CN100341984C - Methanol Improved Fuel - Google Patents

Abstract

The invention relates to a fuel substitute, which is improved by methanol and is characterized in that the weight components of all the components in the total weight of the fuel are respectively as follows: 53 +/-3% of methanol, 2 +/-2% of isopropanol, 2 +/-2% of isobutanol, 3 +/-3% of toluene, 4 +/-3% of xylene and C₆H₃(CH₃)₃(heavy aromatic) 3. + -. 3%, naphtha (Naphthene, Paraffin, Olefin) 28. + -. 6%. Isopentane (Iso-pentane) 5. + -. 5%.

Description

Methanol Improved Fuel

technical field

This invention relates to alternative fuels, in particular, methanol-improved fuels utilizing methanol.

Background technique

Alternative fuel research until now has mainly addressed environmental and energy issues. First of all, the environmental problem is the destruction of the earth's environment due to the increased use of fossil fuels, and also the major problem of urban air pollution caused by exhaust gases (carbon monoxide: CO, hydrocarbon: HxCx, nitrogen oxides: NOX, etc.) from automobiles .

Carbon monoxide (CO) in the above-mentioned automobile exhaust gas is produced by incomplete combustion of fuel when oxygen is insufficient. Carbon monoxide combines with hemoglobin to cause oxygen deficiency, which induces headaches and dizziness. Hydrocarbon (HC) is an incomplete combustion substance that occurs when fuel is burned. It is a general term for compounds composed of carbon and hydrogen. If combined with nitrogen compounds, photochemical smog is induced by sunlight.

Nitrogen oxides (NOx) The nitrogen and oxygen components of general fuels are burned to produce nitrogen oxides, which can be mostly produced after the nitrogen and oxygen in the air are oxidized when burning at high temperatures, so they are called thermal oxides, mixed with hydrocarbons Produce photochemical smog, and chemically react with snow, rain, and fog to produce acid rain.

In addition to environmental problems, due to the increasing use of fossil fuels, there is a sense of crisis that fossil fuels will be exhausted within this century. In order to solve the problem of energy shortage, the development of alternative fuels is required.

The corresponding technologies for environmental problems include the development of low-emission vehicles with gasoline direct injection and common rail direct injection of diesel, electric vehicles, electric dual-purpose vehicles, and fuel cell vehicles. Alternative fuels on energy issues include ethanol fuel utilizing methanol, electric internal combustion vehicles, compressed natural gas (CNG), liquefied natural gas (LNG) and the like.

In order to reduce the harmful exhaust from automobiles, research and development of automobile engines were carried out, but they could not be solved due to technical and price problems.

There is also a plan to strengthen fuel quality standards in order to reduce harmful exhaust emissions from automobiles, improve fuel quality, and suppress the addition of harmful substances. However, this plan cannot completely solve the problem of environmental protection and the depletion of fossil fuel resources.

In addition, in order to solve the energy problem of depletion of fossil fuels, research on alternative fuels has been carried out, and as a result, alcohol, compressed natural gas (CNG), and liquefied natural gas (LNG) have been proposed.

Compressed natural gas (CNG) and liquefied natural gas (LNG) have been put into practical use, but alcohol has not yet been put into practical use. Even if the developed alcohol fuel is used in the original gasoline-powered internal combustion engine vehicle, it is necessary to change the structure of the engine and electronic control equipment. or additional equipment. So car prices go up and economics go down.

However, there are corrosion problems of fuel tanks, fuel supply systems, and thermal expansion of sealing rings caused by fuel ports.

And the original alternative fuels have some problems when starting and running, accelerating, and decelerating, but some fuels have greater harmful emissions than gasoline.

Contents of the invention

The purpose of the present invention is to develop a kind of fuel that can replace gasoline as fuel for internal-combustion motor vehicles and can be mixed with gasoline to reduce the harmful exhaust of automobiles, and in addition to invent a kind of fuel that does not need any transformation of the original gasoline-use internal-combustion motor vehicle. Machines or electronic control equipment, etc., can be directly used as an alternative fuel for the original car, and at the same time solve the environmental problem caused by the exhaust of the car and the insufficient energy problem caused by the depletion of fossil fuels.

The present invention relates to methanol improved fuel, and specifically illustrates that the weight ratios of the constituents in the overall weight of the fuel are: 53±3% of methanol, 2±2% of isopropanol, 2±2% of isobutanol, and 3±3% of toluene %, Xylene 4±3%, C ₆ H ₃ (CH ₃ ) ₃ (heavy aromatic) 3±3%, Naphthene 28±6%, Iso-pentane 5±5%, The characteristic is that the weight ratio of each component is 100% methanol improved fuel in total.

The present invention relates to methanol improved fuel, and specifically explains that the weight ratios of the constituents in the overall weight of the fuel are: methanol 53±3%, isobutanol 2±2%, toluene 3±3%, xylene 4±3% , C ₆ H ₃ (CH ₃ ) ₃ (heavy aromatic) 3±3%, naphtha (Naphthene) 35±6%, is an improved fuel combined with 100% methanol.

The present invention is about methanol improved fuel, specifically stating that the weight ratios of the components in the total weight of the fuel are: methanol 53±3, toluene 3±3%, xylene 4±3%, C ₆ H ₃ (CH ₃ ) ₃ (heavy aromatic) 3 ± 3%, naphtha (Naphthene) 37 ± 6%, characterized in that the weight ratio of each component is a total of 100% methanol improved fuel.

The present invention relates to methanol improved fuel, specifically illustrating that the weight ratios of constituents in the overall weight of the fuel are: methanol 53±3%, isobutanol 2±2%, toluene 3±3%, C ₆ H ₃ (CH ₃ ) 3 (heavy aromatic) 5 ± 3%, naphtha (Naphthene) 32 ± 6%, isopentane 5 ± 5%, characterized in that the weight ratio of each component is a total of 100% methanol improved fuel.

Description of drawings

Figure 1 is a graph between engine revolutions and fuel injection duration in gasoline and inventive fuel (MRF) start tests;

Fig. 2-1 is the pressure characteristic graph in the 20Cycle period after the start of the fuel of the present invention;

Figure 2-2 is the pressure characteristic curve during the 20 cycle (Cycle) period after gasoline starting;

Fig. 3-1 is the pressure characteristic graph of gasoline and the first cycle (CYCLE) fuel of the present invention after starting;

Fig. 3-2 is the pressure characteristic graph of gasoline and fuel of the present invention one hundred cycles (CYCLE) fuel after starting;

Fig. 4-1 represents the characteristic graph of excess air ratio of gasoline and fuel of the present invention;

Fig. 4-2 represents the characteristic curve diagram of the oxygen sensor signal of gasoline and fuel of the present invention;

Figure 5 shows the start-up test: the exhaust emission curves of gasoline and the fuel of the present invention during start-up;

Figure 6 shows the starting inspection: the ratio of exhaust emissions based on gasoline;

Figure 7 shows the accelerated test: accelerated test MODE;

Fig. 8-1 and Fig. 8-2 are that gasoline and the improved fuel of the present invention represent the responsiveness of the engine speed under various acceleration patterns above;

Figure 9-1 and Figure 9-2 are acceleration tests: excess air rate curves (under the conditions of fan-shaped acceleration of 0.5 seconds and 3.0 seconds);

Figure 10-1 and Figure 10-2 represent the characteristic curves of the exhaust emission in the fan-shaped acceleration pattern at the time of 0.5 seconds of rapid acceleration and 3 seconds of slow acceleration;

Figure 11 shows the acceleration and deceleration characteristic curves for understanding the overrunning characteristic;

Fig. 12 represents the response curve of engine speed when gasoline and the fuel of the present invention accelerate and decelerate;

Figures 13-1, 13-2, 13-3, 13-4, 13-5, and 13-6 represent the exhaust gas discharged under the driving conditions of 0.5 seconds and 3 seconds when gasoline and the fuel of the present invention accelerate and decelerate;

Fig. 14 represents the data of noise test under the normal condition of gasoline and fuel of the present invention;

Fig. 15 represents the test data about vibration of gasoline and the fuel of the present invention;

Fig. 16 shows gasoline and fuel of the present invention to measure torque with engine speed;

Fig. 17-1 and 17-2 represent the consumption and thermal efficiency of the braking energy of gasoline and fuel of the present invention respectively;

Figure 18 shows the periodic rate of change of gasoline and the fuel of the present invention;

Figures 19-1 and 19-2 represent the immersion test curves of rubber;

Fig. 20 represents the corrosion test curve of gasoline and fuel metal of the present invention;

Figures 21 and 22 are the inspection reports of Changqing gasoline alternative fuels issued by Shandong Product Quality Supervision and Inspection Institute.

Detailed ways

Taking the specific implementation examples of the present invention, the components and functions of the present invention will be described below.

First specify each component of the methanol improved fuel of the present invention:

Among the constituents of the aforementioned methanol-improved fuel, methanol is CH ₃ OH, isopropanol is C ₃ H ₇ OH, and isobutanol is C ₄ H ₉ OH. Isobutanol (C ₄ H ₉ OH) is heterosexual, and its main function is to softly burn fuel to reduce noise and vibration. But because the price of isobutanol is extremely expensive, the improved fuel of this invention may not contain this component. Among the aromatic hydrocarbons mentioned above, toluene is C ₆ H ₅ CH ₃ , xylene is C ₆ H ₄ (CH ₃ ) ₂ , and heavy aromatic is C ₆ H ₃ (CH ₃ ) ₃ .

Aromatic hydrocarbons have high calorific value per unit volume, good storability, and high octane number due to high concentration of hydrocarbons. Therefore, for automobile fuels, they are used as the main means of anti-knock composition. However, smoke occurs during combustion, and its solubility is high, which has the opposite effect of melting or foaming of packing sheets, so the amount used in fuel is limited within 35% by volume.

Especially in order to increase the boiling of methanol to add heavy aroma. In addition, xylene in aromatic hydrocarbons is high in cost and produces smoke when burned. In order to reduce the gas emitted for the price competitiveness of the product, it may not contain this component.

The above-mentioned naphtha is composed of naphthenes, olefins, and paraffins. Among the components of the above-mentioned naphtha, olefins (Olefin) contain unsaturated hydrocarbons as CnH ₂ n, which increases the octane number of gasoline. Alkenes are unstable and have the disadvantage of evaporating in the atmosphere to form ozone. Also the engine air intake system forms gum which deteriorates the exhaust emission characteristics when burned.

Therefore, the control of olefins will be gradually limited to less than 10% from the current fuel volume ratio of 23%.

Among the above-mentioned naphtha components, paraffin (Paraffin) is saturated hydrocarbon as CnH ₂ n ₊₂ . And the above-mentioned paraffin is contained in heavy oil, and it is also obtained by cooling, precipitation, and pressurization.

In addition, among the above naphtha components, naphthene is a compound having a ring structure with a single bond (single bond) and contains CnH ₂ n.

In addition, isopentane (Iso-pentane) (CH ₃ ) ₂ CHCH ₂ CH ₃ has the characteristics of low boiling point and high gas pressure, and it is added in order to improve low-temperature starting performance in winter.

The methanol improved fuel of the present invention is produced as follows.

Firstly, each fuel tank uses pumps and control valves for each raw material to control the input amount of raw materials according to the composition ratio of the raw materials, and transfers them to the manufacturing tank through the line mixer (Line Mixer). In the manufacturing tank, the degree of mixing is improved by agitation due to the agitator (Agitator) and circulation due to the pump. After the raw materials are completely mixed, the fuel is improved with catalyst mature methanol.

The alcohol fuel currently researched is a blending method in which gasoline is added to alcohol, but the fuel of the present invention is different from the current alcohol fuel. 55%, with methanol as the center, in order to overcome the shortcomings of alcohol, the naphtha component contained in gasoline and aromatic hydrocarbons are added to complete the production of improved fuels.

The following will focus on the results, and describe in detail the test results of the embodiments of the present invention.

In the following experiments, the fuel of the invention used was 52.7% of methanol, 1.2% of isopropanol, 2.1% of isobutanol, 3.6% of toluene, 4.3% of xylene, and C ₆ H ₃ in the weight of the fuel as a whole. (CH ₃ ) ₃ (heavy aromatic) 2.2%, naphtha (Naphtha) 33.9 wt% methanol improved fuel with different weight ratios.

The following experiment can observe the running characteristics when the fuel of the present invention is used in the original spark ignition engine (Spark Ignition Engine). Therefore, if gasoline fuel and the alternative fuel of the present invention are used with the same engine (Engine Dynamo), the characteristics can be compared.

Experimental results The experimental results are the experimental data implemented in the Mechanical Technology Research Institute of Pusan National University in South Korea.

The content of the experiment is to analyze the start-up of excessive running characteristics, acceleration, deceleration and pressure characteristics and exhaust emission characteristics, about the torque in the normal state, sales control energy, thermal efficiency, noise characteristics, vibration characteristics. On the test result graph below, the methanol reformed fuel numbers or pictures of the present invention are represented by MRF (Methanol Reformulated-Fuel).

In the following test, the car used in the test run test is Hyundai Motor of South Korea

Atoz(800cc), Verna(1500cc), Trajet(2700cc), Sonata(2000cc), Grandeur(3000cc), Equus(3500cc) and Daewoo Motors

Tico (800cc), Prince (1800) and American Cadillac (4000cc), Chrysler (4500cc) and German BMW (4000cc).

The experimental car used by the Mechanical Technology Research Institute of National Pusan University in South Korea is Daewoo LEGANGA (1800cc), and the car used by the National Institute of Environmental Research in South Korea for the exhaust measurement test is Hyundai SONATA III and Hyundai EF SONATA2.0

Figure 1 is a test showing the characteristics of the overrun for the purpose of observing the starting characteristics. It can be seen in Figure 1 that at start-up, the fuel of the present invention initially represents a higher number of engine runs of about 3 seconds, but the injection period of the fuel of our invention is much shorter during fuel injection.

This means that the fuel we invented, which is rich in oxygen, undergoes a very active combustion process compared to regular gasoline. This characteristic allows us to guess that the characteristics of the exhaust are better, or this characteristic affects the number of runs of the engine at the beginning of Qidong to become high.

Figure 2 shows the pressure characteristic curve during the 20-cycle (Cycle) period after starting. The two curves in Figure 2 have similar pressure change curves, but the pressure of our fuel is higher than that of gasoline on the pressure change curve of the first cycle. 5 bar higher, on average the pressure of our invention is higher than that of gasoline, this is the result of the high number of revolutions of the engine which is one of the characteristics of starting.

Figure 3 is the pressure change curve compared to one cycle (CYCLE) after starting to check the characteristics of combustion and the pressure change curve of one hundred CYCLEs when the engine is stable.

On the pressure change curve of the first cycle (1 ^st cycle), the two fuels show similar combustion characteristics, but on the first pressure change curve, the pressure of the fuel we invented is 5 bar higher, and on the one hundred pressure change curve (100 ^th cycle) The two fuels have similar characteristics during the initial combustion period of the cycle), and the fuel we invented burns at a higher pressure than gasoline during the late combustion period, which means that compared with gasoline, it has higher octane number and combustibility. The fuel we invented is better. Moreover, it can be expected that the fuel of the present invention will generate less unburned exhaust emissions than gasoline and control energy, thermal efficiency and output torque and combustion.

Figure 4-1 and Figure 4-2 respectively show the curves of the air excess rate and oxygen sensitive signal voltage with time obtained by using the wide-area oxygen sensor after starting. According to Figure 4, the fuel we invented changed in 20 seconds, and the feedback control process was actually carried out in 40 seconds, but the gasoline load changed in 30 seconds, and the feedback control process was carried out in 60 seconds, which became air excess. rate stabilization.

This is a result of the high engine speed that occurs during the start-up period with our invented fuel. Because it stabilizes 20 seconds faster than gasoline, it can be expected that the exhaust emission of our invented fuel is less when starting, and as a result, it can be predicted that our invented product is better than gasoline. The electric power did not change at the beginning because the oxygen sensor reacted only when it was above 250 degrees Celsius.

As the temperature of the exhaust gas rises, the gasoline changes at 20 seconds, and the feedback (feedback) control process is really carried out at 60 seconds. However, the fuel we invented has a power change in 20 seconds, and the feedback (feedback) process in 40 seconds makes the power change the same as the air excess rate.

Figure 5 shows the characteristics of exhaust emissions from start to 120 seconds. According to Figure 5, the fuel we invented has much less exhaust emissions than gasoline. Carbon monoxide (CO) and hydrocarbons (HC) in the exhaust are produced by incomplete combustion of fuel. And nitrogen oxide (Nox) is a hot oxide that reacts a little later. Therefore, the fuel we invented seldom emits carbon monoxide (CO) and hydrocarbons (HC) compared to gasoline. Feedback (feedback) control with a rate as fast as 20 seconds. The reason why the nitrogen oxide (NOx) changes is that the excess air ratio changes with the change of the feedback control.

Figure 6 is a comparative comparison of the amount of exhaust emissions from the start period to 120 seconds based on gasoline.

From Figure 6, we can know the amount of exhaust emissions that occur at start-up, and the exhaust emissions of our invented fuel are much less than those of gasoline.

That is, hydrocarbon (HC), the fuel we invented produced 51.2% less carbon monoxide (CO), 72.9% less carbon monoxide (CO), and nitrogen oxide (NOX) produced 58.9% less than gasoline. Therefore, our fuel is a clean and environmentally friendly fuel that is better than gasoline in terms of environmental protection.

FIG. 7 is graphs graphically represented in various styles in terms of acceleration characteristics. Figure 7 shows (a) linear acceleration, (b) delay acceleration (Delay acceleration), (c) gradual acceleration (Intensity acceleration), (d) decay acceleration (Decayacceleration) slow acceleration that well reflects the characteristics of the fuel Slow acceleration that reflects the characteristics of the fuel well is used as an acceleration pattern to test the responsiveness of the engine speed.

Figure 8-1 and Figure 8-2 show the responsiveness of the engine speed under the above various acceleration patterns, that is, the acceleration test of the engine speed from 1,500rpm to 3,000rpm.

From Fig. 8, it can be seen that the fuel of our invention shows engine responsiveness similar to that of gasoline. Therefore, in terms of acceleration, there is no problem with the alternative fuel we invented as a fuel for current use.

Figure 9-1 and Figure 9-2 are acceleration tests: air excess rate (under the conditions of fan-shaped acceleration of 0.5 seconds and 3.0 seconds).

Figure 9-1 and Figure 9-2 are determined by the changes in the excess air ratio shown in the fan-shaped acceleration pattern for 0.5 seconds of rapid acceleration and 3 seconds of slow acceleration.

According to Fig. 9, when accelerating, with the instantaneous increase of fuel, the combustion process of the rich state of fuel is carried out, and at the same time, the air volume is adjusted to a stable state by the control of the feedback of the oxygen sensor. At 0.5 seconds and 3 seconds, because the fuel we invented has less change in the air excess ratio than gasoline, the stabilization process is faster, so it can be expected that exhaust emissions will occur less than gasoline.

Figures 10-1 and 10-2 show the exhaust emission characteristics of the fan-shaped acceleration pattern for gasoline and the fuel of the present invention at times of 0.5 seconds of hard acceleration and 3 seconds of slow acceleration. The appearance of the two fuels in Figure 10-1 and Figure 10-2 is similar, which means that the characteristics of the two exhaust emissions are similar. But strictly speaking, the curve of the fuel we invented is a little lower than that of gasoline, so we can know that the amount of exhaust emissions is a little less.

Due to the fast response of hydrocarbon (HC), the time point of change occurs faster than carbon monoxide (CO) and nitrogen oxide (Nox), especially nitrogen oxide (Nox) requires a residence time under high temperature conditions , the point of change appears slowly.

In Fig. 10-1 and Fig. 10-2, it can be seen that there is no big change in the amount of carbon monoxide (CO), one of the exhaust emissions, with the acceleration of our invented fuel. Especially in the city where the speed of the car changes greatly, the fuel we invented has excellent characteristics, which is the characteristic of excellent exhaust emissions.

Figure 11 shows gasoline and the fuel of the present invention, in order to understand the acceleration and deceleration characteristics in the excessive running characteristics, the process of accelerating the engine rotation speed from 1500rpm to 3000rpm in 0.5 seconds of rapid acceleration and 3 seconds of slow acceleration, and observing the stability of the engine and exhaust emission The physical characteristics maintain the position of the damper valve during the process of 3000rpm and the deceleration process from 3000rpm to 1500rpm for 45 seconds. On Fig. 11, it can be seen that the fuel of the present invention maintains the same engine revolutions as gasoline on the valve state (less injection quantity of fuel) on rapid acceleration for 0.5 seconds and slow acceleration for 3 seconds, at the later stage of graph 3 Combustion results in high pressure combustion, so the effects on exhaust emissions and output torque, sales control energy and thermal efficiency can be expected.

Figure 12 shows the reactivity curves of engine rpm for accelerated alkali rate for gasoline and the fuel of the present invention. Figure 12 shows the reactivity of the engine revolutions when accelerating 0.5 seconds fast and accelerating 3 seconds late. Gasoline has the same change as the fuel we invented. Therefore, it can be said that this methanol fuel has no problem as a fuel in terms of engine reactivity.

Figures 13-1, 13-2, 13-3, 13-4, 13-5, and 13-6 show the exhaust gas discharged under the driving conditions of 0.5 seconds and 3 seconds when gasoline and the fuel of the present invention accelerate and decelerate.

Figure 13-1, 13-2, 13-3, 13-4, 13-5, 13-6 to analyze, the content of the exhaust emission material is similar to the fuel. However, the waveform of this fuel is lower than gasoline. It can be said that this fuel emits less exhaust substances than gasoline.

Figure 14 shows the data of the noise test under normal conditions for gasoline and the fuel of the present invention. The noise is proportional to the number of revolutions of the engine and the combustion noise. Figure 14 shows the measured noise. The position of the noise measuring device at a distance of 1M from the engine measures the noise generated according to the number of revolutions of the engine.

Figure 14 shows that this fuel produces less noise than gasoline. No-load 850rpm noise is less than 2.2db, part load 1500 and 2500rpm noise is less than 1.2db, part load 1500 and 2500rpm noise is less than 1.2db.

Figure 15 shows a graph of experimental data on vibration for gasoline and the fuel of the present invention. Fig. 15 is for measuring the vibration that the engine takes place, the vibration sensor is arranged on the upper part of the cylinder block of the engine, and the index difference that occurs due to the number of revolutions of the engine is measured.

Figure 15 shows that this alternative fuel produced less shock than gasoline. Moreover, the noise and vibration characteristics indicate that the combustion of this fuel is more uniform than that of gasoline.

Fig. 16 is to confirm the engine power characteristics of the fuel, which is the measurement result of the measured torque. The power characteristics of the fuel are better than that of gasoline at all rotation speeds.

Figures 17-1 and 17-2 show the braking energy consumption and thermal efficiency of gasoline and the fuel of the present invention, respectively. The consumption of braking energy is the energy consumed in order to obtain the work of 1KW/H in consideration of fuel economy.

Figure 17-1 shows that the braking energy consumption of this fuel is less than gasoline. It means that the fuel is more powerful than gasoline with a small amount of energy. This content is also confirmed in FIG. 11 .

Braking energy consumption is inversely proportional to thermal efficiency. The thermal efficiency of this fuel is better than gasoline.

Fig. 18 shows the cyclic variation rate of gasoline and the fuel of the present invention. Cycle process variation is a count to judge the non-uniformity of combustion. If the fuel and air flowing from the combustion chamber are mixed and burned normally, there will be no cycle process variation. If there is a change in the vaporization heat of the fuel provided in the actual combustion, it will cause The air-fuel ratio (air: fuel) changes and the non-uniform combustion occurs, and the pressure change count due to the non-uniform combustion is called the cycle process fluctuation rate. From Figure 18 above, it can be seen that the fuel of the present invention has significantly lower figures than gasoline. From this point, it can be seen that the fuel combustion ratio of the present invention is fixed. This point has been expected because of the above noise, vibration test certification that the fuel of the present invention burns more safely than gasoline.

Figures 19-1 and 19-2 show the immersion test curves of gasoline and fuel rubber of the present invention. Source of data: No.2001-2039 of the Korea Institute of Mechanics, Instrumentation and Petrochemical Testing.

Figure 19 is the results of the rubber immersion test conducted by the Korea Chemical Testing Institute. The test pieces are NBR 2 types and fluorine-containing rubber 902 used in automobiles. (Test method: KSM6518) The above-mentioned test is to measure the longitude change of the test piece and the change of the stamp strength after soaking the same test piece in gasoline and the fuel of the present invention at a certain temperature of 23±2°C for 24 hours.

In the above-mentioned figure, no difference in longitude change and stamp strength of the fuel and gasoline test pieces according to the present invention was found. Therefore, it can be judged that the fuel of the present invention does not give any impression to the automobile rubber system, while knowing the excellent characteristics of the alternative fuel.

Fig. 20 shows corrosion test curves for gasoline and fuel metals of the present invention.

Source: Korea Chemical Industry Testing and Research Institute No.TAP-008733.

Figure 20 is the results of the metal corrosion test of the Korean chemical test. The samples are aluminum, castings, iron, brass, and copper wire. In particular, the aluminum test piece is made of the same material as the aluminum used in automobiles. (Test method: KSM2142) The above-mentioned test is to measure the change in quality after soaking in gasoline and the fuel of the present invention at a certain temperature of 20±2° C. for 360 hours (15 days).

From the above figure, it can be seen that the fuel of the present invention has less mass reduction than gasoline on all test pieces. This shows that the fuel of the present invention is less corrosive than gasoline, which means that it is excellent in fuel characteristics. Therefore, the fuel of the present invention does not have any problem in the corrosion of the fuel supply system and the engine, and can directly use accessories such as the original engine.

Table 1 Test items Concentration of Exhaust Gas smoke Driving inspection (CVS-75) CO(g/Km) HC+NOx(g/Km) PM(g/Km) (%) before adding 1.11 0.45 - - After adding 0.96 0.38 - - Increase. Decrease% ↓13.5 ↓15.6 - -

Table 1 above cites the National Institute of Environmental Research Institute of Automotive Pollution Inspection Report on Additives for Automotive Fuels (Document No. Chegong 67234-248.2000.3.24).

Table 2 Test items Concentration of Exhaust Gas (CVS-75) smoke CO(g/Km) HC(g/Km) NOx(g/Km) PM(g/Km) before adding 1.76 0.16 0.07 - - After adding 1.15 0.12 0.06 - - Increase. Decrease% ↓34.7 ↓25.0 ↓25.0 - -

The above Table 2 quotes the inspection results of automotive fuel additives from the Institute of Automobile Pollution of the National Institute of Environmental Research (document number 车工67231-3123.2001.7.13).

The above fuel additive test items passed three items of fuel inspection, harmful substance inspection, and exhaust gas inspection, and the alternative fuel of the present invention passed the three items.

Among them, the waste inspection is the result of measuring the exhausted gas before and after the addition of the alternative fuel of the present invention, and the results of CO, HC+NOx were reduced by 13.5% and 15.6%, respectively. In particular, the reduction width is greater on the mark 2.

Figure 13 and Figure 14 are part of the enterprise standards of the Standards Association of Yantai Development Zone, Shandong Province, China, and their contents are roughly as follows;

Instructions for the establishment of the Changqing gasoline alternative fuel enterprise standard; this fuel is an Evergreen gasoline alternative fuel, which can be used directly as a vehicle fuel or mixed with any amount of gasoline. Yantai Development Zone Standards Association was entrusted by Korea REMEGX CO., LTD. to write standards. In the process of writing, three tests and verifications have been carried out successively, and more than 10 revisions have been made to the standard manuscript, filling in and seeking opinions. Many revisions have been made to the nuclear test requirements, and finally this style is formed, which is to be submitted as a draft for approval.

All indicators of this standard have reached the standard of "Urban Vehicles" and because of this standard, it belongs to the international advanced level. The product puts forward higher requirements for environmental protection and has good long-term benefits. Compared with GB17930-1999 (unleaded gasoline for vehicles), this standard has many indicators due to this standard, and after application, it can save natural oil and alleviate the contradiction of China's insufficient oil resources. It is a better alternative fuel for gasoline.

Minutes of the Evergreen Gasoline Alternative Fuel Enterprise Standard Approval Meeting; Yantai Development Zone Standard Metrology Association was entrusted to invite relevant experts from Petroleum University and Qilu Petrochemical Company Research Institute to form an enterprise standard approval team to approve the Evergreen Gasoline Alternative Fuel Enterprise Standard. The experts listened to the enterprise standard preparation instructions, referred to the technical indicators provided by Korea REMEGX company and the inspection report of this product, carefully reviewed the enterprise standard draft according to GB/T1.1 and GB/T1.2, and put forward the following revise opinion.

After approval and necessary revisions, the enterprise standard is more in line with the requirements of GB/T1.1 and GB/T1.2. The indicators required in the standard are safe and reliable, and the test method is feasible. It can be used as the basis for production and inspection, and it is agreed to report for the record. After the enterprise is formally established and the relevant necessary permits are obtained, production can be organized according to this standard. Enterprise Standard Validation Group

The effect of the invention

The basic conditions for alternative fuels are sufficient raw materials, economy, safety and long-term supply.

The reasons why it is suitable for alternative fuels are: first, methanol at room temperature is in a liquid state, which is easier to manage than hydrogen or natural gas; second, because it can deal with the original technology, the development period is shorter than other alternative fuels; third, the molecular structure is carbon Oxygen compounds with few components produce less carbon monoxide (CO) and hydrocarbons (HC) during combustion. Fourth, due to the manufacturing technology of natural gas, coal or wood, etc., the raw materials are abundant, and fifth, the unit price is cheap and economical. In addition, methanol is easy to manage for transportation and storage because it is in a liquid state at room temperature. It has a relatively large internal cooling effect, burns at a lower temperature than gasoline, and produces less nitrogen oxides (NOx) than gasoline.

Therefore, the reformed methanol fuel of the present invention based on methanol has excellent characteristics as an alternative fuel.

Also, the reformed methanol fuel of the present invention can be used directly without structural changes on the original automobile engine or fuel supply system, and can be mixed with gasoline.

And if the reformed methanol fuel of the present invention is used, less harmful gas (carbon monoxide: CO, hydrocarbon: HC, nitrogen oxides: NOx) is emitted than gasoline. Therefore, the reformed methanol fuel of the present invention is an environmentally friendly fuel that reduces air pollution, and is a next-generation clean fuel that replaces gasoline.

Claims (1)

1. The weight ratio of each component in the weight of the fuel is different Methanol 53±3% Isobutanol 2±2% Toluene 3±3% Xylene 4±3% C ₆ H ₃ (CH ₃ ) ₃ 3±3% Naphtha 35±6% Methanol-improved fuel in which the total weight ratio of each component is 100%.

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