Literature, ExxonMobil and Toyota as Co-authors/media/global/files/energy-and... · Literature,...

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Literature, ExxonMobil and Toyota as Co-authors

Title Abstract Corporate Source

1 Onboard Gasoline Separation for Improved Vehicle Efficiency

ExxonMobil, Corning and Toyota have collaborated on an Onboard Separation System (OBS) to improve gasoline engine efficiency and performance. OBS is a membrane based process that separates gasoline into higher and lower octane fractions, allowing optimal use of fuel components based on engine requirements. [CONT.]

(1)ExxonMobil Research and Engineering, United States (2)Weissman Strategic Analysis L.L.C., Japan (3)Toyota Motor Corp., Japan (4)Corning Inc., United States

2 Onboard Gasoline Separation for Improved Vehicle Efficiency

ExxonMobil, Corning and Toyota have collaborated on an Onboard Separation System (OBS) to improve gasoline engine efficiency and performance. OBS is a membrane based process that separates gasoline into higher and lower octane fractions, allowing optimal use of fuel components based on engine requirements. [CONT.]

(1)ExxonMobil Research and Engineering (2)Weissman Strategic Analysis L.L.C. (3)Toyota Motor Corp. (4)Corning Inc.

3 FAME Blended Diesel Fuel Impacts on Engine/Vehicle Systems

The impact of fatty acid methyl ester (FAME) blended diesel fuel on engine/vehicle systems was comprehensively investigated by vehicle, laboratory and engine tests. In this study, 20% FAME blended fuel (B20) was mainly used and soy bean oil methyl ester (SME) was primarily selected as the FAME. Vehicle testing with long-term fuel storage in vehicle fuel tanks was conducted, considering the most severe conditions in market use [CONT.]

(1)TonenGeneral Sekiyu, Japan Petroleum Energy Center, Japan (2)Toyota Motor Corporation, Japan (3)ExxonMobil Research and Engineering Co., United States of America

4 Anti- Combustion Deposit Fuel Development for 2009 Toyota Formula One Racing Engine

Toyota participated in Formula Onesup1 (F1) Racing from 2002 to 2009. As a result of the downturn in the world economy, various engine developments within F1 were restricted in order to reduce the cost of competing in F1. The limit on the maximum number of engines allowed has decreased year by year. Toyota focused on the engine performance deterioration due to the combustion chamber deposits. [CONT.]

(1)Toyota Motor Corp. (2)Toyota Motorsport GmbH (3)Toyota Central R&D Labs., Inc. (4)ExxonMobil Research & Engineering Co.

5 FAME Blended Diesel Fuel Impacts on Engine/Vehicle Systems

The impact of fatty acid methyl ester (FAME) blended diesel fuel on engine/vehicle systems was comprehensively investigated by vehicle, laboratory and engine tests. In this study, 20% FAME blended fuel (B20) was mainly used and soy bean oil methyl ester (SME) was primarily selected as the FAME. Vehicle testing with long-term fuel storage in vehicle fuel tanks was conducted, considering the most severe conditions in market use [CONT.]

(1)TonenGeneral Sekiyu (2)Toyota Motor Corp. (3)ExxonMobil Research & Engineering Co.

6 An investigation of high load (compression ignition) operation of the "naphtha engine" - a combustion strategy for low well-to-wheel CO2 emissions

A computational and experimental study has been carried out to assess the high load efficiency and emissions potential of a combustion system designed to operate on low octane gasoline (or naphtha). The "naphtha engine" concept utilizes spark ignition at low load, HCCI at intermediate load, and

(1)Toyota Central Research and Development Laboratories Inc., Japan (2)Toyota Motor Corporation, Japan (3)ExxonMobil Research and Engineering, United States of America

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compression ignition at high load; this paper focuses on high load (compression ignition) operation. [CONT.]

7 An investigation of high load ( compression ignition ) operation of the "naphtha engine" - a combustion strategy for low well-to-wheel CO2 emissions

Rechnergestuetzte und experimentelle Studie zu Wirkungsgrad und Abgasen bei Hochlast eines Verbrennungssystems fuer Benzin mit kleiner Oktanzahl. Der Motor verwendet Zuendkerzenzuendung bei Niederlast, HCCI bei Mittellast und Kompressionszuendung bei Hochlast. Es werden drei Kraftstoffe unterschiedlicher Cetanzahl eingesetzt. Einfache Einspritzung nahe OT fuehrt bei Hochlast zu ueberlauten Verbrennungsgeraeuschen, die die maximale Leistung begrenzen [CONT.]

Toyota Central Research and Development Lab.,JP; Toyota Motor,JP; ExxonMobil Res.a.Engng.,US

8 An Investigation of High Load (Compression Ignition) Operation of the "Naphtha Engine" - a Combustion Strategy for Low Well-to-Wheel CO2 Emissions

A computational and experimental study has been carried out to assess the high load efficiency and emissions potential of a combustion system designed to operate on low octane gasoline (or naphtha). The "naphtha engine" concept utilizes spark ignition at low load, HCCI at intermediate load, and compression ignition at high load; this paper focuses on high load (compression ignition) operation. [CONT.]

(1)Toyota Central Research and Development Laboratories Inc. (2)Toyota Motor Corporation (3)ExxonMobil Research and Engineering

9 New four-stroke diesel engine oil standards for japanese market : JASO DH-2 and DL-1 Journal of fuels and lubricants

This paper reviews the development of the new four-stroke diesel engine oil standards, JASO DH-2 and DL-1 (JASO M335-05) for Japanese automotive diesel engines equipped with after treatment devices, e.g. Diesel Particulate Filter (DPF) to meet the new long-term emissions regulations. These standards have been introduced in Japan in April 2005. [CONT.]

Isuzu Motors, Ltd, Japan; Showa Shell Sekiyu K.K, Japan; Nissan Motor Co., Ltd, Japan; Toyota Motor Corp, Japan; Hino Motors, Ltd, Japan; Nissan Diesel Motor Co., Ltd, Japan; Mazda Motor Corp, Japan; Mitsubishi Fuso Truck & Bus Corp, Japan; Japan Energy Corp, Japan; Nippon Oil Co., Ltd, Japan; Idemitsu Kosan Co., Ltd, Japan; TonenGeneral Sekiyu K.K, Japan; ExxonMobil Yugen K, Japan; Cosmo Oil Lubricants Co [CONT.]

10 Effect of the Hydrocarbon Molecular Structure in Diesel Fuel on the In-Cylinder Soot Formation and Exhaust Emissions

Evaluations of diesel fuel effects on combustion and exhaust emissions in single-cylinder, direct-injection diesel engines led to the unexpected result that a Swedish 'class 1' fuel generated more particulate matter (PM) than a fuel denoted 'improved,' even though 'class 1' fuel had much lower distillation temperatures, aromatic concentration, sulfur level, and density than the 'improved' fuel. [CONT.]

(1)Toyota Central Research and Development Laboratories (2)ExxonMobil Research and Engineering Co.

11 An integrated approach for creating model diesel fuels

This paper describes a methodology that has been developed to facilitate a detailed study of molecular composition effects on particulate matter emissions in advanced diesel engines. This includes a sophisticated numerical optimization algorithm to formulate well-characterized diesel fuel blends and an analytical method to characterize diesel fuels more accurately than previously possible. [CONT.]

(1)Corporate Strategic Research Lab., ExxonMobil Research and Engineering, 1545 Route 22 East, Annandale, NJ 08801, United States of America (2)Chem./Biochemical Eng. Department, The State University of New Jersey, Piscataway, NJ 08854, United States of America (3)ExxonMobil Proc. Res. Laboratories, Baton Rouge, LA 70821, United States of America (4)Toyota Ctrl. Res./Devmt. Lab., Inc., Nagagute, Aichi 480-1192, Japan [CONT.]

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12 Fuel octane and composition effects on efficiency and emissions on a high compression ratio SIDI engine Die Effekte von Oktanzahl und Zusammensetzung des Benzins auf den Wirkungsgrad und die Abgasemissionen eines hoch verdichteten Ottomotors mit direkter Einspritzung.

Bei geringer Last und Schichtladungsbetrieb fuehrte ein Benzin mit geringer Oktanzahl ( RON 84 ) in einem hoch verdichteten ( 13:1 ) Ottomotor mit direkter Einspritzung zu erhoehtem thermischem Wirkungsgrad und weniger HC-Emissionen als RON 91 Benzin. Das Indikatordiagramm zeigt eine Waermefreisetzung in zwei Stufen und legt damit eine durch die Zuendkerze induzierte Kompressionszuendung nahe. [CONT.]

Toyota Central Research and Development Lab.,JP; Toyota Motor,JP; ExxonMobil,US

13 Fuel octane and composition effects on efficiency and emissions in a high compression ratio SIDI engine Journal of fuels and lubricants

The effects of fuel octane have been assessed on the efficiency and emissions of a high compression ratio (.epsilon.=13) spark ignition direct injection (SIDI) engine. Under low load stratified operation (1200 rpm, .eqvsim.20% load), a low octane fuel (RON=84, comprised of toluene, iso-octane, and n-heptane) yielded higher brake thermal efficiency and significantly lower hyd carbon emissions than a base gasoline (RON=91) [CONT.]

Toyota Central Research and Development Laboratories Inc, Japan; Toyota Motor Corporation, Japan; ExxonMobil Research and Engineering, Japan

14 Fuel Octane and Composition Effects on Efficiency and Emissions in a High Compression Ratio SIDI Engine

The effects of fuel octane have been assessed on the efficiency and emissions of a high compression ratio (.epsilon.=13) spark ignition direct injection (SIDI) engine. Under low load stratified operation (1200 rpm, ~20% load), a low octane fuel (RON=84, comprised of toluene, iso-octane, and n-heptane) yielded higher brake thermal efficiency and significantly lower hydrocarbon emissions than a base gasoline (RON=91) [CONT.]


15 Fuel effects on SIDI efficiency and emissions Einfluesse von Kraftstoffeigenschaften auf Leistungen und Abgasemissionen eines direkteinspritzenden Ottomotors.

In diesem Artikel werden die Ergebnisse einer experimentellen Messreihe vorgestellt, bei der man Einfluesse verschiedener Kraftstoffeigenschaften auf das Betriebsverhalten eines direkteinspritzenden Ottomotors untersuchte. Es handelte sich um den Prototypen eines 2 l Motors, der zur Abgasreinigung mit einem motornahen Dreiwege-Katalysator und einem zusaetzlichen NOx-Speicherkatalysator bestueckt war [CONT.]

ExxonMobil,US; Toyota Motor,JP

16 Effect of Hydrocarbon Molecular Structure in Diesel Fuel on In-Cylinder Soot Formation and Exhaust Emissions

Exhaust emissions and combustion characteristics from well-characterized diesel test fuels have been measured using two types of single-cylinder HSDI diesel engines. Data were collected at several fixed speed/load conditions representative of typical light-duty operating conditions and full-load performance (smoke-limited maximum torque) points. [CONT.]

(1)Toyota Central Research & Development Laboratories, Inc. (2)ExxonMobil Research & Engineering Co.

17 Fuel Effects on SIDI Efficiency and Emissions

Spark ignition direct injection (SIDI) engines have the potential to realize significant thermal efficiency improvements compared to conventional port fuel injection engines. The effects of fuel properties on efficiency and

(1)ExxonMobil Research and Engineering (2)Toyota Motor Corporation

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emissions have been investigated in a prototype of an Avensis Wagon equipped with a 2.0 liter, 4 cylinder spark ignition, direct injection (SIDI) engine designed to meet US 2000 emission standards [CONT.]

18 Mechanism of the smokeless rich diesel combustion by reducing temperature Mechanismus der rauchfreien, fetten Dieselverbrennung durch Verringerung der Temperatur.

Mit grossem Anteil gekuehlter Abgasrueckfuehrung kann bei stoechiometrischen und fetten Bedingungen die Dieselverbrennung ohne NOx-Emissionen und Rauch realisiert werden. Der Beitrag diskutiert Effekte abgesenkter Verbrennungstemperatur auf die Russbildung. 3D-CFD Ergebnisse zeigen zwischen ueblicher und rauchfreier Verbrennung kaum Unterschiede der Gemischbildung. [CONT.]


19 A comparison of extensional viscosity measurements from various RME rheometers

The transient uniaxial extensional viscosity .eta..sub.e of linear low density polyethylene (LLDPE) has been measured using the commercial Rheometric Scientific RME and the Muenstedt Tensile Rheometer in an effort to compare the performance of available extensional rheometers. The RME indicated a significant strain hardening of the LLDPE, especially at a strain rate of 1 s.sup.-.sup.1. [CONT.]

Department of Chemical Engineering and Materials Science, University of Minnesota, Minneapolis MN 55455-0431, United States; Department of Chemistry, University of Minnesota, Minneapolis MN 55455-0431, United States; Institut fuer Werkstoffwissenschaften, University of Erlangen, 91058 Erlangen, Germany, Federal Republic of; Institut fuer Kunststofftechnologie, University of Stuttgart, 70199 Stuttgart, Germany, Federal Republic of; Enichem Research Centre [CONT.]

20 Mechanism of the Smokeless Rich Diesel Combustion by Reducing Temperature

Recently, the smokeless rich diesel combustion had been demonstrated [1]. This can realize smokeless and NOx-less combustion by using a large amount of cooled EGR under a near stoichiometric and even in a rich operating condition. We focus on the effects of reducing diesel combustion temperature on soot reduction. [CONT.]

(1)Toyota Central R&D Labs. Inc. (2)Toyota Motor Corp. (3)ExxonMobil Research and Engineering Co.

21 Effect of hydrocarbon molecular structure on diesel exhaust emissions--1. Comparison of combustion and exhaust emission characteristics among representative diesel fuels

Effect of hydrocarbon molecular structure on diesel exhaust emissions--1. Comparison of combustion and exhaust emission characteristics among representative diesel fuels. Combustion and exhaust emission characteristics were compared among three representative diesel fuels, i.e., "Base", corresponding to a Japanese market fuel; "Improved"; and Swedish "Class-1" using a modern small and an optically accessible single-cylinder direct injection diesel engines [CONT.]

(1)Tokyo Central Research & Development Laboratories Inc (2)Toyota Motor Corp (3)Exxon Research & Engineering Co

22 Effect of hydrocarbon molecular structure on diesel exhaust emissions--2. Effect of branched and ring structures of paraffins on benzene and soot formation

Effect of hydrocarbon molecular structure on diesel exhaust emissions--2. Effect of branched and ring structures of paraffins on benzene and soot formation. The effect of diesel fuel chemical reactivity particulate matter (PM) formation was studied using a flow reactor and shock tube. Reaction products from the flow reactor pyrolysis of diesel fuels "Base", "Improved", and Swedish "Class-1" were analyzed by GC [CONT.]

(1)Toyota Central Research & Development Laboratories Inc (2)Toyota Motor Corp (3)Exxon Research & Engineering Co

23 Molecular weight growth chemistry and

Molecular weight growth chemistry and soot formation in [premixed] rich hexane [(n-hexane,

(1)Exxon Corporate Research (2)Toyota Central Research & Development

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soot formation in [premixed] rich hexane [(n-hexane, 2,3-dimethylbutane, 3-methylpentane, and cyclohexane) nominally one-dimensional flat flame] systems

2,3-dimethylbutane, 3-methylpentane, and cyclohexane) nominally one-dimensional flat flame] systems were investigated using molecular beam-MS to characterize stable and radical species (H, OH, CH3, C2H2, C3H3, C6H2, and C6H6) in the four flames. [CONT.]

Laboratories Inc

24 Effect of hydrocarbon molecular structure on diesel exhaust emissions part 1: Comparison of combustion and exhaust emissions among representative diesel fuels Wirkung der Molekularstruktur der Kohlenwasserstoffe auf die Abgasemissionen des Dieselmotors Teil 1: Vergleich von Verbrennung und Abgasen bei repraesentativen Kraftstoffen.

Vergleich von Verbrennung und Abgasemissionen dreier repraesentativer Dieseloele ( Base, Improved und Class-1 ) an einem modernen, kleinen und an einem optisch zugaenglichen 1-Zyl DI Dieselmotor. Bei fast allen Betriebsbedingungen war die Reihenfolge der Abgaspartikelmenge: Base groesser Class-1 groesser Improved. Class-1 erzeugte mehr Partikel, trotz weit geringerer Destillationstemperatur, Aromatengehalt, Schwefel und Dichte als Improved [CONT.]

Toyota Central Research and Development Lab.,JP; Toyota Motor,JP; Exxon Res.a.Dev.,US

25 Effect of hydrocarbon molecular structure on diesel exhaust emissions part 2: effect of branched and ring structures of paraffins on benzene and soot formation

Untersuchung der chemischen Reaktivitaet von Dieseloel und die Bildung von Abgaspartikeln in einem Stroemungsreaktor und einem Stosswellenrohr. Bei 850 C produzierte der Swedish Class-1 Kraftstoff die meisten Partikelvorstufen ( Benzol und Toluol ) trotz seinem geringen Aromatengehalt. Stroemungsreaktortests bei 850 C und 1000 C zeigen, dass verzweigte Paraffine ( die Class-1 besonders viel enthaelt ) bei Pyrolyse und Oxidation mehr Benzol produzieren als n-Paraffine [CONT.]


26 Molecular weight growth chemistry and soot formation in rich hexane systems

Exxon Res & Engn Co, Corp Res, Annandale, NJ 08801 USA; Toyota Cent Res & Dev Labs Inc, Aichi, Japan

27 Molecular weight growth chemistry and soot formation in rich hexane systems : Chemistry of diesel fuels

The work desribed here is aimed to better understand the role of paraffinic molecular structure on soot formation chemistry. Model n-paraffins, isoparaffins and cycloparaffins were chosen for each of the approaches discussed to study the impact of the molecular structure of the paraffin on molecular weight growth chemistry and soot formation

Exxon Corporate Research, Route 22 East, Annandale, NJ 08801, United States; Toyota Central Research & Development Laboratories, Inc., Aichi-ken, Japan American Chemical Society. Division of Petroleum Chemistry, Inc., United States (patr.)

28 Effect of Hydrocarbon Molecular Structure on Diesel Exhaust Emissions Part 1: Comparison of Combustion and Exhaust Emission Characteristics among

Combustion and exhaust emission characteristics were compared among three representative diesel fuels called "Base (corresponding to a Japanese market fuel)", "Improved" and Swedish "Class-1" using both a modern small and an optically accessible single-cylinder DI diesel engines. In these tests, the relative amount of PM collected in the

(1)Toyota Central Research & Development Laboratories, Inc. (2)Toyota Motor Corp. (3)Exxon Research & Engineering Co.

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Representative Diesel Fuels

exhaust was "Base" >"Class-1" >"Improved" at almost all of the operating conditions [CONT.]

29 Effect of Hydrocarbon Molecular Structure on Diesel Exhaust Emissions Part 2: Effect of Branched and Ring Structures of Paraffins on Benzene and Soot Formation

The effect of the chemical reactivity of diesel fuel on PM formation was investigated using a flow reactor and a shock tube. Reaction products from the flow-reactor pyrolysis of the three diesel fuels used for the engine tests in Part 1sup(1) ("Base", "Improved" and Swedish "Class-1") were analyzed by gas chromatography. [CONT.]

(1)Toyota Central R&D Labs., Inc. (2)Toyota Motor Corp. (3)Exxon Research & Engineering Co.

30 Engine testing comparison of the relative oxidation stability performance of two [fully formulated] engine oils

Engine testing comparison of the relative oxidation stability performance of two [fully formulated] engine oils was made by following the increase in oil kinematic viscosity. The study determined the cause of the completely opposite ranking of the oxidation stability of the two oils in the ASTM Sequence IIIE engine test and the JASO M333 93 engine test, and determined the degree of correlation of the two engine tests with the field test [CONT.]

(1)Exxon Research & Engineering Co (2)Toyota Motor Corp

31 Engine testing comparison of the relative oxidation stability performance of two engine oils Ein Vergleich der relativen Oxidationsstabilitaet zweier Motoroele anhand von Motortests.

Die Oxidationsstabilitaet eines Motoroels wird in den USA anhand des ASTM IIIE-Testverfahrens ermittelt, in Japan gemaess dem JASO M333-Test. Die Ergebnisse dieser beiden Testverfahren sind jedoch nicht vergleichbar, denn fuer eine Oelsorte werden voellig unterschiedliche Werte fuer die relative Oxidationsstabilitaet des Oels erhalten. [CONT.]

Exxon,US; Toyota Motor JP; Esso Sekiyu Kabushiki Kaisha,JP

32 Engine Testing Comparison of the Relative Oxidation Stability Performance of Two Engine Oils

The relative oxidation stability of two fully formulated engine oils was compared in three testing methods by following the increase in kinematic viscosity of the oil. The purpose of the study was to determine the cause of the completely opposite ranking of the oxidation stability of the two oils that was observed in the ASTM Sequence IIIE engine test and the JASO M333 93 engine test and to determine the degree of correlation the two engine tests had with the field [CONT.]

(1)Exxon Research & Engineering Co. (2)Toyota Motor Corp. (3)Esso Sekiyu Kabushiki Kaisha

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Compendex (COMP)

Onboard Gasoline Separation for Improved Vehicle Efficiency Author(s): Partridge Randall D.(1); Weissman Walter(2); Ueda Takanori(3); Iwashita Yoshihiro(3); Johnson Paul(4); Kellogg George(4) Corporate Source

(1)ExxonMobil Research and Engineering, United States (2)Weissman Strategic Analysis L.L.C., Japan (3)Toyota Motor Corp., Japan (4)Corning Inc., United States

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Source: SAE International Journal of Fuels and Lubricants (2014), Volume 7, Number 2, pp. 366-378, 22 refs. ISSN: 1946-3952 E-ISSN: 1946-3960 DOI: 10.4271/2014-01-1200 Published by: SAE International Document Type: Journal; Article Language: English

Abstract ExxonMobil, Corning and Toyota have collaborated on an Onboard Separation System (OBS) to improve gasoline engine efficiency and performance. OBS is a membrane based process that separates gasoline into higher and lower octane fractions, allowing optimal use of fuel components based on engine requirements. The novel polymer-ceramic composite monolith membrane has been demonstrated to be stable to E10 gasoline, while typically providing 20% yield of 100 RON product when using RUL 92 RON gasoline. The OBS system makes use of wasted exhaust energy to effect the fuel separation and provides a simple and reliable means for managing the separated fuels that has been demonstrated using several generations of dual fuel test vehicles. Potential applications include downsizing to increase fuel economy by 10% while maintaining performance, and with turbocharging to improve knock resistance. Copyright .COPYRGT. 2014 SAE International.

EI COMPENDEX

2014-2717903939

COPYRIGHT 2015 EEI on STN.


Compendex (COMP)

Onboard Gasoline Separation for Improved Vehicle Efficiency Author(s): Partridge, Randall D.(1); Weissman, Walter(2); Ueda, Takanori(3); Iwashita, Yoshihiro(3); Johnson, Paul(4); Kellogg, George(4) Corporate Source

(1)ExxonMobil Research and Engineering (2)Weissman Strategic Analysis L.L.C. (3)Toyota Motor Corp. (4)Corning Inc.

Source: 14@V123 (SAE Int. J. Fuels Lubr.) (1 Apr 2014) Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Conference: SAE 2014 World Congress & Exhibition, Detroit, Michigan, United States, 8 Apr 2014 Secondary Source: V123-4EJ Document Type: Conference Article; (Paper) Language: English

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Abstract ExxonMobil, Corning and Toyota have collaborated on an Onboard Separation System (OBS) to improve gasoline engine efficiency and performance. OBS is a membrane based process that separates gasoline into higher and lower octane fractions, allowing optimal use of fuel components based on engine requirements. The novel polymer-ceramic composite monolith membrane has been demonstrated to be stable to E10 gasoline, while typically providing 20% yield of ~100 RON product when using RUL 92 RON gasoline. The OBS system makes use of wasted exhaust energy to effect the fuel separation and provides a simple and reliable means for managing the separated fuels that has been demonstrated using several generations of dual fuel test vehicles. Potential applications include downsizing to increase fuel economy by ~10% while maintaining performance, and with turbocharging to improve knock resistance.

EI COMPENDEX

2014:1977



Compendex (COMP)

FAME Blended Diesel Fuel Impacts on Engine/Vehicle Systems Author(s): Kono Naoki(1); Yamamori Kazuo(2); Furukawa Takafumi(2); Noorman Mike(3) Correspondence(s): Kono N.(1) Corporate Source

(1)TonenGeneral Sekiyu, Japan Petroleum Energy Center, Japan (2)Toyota Motor Corporation, Japan (3)ExxonMobil Research and Engineering Co., United States of America

Source: SAE International Journal of Fuels and Lubricants (Jan 2012), Volume 5, Number 1, pp. 163-179, 32 refs. ISSN: 1946-3952 E-ISSN: 1946-3960 DOI: 10.4271/2011-01-1944 Published by: SAE International, 400 Commonwealth Drive, PA 15096-0001, Warrendale, United States of America Document Type: Journal; Article Language: English

Abstract The impact of fatty acid methyl ester (FAME) blended diesel fuel on engine/vehicle systems was comprehensively investigated by vehicle, laboratory and engine tests. In this study, 20% FAME blended fuel (B20) was mainly used and soy bean oil methyl ester (SME) was primarily selected as the FAME. Vehicle testing with long-term fuel storage in vehicle fuel tanks was conducted, considering the most severe conditions in market use. Laboratory and engine tests were also conducted to better understand the vehicle test results. In the vehicle test, engine startability, idle roughness and fuel injection control

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were evaluated using nine vehicles with plastic or metal fuel tanks. All vehicles showed no problems up to 7 months. While five vehicles with plastic fuel tank did not show any problems throughout the test period up to 18 months, four vehicles with metal fuel tanks experienced malfunctions in engine start or fuel injection control following 8, 13, 13 and 18 months respectively. All problems experienced in the vehicles with metal tanks resulted from insufficient and unstable fuel pressure at common-rail of fuel system. The insufficient and unstable fuel pressure was caused by sticking of the suction control valve (SCV) in the fuel pump unit due to compounds accumulated on the SCV needle surface. Ester compound which is considered to be polymerized FAME was commonly observed in the accumulated compounds. Carboxylic acid salt was also detected as a component of the accumulated compounds. In one vehicle, rust was also detected in the accumulated compounds on SCV as well as inside of fuel injector. The five vehicles with plastic fuel tanks demonstrated no problems up to 18 months, though small amount of ester compounds, carboxylic acid salts and rust were detected on the inner surface of the SCV body of one of the plastic fuel tank vehicles. From the laboratory tests, it was found that carboxylic acids, carboxylic acid salts and polymerized SME can be formed when SME-blended diesel fuel was oxidized. Regarding the potential metal sources of the carboxylic acid salts, it was found that not only metal components but also some elastomers used in the fuel system release metals to the fuel. From the engine testing based on an industrial standard test protocol to assess engine torque loss owing to deposit formation, no significant engine torque loss was observed among fuels with various oxidation conditions regarding acid concentrations and Rancimat Induction Period values. .COPYRGT. 2011 Society of Automotive Engineers of Japan, Inc. and SAE International.

EI COMPENDEX

2012-1414931158



Compendex (COMP)

Anti- Combustion Deposit Fuel Development for 2009 Toyota Formula One Racing Engine Author(s): Takeuchi, Kazuo(1); Pfeilmaier, Peer(2); Esaki, Yasuo(3); Choi, Eugine(4) Corporate Source

(1)Toyota Motor Corp. (2)Toyota Motorsport GmbH (3)Toyota Central R&D Labs., Inc. (4)ExxonMobil Research & Engineering Co.

Source: (30 Aug 2011) ISSN: 0148-7191 Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Source Note: Other Number: JSAE Technical Paper No. 20119263 Conference: SAE International Powertrains, Fuels and Lubricants Meeting, Kyoto,

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Japan, 30 Aug 2011 Document Type: Conference Article; (Paper) Language: English

Abstract Toyota participated in Formula Onesup1 (F1) Racing from 2002 to 2009. As a result of the downturn in the world economy, various engine developments within F1 were restricted in order to reduce the cost of competing in F1. The limit on the maximum number of engines allowed has decreased year by year. Toyota focused on the engine performance deterioration due to the combustion chamber deposits. In 2009, Toyota was successful in reducing around 40% of the deterioration by making combustion chamber cleaner in cooperation with ExxonMobil. This contributed to good result of 2009 F1 season for Toyota, including two second place finishes.

EI COMPENDEX

2011:4472



Compendex (COMP)

FAME Blended Diesel Fuel Impacts on Engine/Vehicle Systems Author(s): Kono, Naoki(1); Yamamori, Kazuo(2); Furukawa, Takafumi(2); Noorman, Mike(3) Corporate Source

(1)TonenGeneral Sekiyu (2)Toyota Motor Corp. (3)ExxonMobil Research & Engineering Co.

Source: 12@V121 (SAE Int. J. Fuels Lubr. SAE Int. J. Fuels Lubr.)13@V121 (SAE Int. J. Fuels Lubr. SAE Int. J. Fuels Lubr.) (30 Aug 2011) Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Source Note: Other Number: JSAE Technical Paper No. 20119375 Conference: SAE International Powertrains, Fuels and Lubricants Meeting, Kyoto, Japan, 30 Aug 2011 Secondary Source: V121-4EJV121-4 Document Type: Conference Article; (Paper) Language: English

Abstract The impact of fatty acid methyl ester (FAME) blended diesel fuel on engine/vehicle systems was comprehensively investigated by vehicle, laboratory and engine tests. In this study, 20% FAME blended fuel (B20) was mainly used and soy bean oil methyl ester (SME) was primarily selected as the FAME. Vehicle testing with long-term fuel storage in vehicle fuel tanks was conducted, considering the most severe conditions in market use. Laboratory and engine tests were also conducted to better understand the vehicle test

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results. In the vehicle test, engine startability, idle roughness and fuel injection control were evaluated using nine vehicles with plastic or metal fuel tanks. All vehicles showed no problems up to 7 months. While five vehicles with plastic fuel tank did not show any problems throughout the test period up to 18 months, four vehicles with metal fuel tanks experienced malfunctions in engine start or fuel injection control following 8, 13, 13 and 18 months respectively. All problems experienced in the vehicles with metal tanks resulted from insufficient and unstable fuel pressure at common-rail of fuel system. The insufficient and unstable fuel pressure was caused by sticking of the suction control valve (SCV) in the fuel pump unit due to compounds accumulated on the SCV needle surface. Ester compound which is considered to be polymerized FAME was commonly observed in the accumulated compounds. Carboxylic acid salt was also detected as a component of the accumulated compounds. In one vehicle, rust was also detected in the accumulated compounds on SCV as well as inside of fuel injector. The five vehicles with plastic fuel tanks demonstrated no problems up to 18 months, though small amount of ester compounds, carboxylic acid salts and rust were detected on the inner surface of the SCV body of one of the plastic fuel tank vehicles. From the laboratory tests, it was found that carboxylic acids, carboxylic acid salts and polymerized SME can be formed when SME-blended diesel fuel was oxidized. Regarding the potential metal sources of the carboxylic acid salts, it was found that not only metal components but also some elastomers used in the fuel system release metals to the fuel. From the engine testing based on an industrial standard test protocol to assess engine torque loss owing to deposit formation, no significant engine torque loss was observed among fuels with various oxidation conditions regarding acid concentrations and Rancimat Induction Period values.

EI COMPENDEX

2011:4452



Compendex (COMP)

An investigation of high load (compression ignition) operation of the "naphtha engine" - a combustion strategy for low well-to-wheel CO2 emissions Author(s): Akihama Kazuhiro(1); Kosaka Hidemasa(1); Hotta Yoshihiro(1); Nishikawa Kazuaki(1); Inagaki Kazuhisa(1); Fuyuto Takayuki(1); Iwashita Yoshihiro(2); Farrell John T.(3); Weissman Walt(3) Correspondence(s): Akihama K.(1) Corporate Source

(1)Toyota Central Research and Development Laboratories Inc., Japan (2)Toyota Motor Corporation, Japan (3)ExxonMobil Research and Engineering, United States of America

Source: SAE International Journal of Fuels and Lubricants (Apr 2009), Volume 1, Number 1, pp. 920-932, 18 refs. ISSN: 1946-3952 E-ISSN: 1946-3960 Published by: SAE International,

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400 Commonwealth Drive, PA 15096-0001, Warrendale, United States of America Document Type: Journal; Article Language: English

Abstract A computational and experimental study has been carried out to assess the high load efficiency and emissions potential of a combustion system designed to operate on low octane gasoline (or naphtha). The "naphtha engine" concept utilizes spark ignition at low load, HCCI at intermediate load, and compression ignition at high load; this paper focuses on high load (compression ignition) operation. Experiments were carried out in a single cylinder diesel engine with compression ratio of 16 and a common rail injector/fuel delivery system. Three fuels were examined: a light naphtha (RON 59, CN 34), heavy naphtha (RON 66, CN 31), and heavy naphtha additized with cetane improver (CN 40). With single fuel injection near top dead center (TDC) (diesel-like combustion), excessive combustion noise is generated as the load increases. This noise limits the maximum power, in agreement with the CFD predictions. The noise-limited maximum power increases somewhat with the use of single pilot injection. Operation at peak loads comparable to conventional light duty diesel power levels requires a "split combustion" approach that utilizes a widely-separated pilot and main injection. The engine results show good performance and efficiency at low speeds across medium to high loads. High speed operation of split combustion is limited to engine speeds of < 2700 rpm due to insufficient ignitability of the naphthas even when cetane improver is added. While the large amount of premixed combustion at low and medium loads results in low NOx and PM emissions, high (diesel-like) emissions are observed at high load with the split combustion approach. Thus, while the approach yields promising peak load levels and high efficiency operation speed and emission considerations limit the utility of this approach at present and further research is required to improve its attractiveness. .COPYRGT. 2008 SAE International.

EI COMPENDEX

2010-2413004372



Compendex (COMP)

An investigation of high load ( compression ignition ) operation of the "naphtha engine" - a combustion strategy for low well-to-wheel CO2 emissions Untersuchung des Hochlastbetriebs ( Kompressionszuendung ) des "Naphtha Motors" - eine Strategie der Verbrennung mit niederer Bilanz der CO2-Emissionen. Author(s): Akihama, K.; Kosaka, H.; Hotta, Y.; Nishikawa, K. Corporate Source

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Source: SAE-Paper; 2008-01-1599; 2008; p. 1-13, pp. 13, Zeichng./drwgs. 1, Diagr. 20, Tab. 7, Ref. 18; Original bei/available from DKF CODEN: YSAEP Document Type: Report Language: Englisch; English

Abstract Rechnergestuetzte und experimentelle Studie zu Wirkungsgrad und Abgasen bei Hochlast eines Verbrennungssystems fuer Benzin mit kleiner Oktanzahl. Der Motor verwendet Zuendkerzenzuendung bei Niederlast, HCCI bei Mittellast und Kompressionszuendung bei Hochlast. Es werden drei Kraftstoffe unterschiedlicher Cetanzahl eingesetzt. Einfache Einspritzung nahe OT fuehrt bei Hochlast zu ueberlauten Verbrennungsgeraeuschen, die die maximale Leistung begrenzen. Fuer einen Betrieb entsprechend einem Leichtlastdieselmotor ist eine geteilte Einspritzung notwendig. Bei niederen und mittleren Drehzahlen sind Betriebsverhalten und Wirkungsgrad gut.

EI COMPENDEX

200907230904



Compendex (COMP)

An Investigation of High Load (Compression Ignition) Operation of the "Naphtha Engine" - a Combustion Strategy for Low Well-to-Wheel CO2 Emissions Author(s): Akihama, Kazuhiro(1); Kosaka, Hidemasa(1); Hotta, Yoshihiro(1); Nishikawa, Kazuaki(1); Inagaki, Kazuhisa(1); Fuyuto, Takayuki(1); Iwashita, Yoshihiro(2); Farrell, John T.(3); Weissman, Walt(3) Corporate Source


Source: 09@V117 (SAE Int. J. Fuels Lubr.) (23 Jun 2008) Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Conference: 2008 SAE International Powertrains, Fuels and Lubricants Congress, Shanghai, China, 23 Jun 2008 Secondary Source: V117-4 Document Type: Conference Article; (Paper) Language: English

Abstract

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A computational and experimental study has been carried out to assess the high load efficiency and emissions potential of a combustion system designed to operate on low octane gasoline (or naphtha). The "naphtha engine" concept utilizes spark ignition at low load, HCCI at intermediate load, and compression ignition at high load; this paper focuses on high load (compression ignition) operation. Experiments were carried out in a single cylinder diesel engine with compression ratio of 16 and a common rail injector/fuel delivery system. Three fuels were examined: a light naphtha (RON~59, CN~34), heavy naphtha (RON~66, CN~31), and heavy naphtha additized with cetane improver (CN~40). With single fuel injection near top dead center (TDC) (diesel-like combustion), excessive combustion noise is generated as the load increases. This noise limits the maximum power, in agreement with the CFD predictions. The noise-limited maximum power increases somewhat with the use of single pilot injection. Operation at peak loads comparable to conventional light duty diesel power levels requires a "split combustion" approach that utilizes a widely-separated pilot and main injection. The engine results show good performance and efficiency at low speeds across medium to high loads. High speed operation of split combustion is limited to engine speeds of < 2700 rpm due to insufficient ignitability of the naphthas even when cetane improver is added. While the large amount of premixed combustion at low and medium loads results in low NOx and PM emissions, high (diesel-like) emissions are observed at high load with the split combustion approach. Thus, while the approach yields promising peak load levels and high efficiency operation speed and emission considerations limit the utility of this approach at present and further research is required to improve its attractiveness.

EI COMPENDEX

2008:3403



PASCAL (PASCAL)

New four-stroke diesel engine oil standards for japanese market : JASO DH-2 and DL-1 Journal of fuels and lubricants Accession Number: 2006-0151365 Author: HOSHINO Takashi; KUBO Koichi; NAKAMURA K.; YAMASHITA M.; HASHIMOTO T.; TOMIZAWA K.; UKAI T.; IWAMOTO S.; YAMAMOTO H.; NAITOH Y.; YASHIMA H.; UEDA K.; NEMOTO S.; ISHIKAWA T.; YAMADA K.; SUZUKI T.; NEGISHI T.; KOTAKA K.; TAKEOKA K.; TAKAGI K.; OKUBO M.; YASUDA K.; KAMITAMARI T.; TAWA K. HURLEY Ronald G. (ed.) Corporate Source: Isuzu Motors, Ltd, Japan; Showa Shell Sekiyu K.K, Japan; Nissan Motor Co., Ltd, Japan; Toyota Motor Corp, Japan; Hino Motors, Ltd, Japan; Nissan Diesel Motor Co., Ltd, Japan; Mazda Motor Corp, Japan; Mitsubishi Fuso Truck & Bus Corp, Japan; Japan Energy Corp, Japan; Nippon Oil Co., Ltd, Japan; Idemitsu Kosan Co., Ltd, Japan; TonenGeneral Sekiyu K.K, Japan; ExxonMobil Yugen K, Japan; Cosmo Oil Lubricants Co., Ltd, Japan; Infineum

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Japan Ltd, Japan; Afton Chemical Japan Corp, Japan; ChevronTexaco Japan Ltd. Oronite, Japan; Lubrizol Japan Ltd, Japan; Japan Lubricating Oil Society, Japan; Japan Automobile Manufacturers Association, Japan; Petroleum Association of Japan, Japan Diesel Oil Working Group of PAJ/JAMA Engine Oil Subcommittee, Japan Country: United States Source: SAE transactions, (2005), 114(4), 1323-1333, 9 refs. ISSN: 0096-736X Document Type: Journal Language: English

Abstract This paper reviews the development of the new four-stroke diesel engine oil standards, JASO DH-2 and DL-1 (JASO M335-05) for Japanese automotive diesel engines equipped with after treatment devices, e.g. Diesel Particulate Filter (DPF) to meet the new long-term emissions regulations. These standards have been introduced in Japan in April 2005. The standards prescribe the minimum performance for engine oils conforming to Japan-made four-stroke diesel engines with aftertreatment devices using low sulfur diesel fuel (less than or equal to 0.005 mass % sulfur). The engine test requirements for these new standards are basically the same as those of the JASO DH-1 automotive diesel engine oil standard (JASO M-355 2000) to meet engine oil performances with soot dispersancy (ASTM D 5967-99), piston detergency (JASO M336-98), thermal and oxidation stability (ASTM Seq. IIIE and IIIF), and anti-wear performance (JASO M354-99). The specified bench tests measure hot surface deposit control, anti-foaming, volatility, anticorrosion, shear-stability, base number, and seal compatibility. Limits for chemical elements and sulfated ash are newly set to protect aftertreatment devices.

COPYRIGHT 2015 INIST-CNRS. ALL RIGHTS RESERVED.


Compendex (COMP)

Effect of the Hydrocarbon Molecular Structure in Diesel Fuel on the In-Cylinder Soot Formation and Exhaust Emissions Author(s): Nakakita, K(1); Akihama, K.(1); Weissman, W.(2); Farrell, J.(2) Corporate Source

(1)Toyota Central Research and Development Laboratories (2)ExxonMobil Research and Engineering Co.

Source: International Journal of Engine Research (1 Jan 2005), Volume 6, Number 3, pp. 187, 19 p. ISSN: 1468-0874 Published by: Institution of Mechanical Engineers, 1 Birdcage Walk, London, United Kingdom

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Document Type: Journal Language: English

Abstract Evaluations of diesel fuel effects on combustion and exhaust emissions in single-cylinder, direct-injection diesel engines led to the unexpected result that a Swedish 'class 1' fuel generated more particulate matter (PM) than a fuel denoted 'improved,' even though 'class 1' fuel had much lower distillation temperatures, aromatic concentration, sulfur level, and density than the 'improved' fuel. Little differences were observed in the combustion characteristics between these fuels, but detailed compositional analyses showed that 'class 1' fuel contains higher levels of cyclic and/or branched paraffins. Subsequent investigations in a laboratory flow reactor showed that 'class 1' fuel produces more soot precursors such as benzene and acetylene than the 'improved' fuel. In addition, experiments in a low-pressure laminar flame apparatus and shock tube with model (single-molecule) paraffin fuels showed that isoparaffins and cycloparaffins generate more soot precursors and soot than n-paraffins do. These results strongly suggested that the effect of molecular structure on exhaust PM formation should be more carefully examined. Therefore, a new series of investigations were performed to examine exhaust emissions and combustion characteristics in single-cylinder engines, with well-characterized test fuels having carefully controlled molecular composition and conventional distillation characteristics and cetane numbers (CNs). These investigations revealed the following. Firstly, under low and medium loads, cycloparaffins (naphthenes) have a higher PM formation tendency than isoparaffins and n-paraffins. Under high-load conditions, however, the paraffin molecular structure has a very small effect. Secondly, a highly n-paraffinic fuel does not yield PM reductions as high as expected, due to its high CN and corresponding shorter ignition lag, which initiates combustion under a state of insufficient fuel-air mixing. This finding was corroborated by laser-induced incandescence analyses. Thirdly, the lowest PM emissions were observed with a paraffinic fuel containing 55 percent isoparaffins and 39 percent n-paraffins. Fourthly, aromatics give higher soot and PM levels than paraffins do at high and medium load conditions. Smaller differences are observed at lower speeds and loads. Fifthly, the best fit to the PM emissions was obtained with an equation containing the regression variables CN, aromatic rings, and naphthene rings. This expression of the fuel effects in chemical terms allows well-to-wheel analyses of refining and vehicle impacts resulting from molecularly based fuel changes.

EI COMPENDEX

2005:8183

COPYRIGHT 2015 EEI on STN. DUPLICATE 1


Compendex (COMP)

17 | P a g e

An integrated approach for creating model diesel fuels Author(s): Androulakis Ioannis P.(1,2); Weisel Mark D.(1); Hsu Chang S.(1,3); Qian Kuangnan(1); Green Larry A.(1); Farrell John T.(1); Nakakita Kiyomi(4) Correspondence(s): Farrell J.T.(1) Corporate Source

(1)Corporate Strategic Research Lab., ExxonMobil Research and Engineering, 1545 Route 22 East, Annandale, NJ 08801, United States of America (2)Chem./Biochemical Eng. Department, The State University of New Jersey, Piscataway, NJ 08854, United States of America (3)ExxonMobil Proc. Res. Laboratories, Baton Rouge, LA 70821, United States of America (4)Toyota Ctrl. Res./Devmt. Lab., Inc., Nagagute, Aichi 480-1192, Japan EMAIL: [email protected]

Source: Energy and Fuels (Jan 2005), Volume 19, Number 1, pp. 111-119, 23 refs. CODEN: ENFUEM ISSN: 0887-0624 DOI: 10.1021/ef0498925 Published by: American Chemical Society Document Type: Journal; Article; Theoretical; Experimental Language: English

Abstract This paper describes a methodology that has been developed to facilitate a detailed study of molecular composition effects on particulate matter emissions in advanced diesel engines. This includes a sophisticated numerical optimization algorithm to formulate well-characterized diesel fuel blends and an analytical method to characterize diesel fuels more accurately than previously possible. These tools are described, together with application to the formulation of test fuels with identical boiling point distribution and cetane number, but differing molecular composition. Test results are discussed from an advanced high-speed direct injection diesel engine for several of these fuels, demonstrating the improved insight and understanding available from these combined techniques. .COPYRGT. 2005 American Chemical Society.

EI COMPENDEX

2005-088853203

COPYRIGHT 2015 EEI on STN. DUPLICATE 2


Compendex (COMP)

Fuel octane and composition effects on efficiency and emissions on a high compression ratio SIDI engine Die Effekte von Oktanzahl und Zusammensetzung des Benzins auf den Wirkungsgrad und die Abgasemissionen eines hoch verdichteten Ottomotors mit direkter Einspritzung.

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Author(s): Akihama, K.; Taki, M.; Takasu, S.; Ueda, T. Corporate Source

Toyota Central Research and Development Lab.,JP; Toyota Motor,JP; ExxonMobil,US

Source: SAE-Paper; 2004-01-1950; 2004; Direct Fuel Injection, Engine Diagnostics and New Developments ...; SAE Spec.Publ.; *; SP-1891; p. 127-137, pp. 11, Zeichng./drwgs. 1, Diagr. 21, Tab. 4, Ref. 19; Original bei/available from DKF CODEN: YA005 Document Type: Report Language: Englisch; English

Abstract Bei geringer Last und Schichtladungsbetrieb fuehrte ein Benzin mit geringer Oktanzahl ( RON 84 ) in einem hoch verdichteten ( 13:1 ) Ottomotor mit direkter Einspritzung zu erhoehtem thermischem Wirkungsgrad und weniger HC-Emissionen als RON 91 Benzin. Das Indikatordiagramm zeigt eine Waermefreisetzung in zwei Stufen und legt damit eine durch die Zuendkerze induzierte Kompressionszuendung nahe. Hochoktaniges RON 103 Benzin bei Hochlast und Vollgas erhoeht das Drehmoment im Vergleich zu reinem Isooktan ( RON 100 ) und Superbenzin mit RON 99 weit mehr, als alleine aufgrund der erhoehten Oktanzahl zu erwarten ist.

EI COMPENDEX

200502193001



PASCAL (PASCAL)

Fuel octane and composition effects on efficiency and emissions in a high compression ratio SIDI engine Journal of fuels and lubricants Accession Number: 2005-0362557 Author: AKIHAMA Kazuhiro; TAKI Masahiro; TAKASU Semon; UEDA Takanori; IWASHITA Yoshihiro; FARRELL John T.; WEISSMAN Walter HURLEY Ronald G. (ed.) Corporate Source: Toyota Central Research and Development Laboratories Inc, Japan; Toyota Motor Corporation, Japan; ExxonMobil Research and Engineering, Japan Country: United States Source: SAE transactions, (2004), 113(4), 1191-1201, 19 refs. ISSN: 0096-736X Document Type: Journal Language: English

Abstract

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The effects of fuel octane have been assessed on the efficiency and emissions of a high compression ratio (.epsilon.=13) spark ignition direct injection (SIDI) engine. Under low load stratified operation (1200 rpm, .eqvsim.20% load), a low octane fuel (RON=84, comprised of toluene, iso-octane, and n-heptane) yielded higher brake thermal efficiency and significantly lower hyd carbon emissions than a base gasoline (RON=91). The indicator diagram for the low octane fuel showed evidence for two stage heat release, suggesting the presence of spark induced compression ignition (SICI). These results suggest that higher efficiency under low load stratified conditions can be obtained with lower octane fuels that undergo SICI combustion. The effect of fuel octane under high load was assessed at WOT with a high RON model fuel (RON=103, comprised of toluene, iso-octane, and n-heptane). This high octane fuel exhibited a torque benefit compared to pure iso-octane (RON=100) and premium gasoline (RON=99) that is significantly greater than expected based on RON alone. The results suggest that a high RON fuel, in particular one that is high in aromatics, yields significant torque benefits under high load.



Compendex (COMP)

Fuel Octane and Composition Effects on Efficiency and Emissions in a High Compression Ratio SIDI Engine Author(s): Akihama, Kazuhiro(1); Taki, Masahiro(1); Takasu, Semon(1); Ueda, Takanori(2); Iwashita, Yoshihiro(2); Farrell, John T.(3); Weissman, Walter(3) Corporate Source


Source: (8 Jun 2004) ISSN: 0148-7191 Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Conference: 2004 SAE Fuels & Lubricants Meeting & Exhibition, Toulouse, France, 8 Jun 2004 Secondary Source: SP-1891V113-4 Document Type: Conference Article; (Paper) Language: English

Abstract The effects of fuel octane have been assessed on the efficiency and emissions of a high compression ratio (.epsilon.=13) spark ignition direct injection (SIDI) engine. Under low load stratified operation (1200 rpm, ~20% load), a low octane fuel (RON=84, comprised of toluene, iso-octane, and n-heptane) yielded higher brake thermal efficiency and significantly lower hydrocarbon emissions than a base gasoline (RON=91). The indicator diagram for the low octane fuel showed evidence for two stage heat release, suggesting

20 | P a g e

the presence of spark induced compression ignition (SICI). These results suggest that higher efficiency under low load stratified conditions can be obtained with lower octane fuels that undergo SICI combustion. The effect of fuel octane under high load was assessed at WOT with a high RON model fuel (RON=103, comprised of toluene, iso-octane, and n-heptane). This high octane fuel exhibited a torque benefit compared to pure iso-octane (RON=100) and premium gasoline (RON=99) that is significantly greater than expected based on RON alone. The results suggest that a high RON fuel, in particular one that is high in aromatics, yields significant torque benefits under high load.

EI COMPENDEX

2004:2976



Compendex (COMP)

Fuel effects on SIDI efficiency and emissions Einfluesse von Kraftstoffeigenschaften auf Leistungen und Abgasemissionen eines direkteinspritzenden Ottomotors. Author(s): Farrell, J.T.; Weissman, W.; Johnston, R.J.; Nishimura, J. Corporate Source

ExxonMobil,US; Toyota Motor,JP Source: SAE-Paper; 2003-01-3186; 2003; Gasoline Direct Injection Engine and Spark Ignition Performance; SAE Spec.Publ.; *; SP-1807; p. 191-209, pp. 19, Zeichng./drwgs. 4, Diagr. 46, Tab. 13, Ref. 26; Original bei/available from DKF CODEN: YA005 Document Type: Report Language: Englisch; English

Abstract In diesem Artikel werden die Ergebnisse einer experimentellen Messreihe vorgestellt, bei der man Einfluesse verschiedener Kraftstoffeigenschaften auf das Betriebsverhalten eines direkteinspritzenden Ottomotors untersuchte. Es handelte sich um den Prototypen eines 2 l Motors, der zur Abgasreinigung mit einem motornahen Dreiwege-Katalysator und einem zusaetzlichen NOx-Speicherkatalysator bestueckt war. Insgesamt wurden sieben Kraftstoffe mit gleicher Oktanzahl jedoch unterschiedlichem Gehalt an Aromaten, Olefinen und Ethanol getestet. Gemessen wurden der thermische Wirkungsgrad des Motors, sein Verbrauch und die Schadstoffmengen im Abgas.

EI COMPENDEX

200407187178


21 | P a g e


Compendex (COMP)

Effect of Hydrocarbon Molecular Structure in Diesel Fuel on In-Cylinder Soot Formation and Exhaust Emissions Author(s): Nakakita, Kiyomi(1); Ban, Hitoshi(1); Takasu, Semon(1); Hotta, Yoshihiro(1); Inagaki, Kazuhisa(1); Weissman, Walter(2); Farrell, John T.(2) Corporate Source

(1)Toyota Central Research & Development Laboratories, Inc. (2)ExxonMobil Research & Engineering Co.

Source: (19 May 2003) ISSN: 0148-7191 Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Source Note: Other Number: JSAE Technical Paper No. 20030059 Conference: 2003 JSAE/SAE International Spring Fuels and Lubricants Meeting, Yokohama, Japan, 19 May 2003 Secondary Source: V112-4 Document Type: Conference Article; (Paper) Language: English

Abstract Exhaust emissions and combustion characteristics from well-characterized diesel test fuels have been measured using two types of single-cylinder HSDI diesel engines. Data were collected at several fixed speed/load conditions representative of typical light-duty operating conditions and full-load performance (smoke-limited maximum torque) points. In addition, in-cylinder soot formation processes of these fuels were investigated via Laser Induced Incandescence (LII) using an optically accessible single-cylinder engine. The test fuels used in this study have been formulated with a sophisticated blending algorithm that systematically varies the hydrocarbon molecular structure in the fuels while maintaining the distillation characteristics of market diesel fuels. The following results have been obtained from this study. (1) The lowest PM emissions were observed with a fuel containing approximately 55% iso-paraffins and 39% n-paraffins with CN=52.5. Compared with the base fuel (corresponding to average market fuel in Japan), this fuel yields a 40 - 70% PM reduction and an increase in the maximum torque of approximately 8%. (2) A highly n-paraffinic fuel representative of a Fischer-Tropsch liquid did not yield PM reductions as high as expected. This is due to its very high cetane number (CN=80.5), resulting in a decreased ignition delay which initiates combustion before sufficient fuel-air mixing has occurred. This conclusion is corroborated by LII analyses of highly n-paraffinic fuels which show regions of high soot concentration in the burning fuel spray jet near the injector. (3) Under low and medium loads, cyclo-paraffins (naphthenes) have a higher PM formation tendency than iso- or n-paraffins. Under high load conditions, however, paraffin molecular structure has a very small effect on PM formation. (4) Aromatics have a higher soot/PM formation tendency than paraffins under all speed/load combinations investigated. A correlation of PM formation with fuel chemical composition has been developed from a statistical analysis of the data. Expressing the fuel effects in chemical terms allows well-to-wheel analyses of refining and vehicle impacts resulting from molecularly based fuel changes.

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EI COMPENDEX

2003:4749



Compendex (COMP)

Fuel Effects on SIDI Efficiency and Emissions Author(s): Farrell, J. T.(1); Weissman, W.(1); Johnston, R. J.(1); Nishimura, J.(1); Ueda, T.(2); Iwashita, Y.(2) Corporate Source

(1)ExxonMobil Research and Engineering (2)Toyota Motor Corporation

Source: (27 Oct 2003) ISSN: 0148-7191 Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Conference: SAE Powertrain & Fluid Systems Conference & Exhibition, Pittsburgh, Pennsylvania, United States, 27 Oct 2003 Secondary Source: SP-1807V112-4 Document Type: Conference Article; (Paper) Language: English

Abstract Spark ignition direct injection (SIDI) engines have the potential to realize significant thermal efficiency improvements compared to conventional port fuel injection engines. The effects of fuel properties on efficiency and emissions have been investigated in a prototype of an Avensis Wagon equipped with a 2.0 liter, 4 cylinder spark ignition, direct injection (SIDI) engine designed to meet US 2000 emission standards. The vehicle employed a close coupled three-way catalyst and a NOx storage and reduction catalyst. Seven matrix fuels were blended to the same RON with varying levels of aromatics, olefins, ethanol, and volatility. Relative thermal efficiency, fuel economy, and tailpipe emissions were measured for the matrix fuels and a base fuel under the FTP LA4 driving cycle. The engine was operated in a lean burn mode in light load condition for approximately half of the driving cycle. Fixed speed/load engine bench tests were also carried out for three of the matrix fuels to complement the vehicle tests. In addition, laminar burning velocity measurements of all seven matrix fuels were made in a constant volume combustion vessel. The vehicle tests showed a 2% spread in relative thermal efficiency, with increased efficiency correlating with higher olefins and lower aromatics. In the bench engine tests, a 2 % increase in peak torque was observed, with the fuel having the highest olefins plus aromatics content yielding the highest torque. The influence of the primary fuel properties autoignition resistance and burn rate (laminar burning velocity) on these results is discussed. Lower aromatic levels directionally

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correlated with decreased NOx emissions, and lower driveability index (DI) directionally correlated with decreased non-methane hydrocarbon emissions.

EI COMPENDEX

2003:5947



Compendex (COMP)

Mechanism of the smokeless rich diesel combustion by reducing temperature Mechanismus der rauchfreien, fetten Dieselverbrennung durch Verringerung der Temperatur. Author(s): Akihama, K.; Takatori, Y.; Inagaki, K.; Sasaki, S. Corporate Source


Source: SAE-Paper; 2001-01-0655; 2001; In-Cylinder Diesel Particulate and NOx Control 2001; SAE Spec.Publ.; *; SP-1592; p. 153-167, pp. 15, Zeichng./drwgs. 2, Diagr. 20, Tab. 4, Ref. 32; Original bei/available from DKF CODEN: YA005 Document Type: Report Language: Englisch; English

Abstract Mit grossem Anteil gekuehlter Abgasrueckfuehrung kann bei stoechiometrischen und fetten Bedingungen die Dieselverbrennung ohne NOx-Emissionen und Rauch realisiert werden. Der Beitrag diskutiert Effekte abgesenkter Verbrennungstemperatur auf die Russbildung. 3D-CFD Ergebnisse zeigen zwischen ueblicher und rauchfreier Verbrennung kaum Unterschiede der Gemischbildung. Die rauchfreie Verbrennung findet so statt, dass Bereiche der Russbildung im Gemischverhaeltnis-Temperatur Diagramm vermieden werden. Die Verbrennungstemperaturen sind fuer die Russbildung zu niedrig. Reaktionen, die aus PAH Russpartikel bilden, finden auch bei fetten Bedingungen nicht statt.

EI COMPENDEX

200108161585



PASCAL (PASCAL)

24 | P a g e

A comparison of extensional viscosity measurements from various RME rheometers Accession Number: 2001-0439998 Author: SCHULZE Jonathan S.; LODGE Timothy P.; MACOSKO Christopher W.; HEPPERLE Jens; MUENSTEDT Helmut; BASTIAN Heike; FERRI Dino; GROVES David J.; YONG HOON KIM; LYON Mike; SCHWEIZER Thomas; VIRKLER Terry; WASSNER Erik; ZOETELIEF Wim Corporate Source: Department of Chemical Engineering and Materials Science, University of Minnesota, Minneapolis MN 55455-0431, United States; Department of Chemistry, University of Minnesota, Minneapolis MN 55455-0431, United States; Institut fuer Werkstoffwissenschaften, University of Erlangen, 91058 Erlangen, Germany, Federal Republic of; Institut fuer Kunststofftechnologie, University of Stuttgart, 70199 Stuttgart, Germany, Federal Republic of; Enichem Research Centre. Via Taliercio 14, 46100, Mantova, Italy; IRC in Polymer Science and Technology, Department of Physics and Astronomy, University of Leeds, Leeds LS2 9JT, United Kingdom; Toyota Technological Institute, 2-12-1 Hisakata, Tempaku, Nagoya 468 8511 Japan, Japan; ExxonMobil Chemical Company, Baytown TX 77520, United States; Institut fuer Polymere, ETH Zentrum ML J16, Zuerich 8092, Switzerland; Bayler Corporation, Indian Orchard, MA 01151, United States; BASF Polymer Research Laboratory, ZKM/R-G 201, 67056 Ludwigshafen, Germany, Federal Republic of; DSM Research, P.O. Box 18, 6160 MD Geleen, Netherlands Country: Germany, Federal Republic of Source: Rheologica acta, (2001), 40(5), 457-466, 12 refs. ISSN: 0035-4511 CODEN: RHEAAK Document Type: Journal Language: English

Abstract The transient uniaxial extensional viscosity .eta..sub.e of linear low density polyethylene (LLDPE) has been measured using the commercial Rheometric Scientific RME and the Muenstedt Tensile Rheometer in an effort to compare the performance of available extensional rheometers. The RME indicated a significant strain hardening of the LLDPE, especially at a strain rate of 1 s.sup.-.sup.1. In contrast, the Miinstedt rheometer showed the LLDPE to be only slightly strain hardening. This artificial strain hardening effect in the RME resulted from the strain rate applied to the sample, determined from the sample deformation, being up to 20% less than the set strain rate. These results initiated a round-robin experiment in which the same LLDPE was tested on several RMEs in various locations around the world. All but one of the RMEs indicated a deviation between set and applied strain rates of at least 10%, especially at strain rates above 0.1 s.sup.-.sup.1. The strain rate deviation was found to depend strongly on the value of the basis length L.sub.0, and may result from the upper pair of belts not properly gripping the sample during extension. Thus visual inspection of the sample deformation is necessary to determine the applied strain rate. The most accurate measurements of .eta..sub.e with respect to the strain rate deviation were obtained when the correct L.sub.0 value and belt arrangement were used. A list of recommendations for running an RME test is provided. Future work focusing on the fluid mechanics during the test may identify fully the cause of the strain rate deviation, but from a practical point of view the problem can be corrected for in the determination of .eta..sub.e.

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Compendex (COMP)

Mechanism of the Smokeless Rich Diesel Combustion by Reducing Temperature Author(s): Akihama, Kazuhiro(1); Takatori, Yoshiki(1); Inagaki, Kazuhisa(1); Sasaki, Shizuo(2); Dean, Anthony M.(3) Corporate Source

(1)Toyota Central R&D Labs. Inc. (2)Toyota Motor Corp. (3)ExxonMobil Research and Engineering Co.

Source: (5 Mar 2001) ISSN: 0148-7191 Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Conference: SAE 2001 World Congress, Detroit, Michigan, United States, 5 Mar 2001 Secondary Source: SP-1592V110-3 Document Type: Conference Article; (Paper) Language: English

Abstract Recently, the smokeless rich diesel combustion had been demonstrated [1]. This can realize smokeless and NOx-less combustion by using a large amount of cooled EGR under a near stoichiometric and even in a rich operating condition. We focus on the effects of reducing diesel combustion temperature on soot reduction. In this paper, the smoke suppression mechanism in the smokeless rich combustion, where the temperature is reduced by higher EGR rate, is analyzed by the following procedure. The following results were obtained.

EI COMPENDEX

2001:1110



EnCompass Literature (ENCOML)

Effect of hydrocarbon molecular structure on diesel exhaust emissions--1. Comparison of combustion and exhaust emission characteristics among representative diesel fuels Author: Nakakita K; Naruse H; Yeh L I; Takasu S; Ban H; Ogawa T; Tsukasaki Y Corporate Source: (1)Tokyo Central Research & Development Laboratories Inc (2)Toyota

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Motor Corp (3)Exxon Research & Engineering Co Source: SAE International Fall Fuels and Lubricants Meeting (San Francisco 10/19-22/98) SAE Technical Paper Series N.982494 (1998) 11P (1998) ISSN: 0148-7191 Document Type: Conference Language: English

Abstract Effect of hydrocarbon molecular structure on diesel exhaust emissions--1. Comparison of combustion and exhaust emission characteristics among representative diesel fuels. Combustion and exhaust emission characteristics were compared among three representative diesel fuels, i.e., "Base", corresponding to a Japanese market fuel; "Improved"; and Swedish "Class-1" using a modern small and an optically accessible single-cylinder direct injection diesel engines. The relative amount of particulate matter (PM) collected in the exhaust was Base > Class-1 > Improved under almost all operating conditions. Thus, Class-1 generated more PM than Improved, although Class-1 had lower distillation temperatures, aromatic content, sulfur, and density compared with Improved. There was little difference in combustion characteristics, such as heat release rate pattern, mixture formation, and flame development processes between these two fuels. However, Class-1 contained more branches in the paraffin fraction and more naphthenes. Thus, branched structures in the paraffin fraction and naphthenes in diesel fuels can influence PM emissions, especially in the case of low aromatic content fuels. Photomicrographs, diagrams, tables, graphs, and references.

Encompass

Accession Number: 1998:20069 Document Number: 4509398

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Effect of hydrocarbon molecular structure on diesel exhaust emissions--2. Effect of branched and ring structures of paraffins on benzene and soot formation Author: Takatori Y; Tsukasaki Y; Yeh L I; Mandokoro Y; Akihama K; Nakakita K; Iguchi S; Dean A M Corporate Source: (1)Toyota Central Research & Development Laboratories Inc (2)Toyota Motor Corp (3)Exxon Research & Engineering Co Source: SAE International Fall Fuels and Lubricants Meeting (San Francisco 10/19-22/98) SAE Technical Paper Series N.982495 (1998) 9P (1998) ISSN: 0148-7191 Document Type: Conference Language: English

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Abstract Effect of hydrocarbon molecular structure on diesel exhaust emissions--2. Effect of branched and ring structures of paraffins on benzene and soot formation. The effect of diesel fuel chemical reactivity particulate matter (PM) formation was studied using a flow reactor and shock tube. Reaction products from the flow reactor pyrolysis of diesel fuels "Base", "Improved", and Swedish "Class-1" were analyzed by GC. At 850.degree.C, Class-1 fuel produced the most PM precursors, such as benzene and toluene, although it contained low amounts of aromatics. Class-1 contained a large amount of branched and cyclic structures in the saturated hydrocarbon fuel fraction, suggesting that such branched and ring structures can increase exhaust PM emissions. This was confirmed by flow reactor experiments at 850.degree. and 1000.degree.C with octane and hexane isomers which revealed that iso- and cyclo-paraffins produced more benzene than n-paraffins during pyrolysis and fuel-rich oxidation. With branched hexane isomers, benzene increased with increasing number of branches in the structure. Shock tube data showed that specific molecular structures of the paraffinic components must be considered as a diesel fuel property related to PM formation. Flow diagrams, table, graphs, and references.

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Molecular weight growth chemistry and soot formation in [premixed] rich hexane [(n-hexane, 2,3-dimethylbutane, 3-methylpentane, and cyclohexane) nominally one-dimensional flat flame] systems Author: Carstensen H H; Takatori Y; Dean A M; Yeh L I; Akihama K Corporate Source: (1)Exxon Corporate Research (2)Toyota Central Research & Development Laboratories Inc Source: ACS Division of Petroleum Chemistry, Inc Preprints (Aug 1998), Volume 43, Number 4, pp. 602 ISSN: 0569-3799 Conference: ACS 216th National Meeting (Boston 8/23-27/98) Document Type: Conference Language: English

Abstract Molecular weight growth chemistry and soot formation in [premixed] rich hexane [(n-hexane, 2,3-dimethylbutane, 3-methylpentane, and cyclohexane) nominally one-dimensional flat flame] systems were investigated using molecular beam-MS to characterize stable and radical species (H, OH, CH3, C2H2, C3H3, C6H2, and C6H6) in the four flames. Cyclohexane flames clearly had the most molecular weight growth

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chemistry (C2H2, C3H3, C6H6, and C6H2), whereas the differences between the n-hexane and isohexane flames were smaller. Modeling of these flames with an extended in-house chemical kinetic mechanism produced most of the features of the flame species profiles for H, OH, and CH3. The results from complementary shock tube tests gave similar trends to flame trends when monitoring soot yields against key molecular weight growth species. Again, cyclohexane gave the largest maximum soot yield. n-Hexane gave the smallest maximum soot yield. A temperature profile was measured for the flames.

Encompass




Compendex (COMP)

Effect of hydrocarbon molecular structure on diesel exhaust emissions part 1: Comparison of combustion and exhaust emissions among representative diesel fuels Wirkung der Molekularstruktur der Kohlenwasserstoffe auf die Abgasemissionen des Dieselmotors Teil 1: Vergleich von Verbrennung und Abgasen bei repraesentativen Kraftstoffen. Author(s): Nakakita, K.; Takasu, S.; Ban, H.; Ogawa, T. Corporate Source


Source: SAE-Paper; 982494; 1998; p. 1-9, pp. 9, Foto 1, Zeichng./drwgs. 2, Diagr. 6, Tab. 4, Ref. 14; Original bei/available from DKF CODEN: YSAEP Document Type: Report Language: Englisch; English

Abstract Vergleich von Verbrennung und Abgasemissionen dreier repraesentativer Dieseloele ( Base, Improved und Class-1 ) an einem modernen, kleinen und an einem optisch zugaenglichen 1-Zyl DI Dieselmotor. Bei fast allen Betriebsbedingungen war die Reihenfolge der Abgaspartikelmenge: Base groesser Class-1 groesser Improved. Class-1 erzeugte mehr Partikel, trotz weit geringerer Destillationstemperatur, Aromatengehalt, Schwefel und Dichte als Improved. Waermefreisetzung, Gemischbildung und Flammenentwicklung zeigten zwischen diesen Kraftstoffen kaum Unterschiede, Class-1 enthaelt aber mehr Verzweigungen in der Paraffinfraktion und mehr Naphthalin.

EI COMPENDEX

199903139783


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Compendex (COMP)

Effect of hydrocarbon molecular structure on diesel exhaust emissions part 2: effect of branched and ring structures of paraffins on benzene and soot formation Wirkung der Molekularstruktur der Kohlenwasserstoffe auf die Abgasemissionen des Dieselmotors Teil 2: Wirkung von verzweigten und Ringparaffinen auf Benzolbildung und Russ. Author(s): Takatori, Y.; Mandokoro, Y.; Akihama, K.; Nakakita, K. Corporate Source


Source: SAE-Paper; 982495; 1998; p. 1-7, pp. 7, Zeichng./drwgs. 3, Diagr. 14, Tab. 1, Ref. 15; Original bei/available from DKF CODEN: YSAEP Document Type: Report Language: Englisch; English

Abstract Untersuchung der chemischen Reaktivitaet von Dieseloel und die Bildung von Abgaspartikeln in einem Stroemungsreaktor und einem Stosswellenrohr. Bei 850 C produzierte der Swedish Class-1 Kraftstoff die meisten Partikelvorstufen ( Benzol und Toluol ) trotz seinem geringen Aromatengehalt. Stroemungsreaktortests bei 850 C und 1000 C zeigen, dass verzweigte Paraffine ( die Class-1 besonders viel enthaelt ) bei Pyrolyse und Oxidation mehr Benzol produzieren als n-Paraffine. Weitere Tests bestaetigen, dass die Molekularstruktur der Paraffinkomponenten als eine Kraftstoffeigenschaft betrachtet werden muss, die mit der Bildung von Abgaspartikeln in engem Bezug steht.

EI COMPENDEX

199903139784



SCISEARCH (SCISRCH)

Molecular weight growth chemistry and soot formation in rich hexane systems Accession Number: 1998:702955 The Genuine Article (R) Number: 107WY Author: Carstensen H H (Reprint) ; Dean A M ; Yeh L I ; Takatori Y ; Akihama K Corporate Source: Exxon Res & Engn Co, Corp Res, Annandale, NJ 08801 USA; Toyota Cent Res & Dev Labs Inc, Aichi, Japan

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Author Country: USA; Japan Source: ABSTRACTS OF PAPERS OF THE AMERICAN CHEMICAL SOCIETY, (23 AUG 1998) Vol. 216, Part 2, pp. U604-U604. MA 029-PETR. ISSN: 0065-7727. Document Type: Conference; Journal Language: English Cited Reference Count: Reference Count: 0

COPYRIGHT (c) 2015 The Thomson Corporation on


PASCAL (PASCAL)

Molecular weight growth chemistry and soot formation in rich hexane systems : Chemistry of diesel fuels Accession Number: 1999-0008970 Author: CARSTENSEN H. H.; DEAN A. M.; YEH L. I.; TAKATORI Y.; AKIHAMA K. Corporate Source: Exxon Corporate Research, Route 22 East, Annandale, NJ 08801, United States; Toyota Central Research & Development Laboratories, Inc., Aichi-ken, Japan American Chemical Society. Division of Petroleum Chemistry, Inc., United States (patr.) Country: United States Source: Preprints - American Chemical Society. Division of Petroleum Chemistry, (1998), 43(4), 602-606, 9 refs. Conference: 216 National Meeting, American Chemical Society, Boston, MA (United States), 23 Aug 1998 ISSN: 0569-3799 CODEN: ACPCAT Document Type: Journal; Conference Language: English

Abstract The work desribed here is aimed to better understand the role of paraffinic molecular structure on soot formation chemistry. Model n-paraffins, isoparaffins and cycloparaffins were chosen for each of the approaches discussed to study the impact of the molecular structure of the paraffin on molecular weight growth chemistry and soot formation



Compendex (COMP)

Effect of Hydrocarbon Molecular Structure on Diesel Exhaust Emissions Part 1: Comparison of Combustion and Exhaust Emission Characteristics among Representative

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Diesel Fuels Author(s): Nakakita, Kiyomi(1); Takasu, Semon(1); Ban, Hitoshi(1); Ogawa, Tadao(1); Naruse, Hikaru(2); Tsukasaki, Yukihiro(2); Yeh, Lisa I.(3) Corporate Source

(1)Toyota Central Research & Development Laboratories, Inc. (2)Toyota Motor Corp. (3)Exxon Research & Engineering Co.

Source: (19 Oct 1998) ISSN: 0148-7191 Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Conference: International Fall Fuels and Lubricants Meeting and Exposition, San Francisco, California, United States, 19 Oct 1998 Secondary Source: V107-4 Document Type: Conference Article; (Paper) Language: English

Abstract Combustion and exhaust emission characteristics were compared among three representative diesel fuels called "Base (corresponding to a Japanese market fuel)", "Improved" and Swedish "Class-1" using both a modern small and an optically accessible single-cylinder DI diesel engines. In these tests, the relative amount of PM collected in the exhaust was "Base" >"Class-1" >"Improved" at almost all of the operating conditions. This means that "Class-1" generated more PM than "Improved", even though "Class-1" has significantly lower distillation temperatures, aromatic content, sulfur, and density compared with "Improved". There was little difference in combustion characteristics such as heat release rate pattern, mixture formation and flame development processes between these two fuels. However, it was found that "Class-1" contained more branches in the paraffin fraction and more naphthenes. From these results, there is a possibility that branched structures in the paraffin fraction and naphthenes in diesel fuels can influence the PM emissions, especially in the case of low aromatic content fuels.

EI COMPENDEX

1998:6277



Compendex (COMP)

Effect of Hydrocarbon Molecular Structure on Diesel Exhaust Emissions Part 2: Effect of Branched and Ring Structures of Paraffins on Benzene and Soot Formation Author(s): Takatori, Yoshiki(1); Mandokoro, Yoshiyuki(1); Akihama, Kazuhiro(1); Nakakita, Kiyomi(1); Tsukasaki, Yukihiro(2); Iguchi, Satoshi(2); Yeh, Lisa I.(3); Dean, Anthony M.(3) Corporate Source

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(1)Toyota Central R&D Labs., Inc. (2)Toyota Motor Corp. (3)Exxon Research & Engineering Co.

Source: (19 Oct 1998) ISSN: 0148-7191 Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Conference: International Fall Fuels and Lubricants Meeting and Exposition, San Francisco, California, United States, 19 Oct 1998 Secondary Source: V107-4 Document Type: Conference Article; (Paper) Language: English

Abstract The effect of the chemical reactivity of diesel fuel on PM formation was investigated using a flow reactor and a shock tube. Reaction products from the flow-reactor pyrolysis of the three diesel fuels used for the engine tests in Part 1<sup>1</sup> ("Base", "Improved" and Swedish "Class-1") were analyzed by gas chromatography. At 850C, Swedish "Class-1" fuel was found to produce the most PM precursors such as benzene and toluene among the three fuels, even though it contains very low amounts of aromatics. The chemical analyses described in Part 1 revealed that "Class-1" contains a large amount of branched and cyclic structures in the saturated hydrocarbon portion of the fuel. These results suggest that the presence of such branched and ring structures can increase exhaust PM emissions. This finding was confirmed by flow reactor experiments at 850 and 1000C with octane and hexane isomers which revealed that iso-and cycloparaffins produce more benzene than n-paraffins, both during pyrolysis and fuel-rich oxidation. With branched hexane isomers, the benzene amount increased with the increasing number of branches in the structure. The shock tube measurements on fuel-rich oxidation near 2000C showed that the soot formation yield increases in the order of n-hexane, 2-methylpentane, 2,2-dimethylbutane and cyclohexane. These results indicate that the specific molecular structures of the paraffinic components need to be considered as one of the diesel fuel properties closely related with PM formation.

EI COMPENDEX

1998:6278




Engine testing comparison of the relative oxidation stability performance of two [fully formulated] engine oils Author: Choi E; Akiyama K; Ashida T; Kado K; Ueda F Corporate Source: (1)Exxon Research & Engineering Co (2)Toyota Motor Corp

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Source: SAE Fuels & Lubricants Meeting (Toronto 10/16-19/95) SAE Special Publication N.SP-1116 161-66 (1995) (1995), pp. 161 Document Type: Conference Language: English

Abstract Engine testing comparison of the relative oxidation stability performance of two [fully formulated] engine oils was made by following the increase in oil kinematic viscosity. The study determined the cause of the completely opposite ranking of the oxidation stability of the two oils in the ASTM Sequence IIIE engine test and the JASO M333 93 engine test, and determined the degree of correlation of the two engine tests with the field test. The study consisted of laboratory engine, oxidation, and taxi field testing to cover the conditions from controlled oxidation to actual driving conditions. The oils were fully formulated with antioxidant, dispersant, and detergent packages. A major difference between the two oils was copper present presumably as an antioxidant in oil A. Other differences related to viscosity grade and phosphorus level. There may have been other formulation differences such as presence of a metal deactivator. A likely reason for the discrepancy between the Sequence IIIE engine test and JASO M333 93 engine test was a potential interaction between catalytic Fe in the oil arising from wear and oil formulation chemistry. Diagram, tables, and graphs. (SAE Paper #952530).

Encompass




Compendex (COMP)

Engine testing comparison of the relative oxidation stability performance of two engine oils Ein Vergleich der relativen Oxidationsstabilitaet zweier Motoroele anhand von Motortests. Author(s): Choi, E.; Akiyama, K.; Ashida, T.; Kado, K. Corporate Source

Exxon,US; Toyota Motor JP; Esso Sekiyu Kabushiki Kaisha,JP Source: SAE-Paper; 952530; 1995; Recent Snapshots and Insights into Lubricant Tribology; SAE Spec.Publ.; *; SP-1116; p. 161-166, pp. 6, Zeichng./drwgs. 1, Diagr. 6, Tab. 3, Ref. 5; Original bei/available from DKF CODEN: YA005 Document Type: Report Language: Englisch; English

Abstract Die Oxidationsstabilitaet eines Motoroels wird in den USA anhand des ASTM IIIE-Testverfahrens ermittelt, in Japan gemaess dem JASO M333-Test. Die Ergebnisse dieser

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beiden Testverfahren sind jedoch nicht vergleichbar, denn fuer eine Oelsorte werden voellig unterschiedliche Werte fuer die relative Oxidationsstabilitaet des Oels erhalten. Wie man anhand mehrerer Vergleichstests nun herausfand, wird diese Diskrepanz bei den Messwerten durch den Gehalt an Eisen und Kupfer im Motoroel bestimmt. Ausserdem kann der bei den Tests verwendete Kraftstoff ebenfalls einen Einfluss auf die Messwerte haben.

EI COMPENDEX

199606119023



Compendex (COMP)

Engine Testing Comparison of the Relative Oxidation Stability Performance of Two Engine Oils Author(s): Choi, Eugine(1); Akiyama, Kenyu(2); Ashida, Tsuyoshi(2); Kado, Kenzo(2); Ueda, Fumio(2); Ohira, Hirobumi(3) Corporate Source

(1)Exxon Research & Engineering Co. (2)Toyota Motor Corp. (3)Esso Sekiyu Kabushiki Kaisha

Source: (1 Oct 1995) Published by: SAE International, 400 Commonwealth Drive, Warrendale, PA, United States Conference: 1995 SAE International Fall Fuels and Lubricants Meeting and Exhibition, Toronto, Canada, 16 Oct 1995 Secondary Source: SP-1116 Document Type: Conference Article; (Paper) Language: English

Abstract The relative oxidation stability of two fully formulated engine oils was compared in three testing methods by following the increase in kinematic viscosity of the oil. The purpose of the study was to determine the cause of the completely opposite ranking of the oxidation stability of the two oils that was observed in the ASTM Sequence IIIE engine test and the JASO M333 93 engine test and to determine the degree of correlation the two engine tests had with the field. The study consisted of laboratory oxidation testing, engine testing and taxi field testing to cover the range of conditions from controlled oxidation to actual driving conditions. The laboratory and engine testing results showed that a likely reason for the discrepancy between the Sequence IIIE engine test and the JASO M333 93 engine test for these two oils was a potential interaction between catalytic Fe in the oil arising from wear and the formulation chemistry of the two oils: one oil contained Cu in the formulation while the other did not. Since these were industry reference oils and their exact chemical composition is unknown, other chemistry effects may be important

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though unresolved in this study. In a relative ordering of the two oils, the Cu containing oil was more oxidatively stable in tests where soluble Fe was present and the non-Cu oil was more oxidatively stable in tests where there was a low or zero concentration of Fe in the oil. Furthermore, the extent of the Fe and Cu interaction was dependent on testing conditions. The biggest effect of the interaction was observed in laboratory tests followed by engine testing. The taxi field test showed the least effect with both oils showing equivalent viscosity increase up to 15,000 Km drain interval without influence of the type of chemistry. The relative ordering of the two oils that was seen in the Sequence IIIE and the JASO test was not observed in the taxi field test.

EI COMPENDEX

1995:8342


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