National Technology & Engineering Solutions of Sandia, LLC

Sandia Corporation

Chevron U.s.a. Inc.

Sandia National Laboratories

John E Dec

Yi Yang

Ronald Francis Renzi

William James Cannella

Amir Gamal Maria

Chunsheng Ji

Dario Lopez Pintor

Nicolas Dronniou

Carl-Magnus G Sjöberg

According to various aspects, an additive for a hydrocarbon-based fuel has a formula (I), in which R, R, and Rare each independently selected from &#x2014;H, &#x2014;CH, or &#x2014;CHCH, and at least one of R, R, or Ris not &#x2014;H. The additive improves an autoignition reactivity of the hydrocarbon-based fuel. The additive can be present in the fuel composition including the additive and the hydrocarbon-based fuel in an amount of 0.1% by volume to 5% by volume. The hydrocarbon-based fuel can comprise gasoline or diesel.

Additives for improving autoignition reactivity of hydrocarbon-based fuels

A fuel or fuel blending agent for an internal combustion engine includes a ketone compound that is a Cto Cbranched acyclic ketone, cyclopentanone, or a derivative of cyclopentanone. The ketone compound may be blended with a majority portion of a fuel selected from the group consisting of: gasoline, diesel, alcohol fuel, biofuel, renewable fuel, Fischer-Tropsch fuel, or combinations thereof. The ketone compound may be derived from biological sources. A method for powering an internal combustion engine with a fuel comprising the ketone compound is also provided.

Fuel and fuel blend for internal combustion engine

A system and method for fast control of the timing of combustion in an internal combustion engine, comprising actuating a fast-acting fuel-additive supply valve to meter a variable amount of fuel additive into a fuel stream, thereby forming an additive-enhanced fuel with an additive concentration that can be dynamically adjusted as fast as each engine cycle; injecting the additive-enhanced fuel directly or indirectly into a combustion chamber or into an intake port; and combusting the additive-enhanced fuel.

Additive-mixing fuel-injection system for internal combustion engines

Disclosed herein is a method for increasing the high load (knock) limit of an internal combustion engine operated in a low temperature combustion ignition mode, the method comprising operating the engine with a fuel composition comprising (a) gasoline having a Research Octane Number (RON) greater than 85 and (b) one or more cetane improvers.

Method for increasing the high load (knock) limit of an internal combustion engine operated in a low temperature combustion mode

A method for the operation of homogeneous charge compression ignition engines (HCCI) using gasoline or similar single-stage ignition fuels. Partial fuel stratification (PFS), intake pressure boosting and controlled BDC-intake temperatures, typically in the range of 95&#xb0; C. to about 125&#xb0; C., are used to reduce combustion pressure rise rates (PRR), and therefore, the knocking propensity of homogeneous charge compression ignition engines operating on gasoline or similar fuels.

Method for operating homogeneous charge compression ignition engines using conventional gasoline

A method for slowing the heat-release rate in homogeneous charge compression ignition ('HCCI') engines that allows operation without excessive knock at higher engine loads than are possible with conventional HCCI. This method comprises injecting a fuel charge in a manner that creates a stratified fuel charge in the engine cylinder to provide a range of fuel concentrations in the in-cylinder gases (typically with enough oxygen for complete combustion) using a fuel with two-stage ignition fuel having appropriate cool-flame chemistry so that regions of different fuel concentrations autoignite sequentially.

Fuel mixture stratification as a method for improving homogeneous charge compression ignition engine operation

Method and apparatus for determining the opacity of exhaust plumes from moving emissions sources. In operation, a light source is activated at a time prior to the arrival of a diesel locomotive at a measurement point, by means of a track trigger switch or the Automatic Equipment Identification system, such that the opacity measurement is synchronized with the passage of an exhaust plume past the measurement point. A beam of light from the light source passes through the exhaust plume of the locomotive and is detected by a suitable detector, preferably a high-rate photodiode. The light beam is well-collimated and is preferably monochromatic, permitting the use of a narrowband pass filter to discriminate against background light. In order to span a double railroad track and provide a beam which is substantially stronger than background, the light source, preferably a diode laser, must provide a locally intense beam. A high intensity light source is also desirable in order to increase accuracy at the high sampling rates required. Also included is a computer control system useful for data acquisition, manipulation, storage and transmission of opacity data and the identification of the associated diesel engine to a central data collection center.

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Livermore, CA, United States of America

John E Dec