

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Biocides can be used when microorganisms reach problem level. The best choice is an

additive that dissolves in both fuel and water to attack the microbes in both phases.

Biocides typically are used in the concentration range from 200 to 600 ppm.

A biocide may not work if a heavy bio-film has accumulated on the surface of the tank or

other equipment, because it may not be able to penetrate to the organisms living deep

within the film. In such cases, the tank must be drained and mechanically cleaned.

Even if the biocide effectively stops bio-growth, it still may be necessary to remove the

accumulated biomass to avoid filter plugging. Any water bottoms that contain biocides must

be disposed off approximately because biocides are toxic.

The best approach to microbial contamination is prevention. The most important preventive

step is keeping the amount of water in a fuel storage tank as low as possible, preferably at

zero.

2.3.4.2 Demulsifiers

Normally hydrocarbons and waters separate rapidly and cleanly. However, if the fuel

contains polar compounds that behave like surfactants and if free water is present the fuel

and water can form an emulsion. Any operation that subjects the mixture to high shear

forces (such as pumping the fuel) can stabilize the emulsion. Demulsifiers are surfactants

that break up the emulsions and allow the fuel and water to separate. Demulsifiers are

typically used in the concentration range from 5 to 30 ppm.

2.3.4.3 Corrosion Inhibitors

Most petroleum pipes and tanks are made of steel and the most common type of corrosion

is the formation of rust in the presence of water. Over time severe rusting can eat holes in

steel walls, and create leaks. More immediately, the fuel is contaminated by rust particles,

which can plug fuel filters or increase fuel pump and injector wear.

Corrosion inhibitors are compounds that attach to metal surface and form a protective

barrier that prevents attack by corrosive agents. They typically are used in the concentration

range from 5 to 15 ppm.

2.4 Working of an Additive

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Kirsch et al2 measured a marked reduction in ignition delay of a Diesel base-stock blend at

mean gas temperatures of 730 deg K and 660 deg K following rapid compression by addition

of cyclohexyl nitrate in the range of up to 2%. They correlated this result with a

corresponding improvement in cetane number. Results for isopropyl nitrate in paper 1 show

very similar effects on the ignition delay of reactants compressed to initial temperatures of

825 deg K and 845 deg K. The corresponding temperatures during the ignition delay were

somewhat lower because appreciable heat loss occurred especially immediately after the

piston stopped.

Li and Simmons 3 found di-t-butyl peroxide to be more effective than isopropyl nitrate as a

cetane number improver. They related the improvement to the relative numbers of radicals

generated at decomposition of each of these compounds and concluded more the number

of free radicals generated, faster is the combustion as the chain reactions occurring will be

more in more in number. The term free radicals have been clearly explained in the paper 1

as highly reactive unstable intermediate product that acts as a chain initiator and causes the

reaction to proceed further.

(CH3) 3 COOC (CH3) 3 2(CH3) 2 CO + 2CH3.......... (2.4.1)

i C3H7ONO2 CH3 + CH2CHO + NO2........... (2.4.2)

Thermal feedback1 is clearly the route to ignition with short or negligible delay following

rapid compression. The marked sensitivity of the ignition delay to diminishing proportions of

the peroxide or nitrate added to butane (Figs 2.4.1 and 2.4.2) is consistent with an

enhanced reactivity as the initial temperature is raised. The term thermal feedback here has

been referred as to the heat that is produced during a reaction and which produces

favourable conditions for further reaction to take place at a faster rate producing more heat

which will again favour the reaction to occur in forward direction.

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Fig2.4.1: The variation of the ignition delay of stoichiometric mixtures of n-butane

with different proportions of di-t-butyl peroxide.

Fig 2.4.2: The variation of the ignition delay of stoichiometric mixtures of n-butane with

different proportions of isopropyl nitrate.

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We may regard the role of the additive to be primarily one of heat generation through its

exothermic combustion on admission to the combustion chamber. The performance is

optimized if interaction with the primary fuel augments the rate of heat release, consistent

with the view that the numbers of free radicals formed is a key to effectiveness of cetane

rating improvement. However, the initiation of a degenerate chain branching oxidation of

the primary fuel during the pre-ignition stage seems not to be sufficiently responsive to

cause ignition on a short enough timescale1 (timescale refers to the very short time period in

which the reaction takes place). Thus even ethanal or diethyl ether, which are amongst the

most readily oxidisable organic molecules, are unable to enhance the combustion of butane

in an effective way.

The molecular products of the additive decomposition may play a supplementary part. Thus,

on the one hand, di-t-butyl peroxide is a good choice because it furnishes two free radicals

on decomposition, but the molecular product, acetone, is very unreactive. Isopropyl nitrate,

on the other hand, generates only one free radical, but the molecular product, ethanal, is a

source of very labile hydrogen atoms1 (these are highly reactive intermediate products that

acts as an initiator for reaction to proceed further) and is very readily oxidized and leads to

micro-explosions. Moreover, alternative choices of organic peroxides or nitrates would give

rise to free radicals which oxidise to molecular products of greater reactivity than

formaldehyde, methanol or hydrogen peroxide, which are the major products of methyl

radical oxidation in the present systems. Refer reactions 2.4.1 and 2.4.2.

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Fig 3: working of an additive in sequential manner.

2.5 Nitrate based additives

2.5.1 Ethylhexyl Nitrate (EHN)

This is widely used cetane number improver, also called as octyl nitrate.

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It is thermally unstable and decomposes rapidly at higher temperatures in the combustion chambers.EHN shortens the initial delay from that of the fuel without the additives. Since the Increase in the cetane number varies from one fuel to another4. Thus incremental increase gets smaller as more EHN is added. Typically it is used in the concentration range from (0.05-0.4) % by mass.

2.5.1.1 Disadvantage

Decreases the stability of some diesel fuels.

0.5 –0.3% higher NOX emissions.

2.5.1.2 Mechanism

Nitrate additives gives rise to free radicals, which oxidize to form molecular products of

Greater reactivity than formaldehyde, methanol or hydrogen peroxide, which are major

products of Methyl radical oxidation.

2.5.2 Isopropyl nitrate

It generates one free radical on decomposition. Its molecular product is ethanal. Ethanal is source of hydrogen atoms and is readily oxidized (700-800 deg K) at 750 deg K oxidation of ethanal releases 278 kJ/mol of Energy. 2.5.3 General

EHN and isopropyl nitrate are short chain nitrates (not stable)

Increase in ratio of carbon no: NO3- increases stability.

Stability is required for storage and resistance to decomposition at increasing temperature.

Alkyl nitrates generate fuel too early- leads to- surrounding fuel molecules are not as susceptible to attack by free radical- temp. Is too low

Study of organic acid glycol nitrates has found that their capabilities are 60% of the efficacy of 2-EHN.

2.6 Peroxide based additives

Peroxides can be synthesized by the reaction of an alcohol and/or an olefin with organic hydro peroxide using an acidic catalyst (t-butyl alcohol/isobutylene-butyl hydro peroxide, resin catalyst). DTBP is between 85-90% as effective as EHN in increasing cetane no and 15-20% more effective than isopropyl nitrate. It is known that cetane response is inversely related to aromatic content of fuel Paper 2. It is stable under typical fuel system

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temperatures and shows oxidative stability and long-term storage stability. Ii furnishes two free radicals on decomposition. Its molecular product is acetone which is very unreactive.

3

EXPERIMENTAL METHODS AND MATERIALS

3.1 Preparation of samples

Three samples of fuel additives were acquired. Samples were made using diesel with

REDUCED, RECOMMENDED AND INCREASED CONCENTRATION of fuel additives. For the

purpose of sampling syringe with least count of 0.1ml and glass test tubes were used. The

samples were made and stored at room temperature. An 8ml sample of each fuel additive

was sent for FTIR analysis to IIT Mumbai.

3.2 Engine specification

A diesel engine test rig was set up at Tolani Maritime Institute, Induri. The diesel engine

used was EPI brand. The engine had the following specifications:

Number of cylinder : One

Rated bhp (with diesel), kW : 5.0 hp (3.7 kW)

Rated R.P.M. : 1500

Bore (mm) :110

Stroke Length (mm) : 110

Fuel Oil : High Speed Diesel

Lubricant oil : SAE 40

Source : Excel power Industries, Ahmednagar

Air/Water cooled : Air cooled

Specific fuel oil consumption-: 656gm/kwh

3.3 Fourier Transform Infrared Spectroscopy (FTIR)

FTIR (Fourier Transform Infrared) Spectroscopy, or simply FTIR Analysis, is a failure analysis

technique that provides information about the chemical bonding or molecular structure of

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materials, whether organic or inorganic. It is used in failure analysis to identify unknown

materials present in a specimen

The technique works on the fact that bonds and groups of bonds vibrate at characteristic frequencies. A molecule that is exposed to infrared rays absorbs infrared energy at frequencies which are characteristic to that molecule. During FTIR analysis, a spot on the specimen is subjected to a modulated IR beam. The specimen's transmittance and reflectance of the infrared rays at different frequencies is translated into an IR absorption plot consisting of reverse peaks. The resulting FTIR spectral pattern is then analyzed and matched with known signatures of identified materials in the FTIR library.

FTIR spectroscopy does not require a vacuum, since neither oxygen nor nitrogen absorbs

infrared rays. FTIR analysis can be applied to minute quantities of materials, whether solid,

liquid, or gaseous. When the library of FTIR spectral patterns does not provide an acceptable

match, individual peaks in the FTIR plot may be used to yield partial information about the

specimen.

Single fibers or particles are sufficient enough for material identification through FTIR

analysis. Organic contaminants in solvents may also be analyzed by first separating the

mixture into its components by gas chromatography, and then analyzing each component

by FTIR.

3.4 Determination of Structure

Infrared spectroscopy ( 4000 – 650 cm-1 ) the study of infrared spectra leads to a great deal

of information, example, the presence of various functional groups, hydrogen bonding

(intermolecular and intermolecular), the identification of cis and trans isomers,

conformational orientation, orientation in aromatic compounds 5, etc

The essential requirement for a substance to absorb in the infra-red region is that

vibrations in the molecule must give rise to an unsymmetrical charge distribution. Thus it is

not necessary for the molecule to possess a permanent dipole moment.

Just as electronic transitions are quantized, so are rotational and vibrational energy levels

also quantized. Absorption in the near infra-red is due to changes in vibrational energy

levels. A non-linear molecule can undergo a number of vibrational motions, the two main

types bring stretching (vibration along the bonds) and deformation (bending; displacements

perpendicular to bonds). Fig 3.1 illustrates possible modes for a non linear molecule (asym.

= asymmetrical; def. = deformation; str. = stretching; sym. = symmetrical; and the plus and

minus signs represent relative movement perpendicular to the page).

24 | P a g e

Fig 3.1: Illustration of possible modes for a non linear molecule

The stretching regions have higher frequencies (shorter wavelengths) then the deformation

regions, and the intensities of the former are much greater than those of the latter.

Although the masses of the bonded atoms predominately influence the frequencies of the

absorption, other effects, e.g., environment (i.e., the nature of neighbouring atoms), steric

effects, etc, also play a part. Thus, in general, a particular group will not have a fixed

maximum absorption wavelength, but will have a region of absorption, the actual maximum

in this region depending on the rest of the molecule. The spectrum also depends on the

physical state of the compound : a gas , liquid( as a thin film) , solid( as a thin film or as a

mull) or solution( preferably dilute ; CCL4, CHCl3, CS2).

The absorption regions of function groups have been obtained empirically; many of these

regions are described in the text (see also the index under the infrared spectra). Most of the

values have been taken from cross et al.

In the initial examination of the spectrum, the usual practice is to look for the presence of

the various functional groups. In this way, it may be possible to assign the compound to

some particular class (or classes). Knowledge of the molecular formula will often help to

reject some of the alternatives, and chemical reactions of the compound will further help in

this direction. Identification of the compound is carried out by comparison with public

25 | P a g e

spectra (or with the spectrum of an authentic specimen). The region 1400 – 650 cm-1 is

known as the ‘fingerprint region’; this region is usually checked for identification, since it is

the region associated with vibrational (and rotational) energy changes of the molecular

skeleton, and so is characteristic of the compound.

If a band has been found which corresponds to a particular group, the presence of this

group should be confirmed by the ascertaining the presence of another band which is also

characteristic of the group, e.g., saturated aliphatic esters show a strong band in the region

1750 – 1735 cm-1 (C=O str.) and another strong band in the region 1250 – 1170 cm-1 (C-O

str.). Furthermore, the absence of a band which is characteristic of a particular group is not

conclusive evidence that this group is not present in the molecule. One cause for this is that

groups in the molecule may interact, and the result is that both regions are now different

from the ‘expected ‘individual regions. It is therefore always desirable to have chemical

information about the compound and also spectroscopic data obtained from other methods

(U.V. and NMR).

Various spectra (with wave numbers) have been given in the text. The reader will find it

worth his while to make a list of infrared absorption regions (described for different

functional groups, etc), and to examine the spectra with the legends covered. In this way, he

will become familiar with the positions of some of the more important bands.

26 | P a g e

RESULTS AND DISCUSSIONS

4.1.1 Theoretical analysis report of sample “A”

From the analysis done of FTIR report for samples of additive A it can be concluded that,

finger print region i.e. region with wave number less than 1000/cm have not been used to

identify the functional groups present in samples A.A1, A2, A3.The peaks show their

presence for multiple functional groups being in their range but only those groups which are

present for maximum number of peaks have been considered. The peaks which do not

repeat once additive is added to diesel are those functional groups which participate to

perform the function of additive and once additive is added to diesel the newly generating

functional groups in subsequent samples A1, A2 and A3 are the by products which react

inside the engine at high temperature conditions, out of which the one in A2are prominent

it being the sample with recommended dosage of additive.

The functional groups which have been identified are as a result of preliminary reactions at

room temperature by addition of additive to diesel fuel. Thus the conclusions further

proposed are on the basis of the functional groups identified. This paper does not considers

the time for which the mixture was kept idle prior to FTIR test, the prevailing atmospheric

conditions, the time difference between two tests of same additive and handling

procedures.

Following the above criteria the fuel additive has alcohol O –H stretch as the dominant

functional group, followed by carboxylic C-O and nitro group NO2 aliphatic. As the

participating functional groups. The functional groups which are identified in the

recommended dosage sample A2 are alkane, alcohol, carboxylic, aldehyde, nitro and amine.

All fuels consist of complex mixtures of aliphatic and aromatic hydrocarbons. The aliphatic

alkanes and cycloalkanes are hydrogen saturated and compose atleast 80-90% of fuel oil.

Hence getting alkane group in diesel sample containing additive i.e. sample A1, A2, A3 with

maximum and strong peaks is justified.

Nitroalkanes are industrial solvents and hence peaks of NO2 aliphatic are justified.

With reference to paper 1 ethanal is an aldehyde which on oxidation gives methyl radicals

via the reaction at 700-800 deg K .Possibly the aldehyde is generated from alcohol which at

high temperatures will yield the following reaction.

CH3CH0CH3COCH3+CO.............Eqn: 4.1.1

Aliphatic alcohols which are used in fuel additives are either compounds with monohydric

ethanol or dihydric glycol. The fact to be noted in case of the spectra is though alcohol is a

major peak in additive but once the additive is added to diesel no new major peaks are

27 | P a g e

identified in any of the samples. Previous work already carried out on diesel and ethanol

blends have shown reduction in smoke thus complete combustion and less deposition and

same has been observed practically. However the increase in cetane number due to ethanol

blends has not been significant. But ethanol alone will never be added because earlier

studies have proved that only ethanol reduces the cetane number and hence ethers are

used to complement the properties. Ethanol enhances antifreeze corrosion inhibiting

properties and adds to volatility of fuel, thus the increased volatility of mixture lowers the

flash point at ambient temperature.

It has been found that the process according to the invention i.e. the addition of neutral

salts of organic acids with specific metals in conjunction with free carboxylic acids results in

a satisfactory combustion of the diesel fuels without the occurrence of deposits, also the

soot number is reduced and it has been found that fuel savings are up to 2%.both aliphatic

and aromatic carboxylic acids are suitable. All carboxylic acids which are soluble in diesel

fuels can be used.

28 | P a g e

READING FTIR REPORT-A-AUTOMAX FUEL ADDITIVE

WAVE NUMBER TRANSMITTANCE GROUP

1010.04 35 ESTER C-O STRETCH,

1036.7 29 ESTER C-O STRETCH,

1126.44 33 ALCOHOL C-O STRETCH ,

1175.6 32 ALCOHOL C-O STRETCH,

1277.8 32 CARBOXYLIC C-O

1379.85 28 NITRO GROUP NO2

ALIPHTIC


ALIPHTIC

1463.7 30 AROMATICS C-C

STRETCH IN RING,

1634.36 26 PRIMARY AMINE N-H

BEND

1745.3 36 CARBOXYLIC C-O,

2855.69 23 ALKANE C-H STRETCH


3389.6 24 ALCOHOL O-H STRETCH

HYDROGEN BONDED

Table 4.1.1: READING FTIR REPORT AUTOMAX FUEL ADDITIVE

29 | P a g e

READING FTIR REPORT A1- 0.1 ML ADDITIVE IN

1 LITRE OF DIESEL


1032.8 72 ALKENE C-H BEND

1167.15 71 ,ALCOHOL C-O STRETCH,

1305.04 68 NITRO SYMETRIC N-O

/CARBOXYLIC C-O /


ALIPHATIC


STRETCH IN RING,


BEND

2672.52 65 CARBOXYLIC O-H

2729.58 62 ALDEHYDE H-C=O

STRETCH




Table 4.1.2: READING FTIR REPORT A1-0.1 ML ADDITIVE IN 1 LITRE OF DIESEL

30 | P a g e

READING FTIR REPORT A2 0.2 ML ADDITIVE IN 1 LITRE OF DIESEL-

RECOMMENDED


1033.48 69 ALKENE C-H BEND

1166.88 68 ALCOHOL C-O STRETCH,

1304.96 67 NITRO SYMETRIC N-O,


ALIPHATIC


STRETCH IN RING


BEND

2671.85 64 CARBOXYLIC O-H

2729.36 63 ALDEHYDE H-C=O

STRETCH,

2854.23 22.5 ALKANE C-H STRETCH



Table 4.1.3: READING FTIR REPORT A2 0.2 ML ADDITIVE IN 1 LITRE OF DIESEL-RECOMMENDED

31 | P a g e

READING FTIR REPORT-A3 0.33 ML ADDITIVE IN 1 LITRE OF DIESEL


1022.74 68.5 ALKENE C-H BEND


ALIPHATIC

1464.23 53 , AROMATICS C-C STRETCH IN RING,


BEND

2854.38 38 , ALKANE C-H STRETCH



Table 4.1.4: READING FTIR REPORT-A3 0.33 ML ADDITIVE IN 1 LITRE OF DIESEL

Key

COMMON FOR ALL SAMPLES

PRESENT ONLY ONCE

PRESENT IN ANY 2 OF THE SAMPLES


GROUPS REACTING WITH DIESEL

REACTING WITH DIESEL - DOSE IS MORE THAN REC.

PEAKS OF ONLY DIESEL

32 | P a g e

4.1.2 Practical observations on running the diesel engine test rig with recommended dosage

of fuel additive A

AFTER 20 HOURS CLEANED

PISTON TOP

AFTER 20 HOURS CLEANED

THICK , STICKY AND HARD DEPOSITION WITH COARSE GRAINS.

33 | P a g e

4.1.3 Data recorded (average) when engine run on fuel additive “A”

VOLTAGE=212V

CURRENT =5.15Amperes

FREQUENCY=49.2Hz

SPEED=1500RPM

HUMIDITY =30%

FUEL CONSUMPTION20ml consumed in 1min 58 seconds

SPECIFIC FUEL OIL CONSUMPTION= 601.03 gm/kwh

POWER DEVELOPED= 0.873kw

AMBIENT AIR TEMPERATURE=40

EXHAUST TEMPERATURE BEFORE CALORIMETER=360

EXHAUST TEMPERATURE AFTER CALORIMETER=140

AIR TEMPERATURE AFTER FINS=41

34 | P a g e

4.2.1 Analysis report (type “B” additive)

From the FTIR report for sample “B” fuel additive finger print region i.e. region with wave

number less than 1000/cm has not been considered for the analysis purpose as this region is

quite complex and often difficult to interpret. The sample “B” is pure fuel additive, sample

“B1” is mixture of diesel and fuel additive at reduced concentration and sample “B2” is

mixture of diesel and recommended doses of fuel additive. The report shows a large

number of peaks, but the peaks which are more prominent and provide specific functional

group have been discussed. The peaks which do not repeat once additive is added to diesel

are those functional groups which participate to perform the function of additive. And once

additive is added to diesel the newly generated functional groups in subsequent samples B1,

B2 are the by products which react inside the engine at high temperature conditions, out of

which the one in A2are prominent it being the sample with recommended dosage.

The sampling has been done at room temperature and the functional groups identified are

result of preliminary reactions at atmospheric conditions. The analysis does not consider the

time elapsed between the sample formation and the FTIR test done in the laboratory.

From the FTIR report of sample “B” it can be seen that primary amines are present at wave

numbers 3388.17 and 1627.03 and at wave numbers 1303.15 and 1209.76 we have

Aromatic and aliphatic amines respectively. Since amines peak are present for most of the

time hence it can be concluded that amine is the predominant group in the sample “B”.

Peaks of hydrocarbons are also present but these are common peaks which are present in

most of the organic compounds. All fuels consist of complex mixtures of aliphatic and

aromatic hydrocarbons. The aliphatic alkanes and cycloalkanes are hydrogen saturated and

compose at least 80-90% of fuel oil. Hence getting alkane group in diesel sample containing

additive i.e. sample B, B1, B2 with maximum and strong peaks is justified.

From the FTIR report of sample “B1” (which is mixture of 0.6 ml of additive in 1lt of diesel) it

can be analyzed that the peak 3388.17 is missing and the transmittance of other amines

have increased. This is due to fact that the amines are highly basic in nature and when diesel

is added to the additive it reacts with oil insoluble acids to form amorphous soluble salts.

35 | P a g e

The basic reaction of amine with acid has been shown below.

R1 R1

I I

R2-C-NH2 + H-X R2-C-NH3+ + X-

I I

R3 R3

Oil soluble oil insoluble amorphous oil soluble

acids acids salts

From the sample report “B” it can also be seen that there is presence of alkane group with molecular motion C-H scissoring at wave number 1462.36 at transmittance of 34. On addition of recommended dosage in the diesel the peak has become stronger, as can be seen in report of sample “B2”. It can be known from paper 2 that a by-product of alkenes or arene reaction can be several but one with a scissoring motion has maximum cetane number.

36 | P a g e

Table 4.2.1: READING FTIR REPORT “B” (FUEL ADDITIVE ONLY)

SAMPLE B (PURE SAMPLE)

Sl.no Wave Number Transmittance

Functional Group

Molecular Motion

1 3388.17 52 Amine N-H Stretch

2 2955.62 22 Alkanes(C-H) C-H stretch



5 1742.75 65

Carboxylic Acid C=O Stretch


7 1462.36 34 Alkanes(C-H)

C-H Scissoring

8 1377.73 48 Nitro group

NO2(aliphatic)

9 1303.15 65

Aromatic Amine C-N Stretch

10 1209.76 65

Aliphatic Amine C-N Stretch

11 1170.81 64 C-O C-O Stretch

12 1076.33 56 Alkene C-H Bend

13 723.59 68 Finger print Finger print

37 | P a g e

SAMPLE B1 (0.6 ml in 1 lt)


Functional Group

Molecular Motion




4 2729.72 66

Carboxylic Acid Carboxylic Acid

5 1605.53 70

Amine stretch N-H stretch

6 1462.78 48 Alkanes(C-H) C-H Scissoring

7 1412.94 61 Alkanes(C-H) C-H Bend

8 1304.55 75


9 1021.48 77




Table 4.2.2: READING FTIR REPORT “B1” (0.6ml FUEL ADDITIVE IN 1 LITRE OF DIESEL)

38 | P a g e

Table 4.2.3: READING FTIR REPORT “B2” (1.25 ML ADDITIVE IN 1 LITRE OF DIESEL

RECOMMENDED)

SAMPLE B2 (1.25 ml in 1 lt)


Functional Group

Molecular Motion




4 2729.7 57

Carboxylic Acid O-H stretch

5 2671.09 60

Carboxylic Acid O-H stretch


7 1463.58 28 Alkanes(C-H) C-H Scissoring

8 1377.49 38 Alkanes(C-H) C-H Bend

9 1304.93 58


10 1157.35 63


11 1022 63







Key: REACTING GROUP

DIESEL PEAKS

COMMON GROUPS

39 | P a g e


of fuel additive “B”

Cylinder Cover

After 20 HRS Cleaned

40 | P a g e

Piston Top


THIN,DRY AND HARD DEPOSITION WITH FINE GRAINS

41 | P a g e

4.2.3 Data recorded (average) when engine run on fuel additive “B”

VOLTAGE=216V


FREQUENCY=49.5Hz

SPEED=1560RPM

HUMIDITY =30%

FUEL CONSUMPTION20ml consumed in 2 mins 4 sec.

SPECIFIC FUEL OIL CONSUMPTION=552gm/kwh

POWER DEVELOPED=0.903kw

AMBIENT AIR TEMPERATURE=38 C




CALORIMETER WATER INLET TEMPERATURE=24

42 | P a g e

4.3.1 Theoretical analysis report of sample “C”

In the analysis done of FTIR report for samples of additive C the region with wave number

less than 1000 cm-1 have not been used to identify the functional groups present in samples

C, C1, C2, C3 as it is considered as fingerprint regions .The samples C, C1, C2, C3 represent

additive alone, additive and diesel mixture in reduced, recommended, increased

proportions. The peaks show their presence for multiple functional groups being in their

range but only those groups which are present for maximum number of peaks have been

considered. The peaks which do not repeat, once additive is added to diesel are those

functional groups which participate to perform the function of additive and once additive is

added to diesel the newly generating functional groups in subsequent samples C1, C2 and

C3 are the by products which react inside the engine at high temperature conditions, out of

which the one in C2are prominent it being the sample with recommended dosage of

additive.

The functional groups which have been identified are as a result of preliminary reactions at

room temperature by addition of additive to diesel fuel. Thus the conclusions further

proposed are on the basis of the functional groups identified. This paper does not considers

the time for which the mixture was kept idle prior to FTIR test, the prevailing atmospheric

conditions, the time difference between two tests of same additive and handling

procedures.

Following the above criteria the fuel additive has PRIMARY AMINE N-H STRECH as the

dominant functional group, followed by ALKENE =C-H STRECH as the participating functional

groups. The functional groups which are identified in the recommended dosage sample C2

are alkane, primary and secondary amines.

All fuels consist of complex mixtures of aliphatic and aromatic hydrocarbons. The aliphatic

alkanes and cycloalkanes are hydrogen saturated and compose at least 80-90% of fuel oil.

Hence getting alkane group in diesel sample containing additive i.e. sample C1, C2, C3 with

maximum and strong peaks is justified.

The presence of alkenes or arene group is there in the additive alone that reacts with the

diesel and forms other products that enhance combustion which can be inferred by increase

in cetane number of the by-products .A particular alkane with molecular motion C-H

scissoring has transmittance 65 in sample C which keeps on decreasing with more and more

addition of the additive in diesel and finally reaches 39 indicating the fact that this particular

peak is becoming stronger and stronger as more number of C-H scissoring motions are

observed in FTIR. It can be known from paper 2 that a by-product of alkenes or arene

reaction can be several but one with a scissoring motion has maximum cetane number.

It can also be seen from the table 4.3.2 that the primary amine group that was present in

low dosage of additive vanishes completely in recommended and high dosages of additive

43 | P a g e

as it reacts with the weakly acidic compounds to form the products that remain dissolved in

the fuel and prevent further reaction and thus it stabilizes the fuel and acts as a acid

scavenger and corrosion inhibitor .The presence of primary amine can be seen in table 4.3.3

and table 4.3.4 indicating the presence of N-H bond of the primary amine that is responsible

for reducing corrosions after the combustion is over .

R1 R1

I I

R2-C-NH2 + H-X R2-C-NH3+ + X- --------Eq: 4.3.1

I I

R3 R3

Oil soluble acids oil insoluble acids amorphous oil soluble salts

44 | P a g e

Table 4.3.1: READING FTIR REPORT-C-FUELCARE FUEL ADDITIVE ONLY

Key:

C-sample

Sl.no

Wave Number Transmittance Functional Group Molecular Motion

1 3006.65 56 Alkenes or Arene =C-H stretch

2 2959.82 52 Alkanes(C-H)

C-H stretch(sp3 carbon)

3 2858.29 51 Alkanes(C-H)


4 2730.36 54 Alkanes(C-H)


5 1605.95 61

Primary or Secondary Amine N-H(def)

6 1461.95 65

Alkane (methyl or CH2) C–H scissoring

7 1378.33 63 Alkane(Methyl) C-H rock

8 873.5 72 fingerprint



COMMON FOR ALL SAMPLES

PRESENT ONLY ONCE


GROUPS REACTING WITH DIESEL

PEAKS OF ONLY DIESEL

Red INDICATES BYPRODUCT

45 | P a g e

C-1 sample

Sr.no


1 3435.7 65 Primary Amine N-H stretch

2 2955.93 18 Alkanes(C-H)


3 2924.67 15 Alkanes(C-H)


4 2854.42 18 Alkanes(C-H)


5 2729.74 67 Alkanes(C-H)


6 1606.09 73


7 1462.78 43







Table 4.3.2: READING FTIR REPORT-C-FUELCARE FUEL ADDITIVE, 0.1 ML ADDITIVE IN 1 LITRE

OF DIESEL

46 | P a g e

C-2 sample

Sl.no


1 2955.68 30 Alkanes(C-H)

C-H stretch (sp3 carbon)

2 2923.82 26 Alkanes(C-H)


3 2853.91 30 Alkanes(C-H)


4 2729.67 60 Alkanes(C-H)


5 2671.66 61 Alkanes(C-H)


6 1606.29 64

Primary or Secondary Amine N-H deformation

7 1463.78 44


8 1377.47 52 Alkane(Methyl) C–H rock

9 1031.81 67

Primary or Secondary Amine C-N stretch



Table 4.3.3: READING FTIR REPORT-C-FUELCARE FUEL ADDITIVE, 0.2 ML ADDITIVE IN 1 LITRE

OF DIESEL-RECOMMENDED

47 | P a g e

C-3 sample

Sl.no


1 3166.57 62 Alkenes or Arene =C-H stretch

2 2955.73 25 Alkanes(C-H)


3 2924.42 21 Alkanes(C-H)


4 2854.13 25 Alkanes(C-H)


5 2729.6 60 Alkanes(C-H)


6 2671.44 61 Alkanes(C-H)


7 1606.25 62


8 1463.66 39




11 1168.25 66


12 1033.22 67






Table 4.3.4: READING FTIR REPORT-C-FUELCARE FUEL ADDITIVE, 0.33 ML ADDITIVE IN 1

LITRE OF DIESEL

48 | P a g e


of fuel additive “C”

Cylinder Cover


49 | P a g e

PISTON TOP


THIN, DRY AND SOFT DEPOSITION WITH MODERATE GRAINS

50 | P a g e

4.3.3 Data recorded (average) when engine run on fuel additive “C”

VOLTAGE=212V


FREQUENCY=49.2Hz

SPEED=1500RPM

HUMIDITY =30%

FUEL CONSUMPTION20ml consumed in 2 mins 5 seconds

SPECIFIC FUEL OIL CONSUMPTION=567.422gm/kwh

POWER DEVELOPED=0.873kw

AMBIENT AIR TEMPERATURE=40




CALORIMETER WATER INLET TEMPERATURE=24

5

51 | P a g e

CONCLUSION

CONCLUSION

Palmalkyl ester fuel additives build an exceptionally stable three dimensional lattice

structure consisting of sub-microscopic nano-clusters, all evenly distributed within the fuel.

Nano-clusters reach the engine and begin to burn in the combustion chamber; they rapidly

gain heat and literally explode into steam. These steam explosions generate two very

significant benefits. Creates millions of tiny nano-clusters in the fuel. These nano-clusters

explode just before and during combustion, increasing turbulence and generating smaller

fuel droplets. Smaller fuel droplets vaporize completely, leaving no unburned fuel residue.

This results in more complete combustion, which increases power and improves mileage.

The known palmalkyl ester derivative saves 30% of oil. Further the observations are noted

and the remarks conclude the comparative study.

COMPARISON

PARAMETER

SAMPLEA SAMPLE B SAMPLE C NANOJOSH

FUNCTIONAL

GROUP

ALCOHOL AMINE AMINE PALMALKYL

ESTER

SPECIFIC FUEL

OIL

CONSUMPTION

601gm/kwh 552gm/kwh 567gm/kwh 506gm/kwh

DEPOSITION THICK THIN THIN THIN

GRAIN SIZE COARSE FINE MODERATE FINE

HARDNESS HARD HARD SOFT SOFT

STICKY/NON-

STICKY

STICKY DRY DRY STICKY

PISTON TOP

CONDITION

52 | P a g e

CYLINDER

COVER

CONDITION

53 | P a g e

LIST OF REFERENCES

1. THE ROLE OF ADDITIVES AS SENSITIZERS FOR THE SPONTANEOUS IGNITION OF

HYDROCARBONS

By: T. INOMATA Faculty of Science and Technology Sophia University Tokyo, Japan

and J. F. GRIFFITHS and A. J. PAPPIN School of Chemistry, Physical Chemistry Section The

University, Leeds LS2 9JT

. 2. KIRSCH L. J., ROSENFELD J. L. J. AND SUMMERS R., Comb. Flame 43, 11 (1981).

3. Lt T.-M AND SIMMONS R. F., Twenty-First Symposium (International) on

Combustion, p 455, the Combustion Institute, 1988.

4. Experiments and modelling of ignition delay times, flame structure and intermediate species of EHN-doped stoichiometric n-heptanes/air combustion

By: M. Hartmann a,*, K. Tian b, C. Hofrath c, M. Fikri a, A. Schubert c, R. Schießl c, R. Starke a, B. Atakan b, C. Schulz a, U. Maas c, F. Kleine Ja¨ger d, K. Ku¨hling d

a Institut fu¨ r Verbrennung und Gasdynamik, Verbrennung uGasdynamik, Universita¨ t Duisburg-Essen,

Lotharstr. 1, 47057 Duisburg, Germany b IVG, Thermodynamik, Universita¨ t Duisburg-Essen, Duisburg, Germany c ITT, Universita¨ t Karlsruhe, Germany d BASF SE, Ludwigshafen, Germany 5. Organic Chemistry

Vol 1: The Fundamental Principles By I.L FINAR Dsc Phd (Lond) CChem MRIC Principal lecturer in Organic Chemistry, The Polytechnic of North London, Holloway.

Lt T.-M AND SIMMONS R. F., Twenty-First

Symposium (International) on Combustion, p

1. 455Lt T.-M AND SIMMONS R. F., Twenty-First

2. Symposium (International) on Combustion, p

Lt T.-M AND SIMMONS R. F., Twenty-First


45Lt T.-M AND SIMMONS R. F., Twenty-First


1. Combustion Institute, 1988.5, The Combustion Institute, 1988.4he Combustion

Institute, 1988.

54 | P a g e

ACKNOWLEDGEMENT

At the outset we pay our sincere regards and gratitude to our guide Dr Sanjeet Kanungo for

making us what we are today. Constructive criticism and valuable guidance is what we have

received from our guide Dr Sanjeet Kanungo .Thank you for the patient guidance, Sir.

We would like to thank Indian Institute of Technology, Mumbai for Fourier Transform

Infrared Spectroscopy (FTIR) of the samples, which is the foundation of our research work.

We would also like to pay our sincere regards and gratitude to Mr Ajeet Singh Aiden and Mr

Ajeet Gorpade without whose help and guidance the conduct of our experiments would

have been a herculean task. We thank them from core.

Lastly we thank our colleagues for rendering help wherever required.

55 | P a g e

Documents

Comparitive Study of Additives