PROJECT HYDROLEUM DIPENTENE part 1 complete report

Increased concern of the world’s scientific and business community is being focused on problems regarding the diminishing supplies of fossil fuels. These problems center on economic and ecologic factors. It is well known that oil and gas sources are exhaustible and that current world politics seriously retard attempts to manage the existing petroleum reserves with current deleterious impact on the global business,economic and ecological environment.

Pollution generated by fossil fuel combustion has caused extensive ecological harm,hence fuel performance is becoming more of a concern, since highly efficient fuels utilised for internal combustion engines will decrease or eliminate greenhouse emissions and reduce operation costs.

Approaches of related prior art addressing these problems have included efforts to develop total substitutes for replacement of fossil fuel or compatible reformulation of petroleum-based fuels. By example, IC engines will operate efficiently on natural gas or alcohol. However, this requires expensive engine modifications that are considered impractical in view of current production re tooling expenses and the large numbers of existing older engines. Older engines cannot run efficiently on pure Methanol or Ethanol because of corrosion problems in the upper cylinder area, caused by acididity of the said bio fuels due to the deprotonated negatively charge ions, or anions.

The aforesaid Hydroleum Dipentene 96 fuel blend is a carbon neutral and pH neutral fuel derived entirely from plant biomass sources. In particular aspects, the novel fuel blend relates to a terpenoid and carophyllene based fuel blend produced by either distillation and or the cold expressing of citrus fruit rind’s and particularly clove stems. The blending process may be controlled to produce a biomass fuel having variable percentages of benzenoid compounds and especially phenylpropanoids compounds extracted from varied plants useful, for example, as fuels, fuel additives or as octane enhancers for conventional petroleum fuels.

The invention, Hydroleum Dipentene 96 fuel blend, is intended to address one or more of the problems associated with dependence on fuels obtained from petroleum sources and also address problems associated of petroleum engines combusting an alternative bio fuel such as Ethanol or Methanol . The invention generally relates to a process of preparing an improved hydrocarbon-based fuel from available plant components containing terpenoids and particularly plant components containing eugenol, linalool and or carophyllene. This process involves of blending one or more terpenoid compounds with carophyllene and eugenol compounds and or Linalool in varied proportions that may be varied to alter the product or products produced. Such products are generally mixtures of hydrocarbons useful as fuels or as fuel components.

HYDROLEUM RESOURCES.

SPECIFICATION AND METHOD FOR PRODUCING AN IMPROVED RENEWABLE FUEL OR IMPROVED FUEL ADDITIVE FROM BIOMASS.

Biomass sources have been explored as fuel source alternatives to petroleum. Many waste products of foods are inefficiently used, leading to large amounts of organic waste. Use of such waste as a fuel per se or as a blend compatible with existing petroleum based fuels could extend limited petroleum reserves, reduce organic waste and provide a less expensive alternate fuel or fuel blends.

One of the more common components of plants and seeds is a group of alicyclic hydrocarbons classified as terpenes. Pinene and limonene are typical examples of monocyclic terpenes. Both have been tested as fuels or fuel additives. The Whitaker reference (1922) discloses the use of a terpene, as a blending agent for alcohol and petroleum or kerosene mixtures. A fuel containing up to about 15% of steam distilled pine oil was claimed to be useful as a motor fuel. Nevertheless, pinene was useful mainly to promote soluble mixtures of ethyl alcohol, kerosene and gasoline. There were no disclosed effects on fuel properties nor was there disclosed any further processing of the pinene.

Two United States patents describe a process for purifying limonene for use as a fuel or fuel additive (Whitworth, 1989, 1990). The process includes distillation of limonene-containing oil followed by removal of water. The distilled limonene, blended with an oxidation inhibitor such as p-phenylenediamine, is claimed as a petroleum extender when added in amounts up to 20% volume. Unfortunately, in actual testing under a power load in a dynamometer, addition of 20% limonene to unleaded 87 octane petroleum resulted in serious preignition, casting serious questions as to its practical value as a petroleum extender.

On the other hand, Zuidema (1946) discloses the use of alicyclic olefins such as limonene, cyclohexene, cyclopentene and menthenes without modification as stabilization additives for gasoline. The above petro-chemical derived compounds contain at least one double bond, a characteristic that apparently contributes to the antioxidant effect of adding these compounds to petroleum in amounts not exceeding 10% by volume.

In this present invention Hydroleum Dipentene 96, entitled an improved bio fuel blend, it is herein further disclosed, the use of an alicyclic terpene such as limonene (Orange oil) alternatively mixed with, in varying proportions, a bicyclic sesquiterpene such as Caryophyllene and a phenylpropanoid such as Eugenol derived from the plant Syzygium aromaticum (Clove Oil ). In this process the Eugenol and Caryophyllene compounds are mixed together typically at 90% volume Eugenol to 10 % volume Caryophyllene or alternatively any other proportion e.g. 60 % volume Eugenol to 40 % volume Caryophyllene whereto the Caryophyllene/ Eugenol oil blendIs further mixed with Dipentene (Limonene) typically at 96% volume Limonene to4% Caryophyllene/ Eugenol oil blend or alternatively any other proportion e.g. 60 % volume Limonene to 40 % Caryophyllene/ Eugenol oil blend.

Comparative to prior art that utilise petro chemical derived anti oxidant compounds for reducing gum deposits and preignition, this invention having Caryophyllene/ Eugenol oil blend is a renewable carbon emmissions neutral compound, which contributes to increased antioxidant and stabilising effects of Limonene when Limonene is used as a fuel.

The Caryophyllene/ Eugenol blend added to Limonene minimises to a great degree gums and varnishes that may build up and precipitate in the fuel tank, lines, and carburetor or fuel injection components, of which such deposits make the engine harder to start due topoor fuel flow resulting in a lean air/fuel ratio which may also lead to preignition.

Addition of Caryophyllene/ Eugenol to Limonene will extend the shelf life of the Limonene fuel blend to about 1–2 years, and keep it fresh for the next uses. The Caryophyllene/ Eugenol Fuel stabiliser added to Limonene is most advantageous for small spark ignition engines operating on Hydroleum Dipentene 96 fuel blend, such as a lawnmower, generator and tractor engines to promote quicker and more reliable starting after a period inactivity.

The aforesaid Hydroleum Dipentene 96 fuel blend having by proportion 96% volumeDipentene (limonene) 3% volume Eugenol and 1% volume Caryophyllene may be used as an alternative replacement fuel in high compression spark ignition internal combustion engines, instead of petroleum, such use of the said improved bio fuel blend provides substantial reduction of greenhouse emmissions and increased engine torque with moderate efficiency gains.

It is to be realised that the aforesaid Hydroleum Dipentene 96 fuel blend having by proportion 96% volume Dipentene (limonene) 3% volume Eugenol and 1% volume Caryophyllene may be further blended with proprietary petroleum in proportions 1 part Hydroleum Dipentene 96 to 200 parts RON 87 Unleaded Petrol , whereto increase the Research Octane Number, also provide additional anti oxidants and stabilisersof the said petroleum fuel and carbon deposit-control that cleans the formation of combustion chamber deposits that can raise compression and the engine's octane requirements. Such use of the said improved fuel additive provides minor reduction of greenhouse emmissions, engine longevity and increased engine torque with moderate gains of engine thermal efficiency.

Furthermore it is to be realised that the aforesaid Hydroleum Dipentene 96 fuel blend having by proportion 96% volume Dipentene (limonene) 3% volume Eugenol and 1% volume Caryophyllene may be further blended with proprietary petroleum in proportions up to 50 parts Hydroleum Dipentene 96 to 50 parts RON 87 Unleaded Petrol . The limonene, blended with novel oxidation inhibitors such as Eugenol ,Caryophyllene and or Linalool derived from renewable biomass sources such as Oranges, Cloves and the latter Linalool derived from the plant species Lavandula latifolia (Lavender), is claimed as a petroleum extender when added in amounts up to 50% volume used as an alternative fuel in compression spark ignition internal combustion engines instead of petroleum, such use of the said improved bio fuel petrol blend, provides substantial reduction of greenhouse emmissions, reduction of fuel consumption, increased engine torque and substantial engine efficiency gains.

The scope of this invention may include proportions of Anti Oxidants added to Petroleum greater than the Limonene oil whereby such oils derived from Cloves and or Lavender also provide forth a very high calorific renewable fuel or fuel additive.

RESEARCH REPORT FOR ASSESSING THE COMMERCIAL FEASIBILITY OF UTILISING

HYDROLEUM DI-PENTENE (C10H16) RENEWABLE FUEL FOR ENHANCING

PERFORMANCE AND EFFICIENCY OF A GIVEN SPARK IGNITION INTERNAL

COMBUSTION ENGINE WITH SIMULTANEOUS REDUCTION OF

GREENHOUSE EMMISSIONS.

31 Goskar Ave, Alderley, Queensland 4051. Australia : Phone ( 07 ) 31655809

HYDROLEUM RESOURCES.

PART 1

DOCUMENTATION AND RESEARCH PREPARED BY HYDROLEUM RESOURCES TRUSTALL RIGHTS RESERVED COPYRIGHT 2008

TEST PROCEDURE “A” FOR ESTABLISHING THE PERFORMANCE AND CONTROL OPERATIONAL

PARAMETERS OF AN ISOOCTANE FUELLED 163cc 4 STROKE INTERNAL COMBUSTION ENGINE HAVING ADAPTED THERETO THE OUTPUT DRIVE TRAIN AN INTEGRAL 2.3 Kw ELECTRIC GENERATOR LOADED

AT 120 WATTS RESISTANCE.

MOTOR SPECIFICATION:

GMC 2000-2300 Watt 4 stroke generator.AC Output: 240 V AC x 10 Ampere.

Rated Continuous Power: 2000 Watt.Maximum Output = 2.4 Kva

Phase: Single.DC Output: 14.4 V x 8.0 Ampere.

Displacement: 163 ccMotor: 3.8 HP 4 stroke.

Nominal Speed: 3000 R.P.MFuel Mix: RON 87 Unleaded petrol.

Fuel delivery: Air aspirated carburetor

The following test ‘s procedure’s were designed to establish fuel consumption and emissions of a 163 cc four stroke internal combustion engine powered generator under loaded electric output condition whereby to establish operational control values for comparative analysis of the engine when operating the engine on RON 87 unleaded petrol as opposed to the comparative operational values of the said control engine when powered by an experimental renewable fuel such as Dipentene or alternatively known as di-Limonene (Orange Oil) which is used in the following comparative tests for reduction of fossil fuel consumption , increasing torque and thereto issue also a corresponding reduction of combustion by products and emissions. The specification of the internal combustion engine powered generator is as follows:

In order to gauge accurately the mass per second of fuel delivered for combustion within the said engine tests, the proprietary fuel tank and fuel line was disconnected from the carburetor and subsequently replaced with a 250 cc transparent acrylic receptacle having imprinted 1 milliliter gradations. Thereto the retrofitted transparent tank affixed to the proprietary fuel line had adapted, a fine thread screw tap to the fuel line for moderating the fuel flow into the carburetor float chamber. In this test procedure the fuel tap was opened for maximum flow under gravitational loading only.

Emissions exhausted by the said engine in this test and all subsequent tests were made to condense upon a bright polished stainless steel plate which was set at a fixed proximity of 20mm away from the exhaust pipe outlet whereby to gauge the mass and circumferential area of the said combustion by products which are made to condense upon the metallic plate that is maintained cooler than the ambient air temperature due to the specific heat capacity and associative thermal inertia (k-value) of the stainless steel material.

Measurements of fuel consumption and placement of the emissions condense plate were taken 120 seconds after engine start up whereto allow for engine warm up, thereafter 120 seconds in this test and all subsequent test’s the engine was monitored for duration of consumption of 100 cc of fuel consumed, issuing a given time in seconds of consumption of 100 cc of a given fuel.

A thermistor was affixed directed to the inner periphery of the nominal bore of the steel exhaust tail pipe body whereto obtain measurement of the respective temperature rise of the exhausted gas stream. The thermistor issued respective ohmic resistance values that were monitored by a Digital Ohm meter and translated further into Celsius degrees by an ohms to Celsius conversion graph.

In all test’s exhaust pressures were periodically gauged via a spring force lineal displacement pressure gauge engaged firmly to block the nominal bore of the exhaust tail pipe at said periodic time increments to obtain a mean average of exhaust pressure which reflects proportionately the expansion ratio and expansion force of the combusted fuel.

TEST CONTROL PROCEDURE

Exhaust Gas Composition of (n-Heptane / Iso-Octane) C8H18 calculated at optimum stoichemetry for maximum power output .

Optimum Air/Fuel Ratio- Kg/Kg @ 0% Excess Air = 12.0408 :1 Lower Heating Value = 34563671.38 joule/kilogramN2, mole %= 76.2857O2, mole %= 0.0000CO2, mole %= 19.3325H2O, mole %= 3.4629Ar, mole %= 0.9189SO2, mole %= 0.0000CO, mole %= 0.0000Total, mole %= 100.0000Flue Gas mol.wt.= 30.8714

The resultants of control test “A” for establishing standard operating parameters of the 163 cc 4 stroke motor relating to normal engine operation powering a generator under 120 W loaded motor conditions and said engine fueled by Mobil U.L.P RON 87 isooctane blend at 12:1 A/F ratio is as follows:

Fuel Consumption = 100 cc per 690 sec @ 3000 rpm Ambient Air Temp = 30 degrees C @ Relative Humidity 60%Air Density = 1.184 Kg/m3 ULP 2000 RON 87 Net Energy content per cc = 33001.2 JFuel Consumption = 0.1449275362319 cc per sec @ 120 Watt LoadFuel Consumption= 73.37 g per 690 secFuel Consumption = 0.10633 g per secIsooctane Net Energy Content Joules per 0.1449275362319 cc = 4782.8 JIsooctane Energy supplied per 690 sec = 3300120.0 JTotal motor run time per Liter = 1 hr 54 min Exhaust Temp. C @ 0 sec = 25 degrees CExhaust Temp. C @ 690 sec = 112 degrees CTemperature rise. C = 87 degrees CExhaust Pressure = 4.1 PSIRPM = 3000Emission Condense = diameter 50 mm water condense film.Air Fuel ratio 12.0 : 1 = 1.2803 grams of air to 0.10633 grams of isooctaneEngine Efficiency = 2.509 % @ 120 Watt LoadAtmospheric Nitrogen consumption @ AFR 12 : 1 = 1.011437 grams per secAtmospheric Oxygen consumption @ AFR 12 : 1 = 1.011437 grams per sec N-Heptane / Isooctane Fuel expansion ratio = 10:1

TEST PROCEDURE “B” FOR ESTABLISHING THE PERFORMANCE AND OPERATIONAL PARAMETERS,

EFFICIENCY ENHANCEMENT AND EMMISSIONS REDUCTION OF A 163 cc 4 STROKE INTERNAL COMBUSTION ENGINE WITH INTEGRAL 2.3 Kw

ELECTRIC GENERATOR ADAPTED THERETO THE SAID ENGINE UTILISING HYDROLEUM DIPENTENE

96% AS AN ALTERNATIVE CARBON NEUTRAL FUEL LOADED AT 120 WATTS RESISTANCE.

. This test procedure “B” was designed to establish fuel consumption and emissions of the aforecited 163cc four stroke engine under select loaded electric output condition whereby to establish operational values of comparative the control engine when powered on this instance by technical grade Dipentene 96% or alternatively known as di-Limonene or methylcyclohexene a Terpenoid derived from the expressing of waste rind’s thereof the species Citrus Aurantium.






Nominal Speed: 3000 R.P.MFuel Mix: Dipentene Technical Grade 96%


30

The resultants of the comparison test “B” utilising the same 163 cc 4 stroke engine loaded at 120 Watt operating on Hydroleum Dipentene 96% carbon neutral fuel are as follows:

Ambient Air Temp = 30 degrees C @ Relative Humidity 60%

Air Density = 1.184 Kg/m3

Dipentene Net Energy content per cc = 22678.31 J

Dipentene Fuel Consumption = 100 cc per 583 sec @ 120 Watt Load

Dipentene Fuel Consumption per sec = 0.171428571 cc @ 120 Watt Load

Dipentene Fuel Consumption = 85.01g per 583 sec @ 120 Watt Load

Dipentene Net Energy content per 0.171428571 cc per sec = 3887.71 J

Total motor run time per Liter of Hydroleum Dipentene Fuel = 1 hr 38 min

Exhaust gas Temp. C @ ) 583 sec = 135 degrees C

Temperature rise. C @ ) 583 sec = 110 degrees C

Exhaust Pressure = 8.0 PSI

RPM = 3000

Engine Load = 120 Watts

Air / Dipentene ratio = 6.5037 : 1 = 0.94765 g of air to 0.14571 g of Dipentene

Exhaust Emission Condense per 583 sec = .01 Micron x dia 50 mm film of Carbon and water. ( Due to engine componentry carbon deposits being purge cleaned e.g. valves, piston and exhaust )

Atmospheric Nitrogen Consumption = 0.7486435 grams per sec

Atmospheric Oxygen Consumption = 0.18953 grams per sec

Fuel expansion ratio = Hydroleum Dipentene 96 Fuel Cost per L = AUD 1.39 per liter

Engine Efficiency = 3.08665 % @ 120 Watt Load

RON =137

Density Hydroleum Dipentene 96 = 0.85 g/cc

Hydroleum Dipentene 96 Fuel expansion ratio =19.5 :1

Differential relationship of the tested 163 cc 4 stroke engine loaded at 120 Watt fueled by Hydroleum Dipentene 96 R.O.N 137 comparative to the control parameters issued by the Isooctane fueled 163 cc 4 stroke Control engine loaded at 120 Watt :

Reduction of Fossil fuel consumption comparative to the control engine operation using R.O.N 87 Mobil ULP operating under same 120 Watt Load = 100 %

Increase of Hydroleum Dipentene fuel cost per liter comparative to R.O.N 87 Mobil U.L.P = 32 % (AU 1.39 per L for Dipentene sourced from China) ( Note: Dipentene can be sourced from Nigeria at AU.22 per L, DDI is still being undertaken on Nigeria)

Increase of Hydroleum Dipentene fuel consumption per sec = 15.45 %

Total Increase of engine running cost per sec @ 3000 rpm = 42 %

Increase of exhaust gases temperature degrees C = 16.44 %

Increase of Non combusted hydrocarbon particles emission = .00001 %

Reduction of Atmospheric Nitrogen consumption @ AFR 6.5 : 1 = 46 %

Reduction of Carbon Dioxide emission = 100% = Carbon Neutral

Increase of fuel expansion ratio = (10:1 Isooctane / 19.5 : 1 Hydroleum D96 ) = 48.7 %

Increase in engine efficiency = 18.71 %

Exhaust Gas Composition of Dipentene C10H16 calculated at optimum stoichemetry for power output.

Optimum Air/Fuel Ratio- Kg/Kg @ 0% Excess Air= 6.5:1Lower Heating Value, = 22415813.70 joule/kilogramN2, mole %= 73.7676O2, mole %= 0.0000CO2, mole %= 23.9043H2O, mole %= 1.4395Ar, mole %= 0.8886SO2, mole %= 0.0000CO, mole %= 0.0000Total, mole %= 100.0000Flue Gas mol.wt.= 31.8013

SUMMARY OF TEST “B”

The aforesaid test procedures “B” of the cited 163 cc four stroke engine subject to Hydroleum Dipentene fuel operation powering a select control load condition whereby such experimental fuel was delivered to the combustion chamber via air aspirated carburetor with choke adjusted to reduce air induction into the combustion chamber by 46%, whereto obtain proper stoichemetry suited for optimum power of this said engine , which had yielded a corresponding reduction of exhaust emissions, namely carbon monoxide, carbon dioxide, Nitrogen oxides and non combusted hydrocarbon particulates, due to reducing the intake of atmospheric nitrogen and providing oxidant liberated from the super critical heating of the oxygen component comprising the said Hydroleum Dipentene 96 fuel blend

A moderate increase of fuel running costs is due to an increase of consumption of Hydroleum Dipentene 96 fuel comparative to the 163 cc 4 stroke engine running on Isooctane / n-Heptane fuel only.

There is proven, a substantial reduction of greenhouse gas emissions inclusive of water vapour emissions which is defined as a detrimental greenhouse gas, due to combusting a Carbon Neutral fuel derived from waste plant matter or the pyrolysis of waste tyres.

The hotter exhaust gas temperatures and pressure may further be used within a heat exchanger and or turbine for deriving further work in heating water to steam or utilise the said exhaust pressure to power an Aerolon macro turbine for power takeoff whereto further increase the energy output of the said engine. comparative to standard n-heptane/ isooctane engine running at 12:1 A/F ratio operation.

TEST PROCEDURE “C” FOR ESTABLISHING THE PERFORMANCE AND OPERATIONAL PARAMETERS


ELECTRIC GENERATOR ADAPTED THERETO THE SAID ENGINE UTILISING A 50/50 BLEND OF

(DIPENTENE 96%) AND (N-HEPTANE/ISO-OCTANE) LOADED AT 120 WATTS RESISTANCE.

.This test procedure “C” was designed to establish fuel consumption and emissions of the aforecited 163cc four stroke engine under loaded electric output condition whereby to establish comparative operational values of the control engine when powered by a 50/50 blend of technical grade Dipentene 96% and that of Mobil RON 87 petrol.






Nominal Speed: 3000 R.P.MFuel Mix: Dipentene Technical Grade 96% and R.O.N 87 Mobil ULP


The resultants of the comparison test “C” utilising the same 163 cc 4 stroke engine loaded at 120 Watt operating on a 50/50 mixture of Hydroleum Dipentene 96% and Mobil R.O.N 87 ULP carbon reducing fuel are as follows:



Dipentene/n-Heptane/Isooctane Net Energy content per cc = 28839.15 J

Dipentene/n-Heptane/Isooctane Fuel Consumption = 100 cc per 859 sec

Dipentene/n-Heptane/Isooctane Fuel Consumption per sec = 0.116364314 cc

Dipentene/n-Heptane/Isooctane Consumption = 78.05g per 859 sec @ 120 Watt Load

Dipentene/n-Heptane/Isooctane Net Energy per 0.116375 cc per sec = 3356.17 J

Total motor run time per Liter of Hydroleum/ Dipentene/n-Heptane/Isooctane Fuel = 2 hr 23 min

Exhaust gas Temp. C @ ) 859 sec = 126 degrees C

Temperature rise. C @ ) 859 sec = 93 degrees C


RPM = 3000


Air / Dipentene/n-Heptane/Isooctane ratio = 9.4572 : 1 = 0.858925 gram of air to 0.090822347077 gram of Dipentene

Exhaust Emission Condense per 859 sec = . Nil condense film


Atmospheric Oxygen Consumption = 0.18037425 grams per sec

Hydroleum Dipentene 96 / Mobil RON 87 ULP Fuel Cost per L = AUD 1.17per liter


R.O.N =112

Density 50/50 Dipentene/n-Heptane/Isooctane = 0.7805 g/cc

50/50 Hydroleum Dipentene / (n-Heptane / Isooctane) Fuel expansion ratio = 14.7:1


Increase of Hydroleum Dipentene/ Mobil R.O.N 87 ULP fuel cost per litercomparative to R.O.N 87 Mobil U.L.P = 25.64%

Decrease of Hydroleum Dipentene / ULP blend fuel consumption per sec = 19.76 %

Total Decrease of engine running cost per sec @ 3000 rpm = 1.164 %(AU 1.39 per L for Dipentene sourced from China) ( Note: Dipentene can be sourced from Nigeria at AU.22 per L, DDI is still being undertaken on the Nigerian company Total Oil)


Reduction of non combusted hydrocarbon particles emission = 100 %

Reduction of Atmospheric Nitrogen consumption @ AFR 9.45 : 1 = 33 %

Reduction of Carbon Dioxide emission = 45% (due the prescribed Carbon mass of Dipentene to R.O.N 87 Mobil U.L.P ratio is defined as Carbon Neutral )

Increase of fuel expansion ratio = (10:1 Mobil / 14.7 Hydroleum D96/ULP ) = 31.97%


Differential relationship of the tested163 cc 4 stroke engine loaded at 120 Watt fueled by 50/50 blend of Hydroleum Dipentene 96 R.O.N 137 and U.L.P RON 87 isooctane blend comparative to the control parameters issued by the Mobil U.L.P RON 87 fueled only, 163 cc 4 stroke Control engine loaded at 120 Watt :

Exhaust Gas Composition of (n-Heptane/Iso-Octane 50%) / (Hydroleum Dipentene 50%) C9H17 calculated at optimum stoichemetry for power output.

Optimum Air/Fuel Ratio- Kg/Kg @ 0% Excess Air = 9.4572 :1Lower Heating Value= 29124927.4377799 joule/kilogramN2, mole %= 75.0842O2, mole %= 0.0000CO2, mole %= 20.3851H2O, mole %= 3.6262Ar, mole %= 0.9044SO2, mole %= 0.0000CO, mole %= 0.0000Total, mole %= 100.0000Flue Gas mol.wt.= 31.0217

SUMMARY OF TEST “C”

The aforesaid test procedures “C” conducted thereof the cited 163 cc four stroke engine subject to 50/50 Hydroleum Dipentene 96 / (Isooctane / n-Heptane) blended fuel operation, powering a select control load condition, whereby such experimental fuel blend was delivered to the combustion chamber via air aspirated carburetor with choke adjusted to reduce air induction into the combustion chamber by 21.2%, whereto obtain proper stoichemetry suited for optimum power of this said engine, which had yielded a corresponding reduction of exhaust emissions, namely carbon monoxide, carbon dioxide, Nitrogen oxides and non combusted hydrocarbon particulates, due to reducing the intake of atmospheric nitrogen and providing oxidant liberated from the super critical heating of the oxygen component comprising the said 50/50 Hydroleum Dipentene 96 / (Isooctane / n-Heptane ) fuel blend and blending a fossil fuel with a prescribed proportion of a carbon neutral fuel having a High Research Octane Number (R.O.N) being 137.

A substantial decrease of engine fuel running costs is due to the decrease of consumption of Hydroleum Dipentene 96 / (Isooctane / n-Heptane) blended fuel powering a said control load comparative to the 163 cc 4 stroke engine running on Isooctane / n-Heptane ( Mobil RON 87 ULP) fuel only and powering an identical control load. There is proven, a substantial reduction of greenhouse gas emissions inclusive of water vapour emissions which is defined as a detrimental greenhouse gas, due to diluting the standard fossil fuel with a Carbon Neutral fuel derived from waste plant matter or the pyrolysis of waste tyres.The hotter exhaust gas temperatures and pressure may further be used within a heat exchanger and or turbine for deriving further work in heating water to steam or utilise the said exhaust pressure to power an Aerolon macro turbine for power takeoff whereto further increase the energy output of the said engine. comparative to standard n-heptane/ isooctane engine running at 12:1 A/F ratio operation.

TECHNICAL ANALYSIS OF DIPENTENE 96

Reference: National Research Center

Fig.1

TECHNICAL ANALYSIS OF DIPENTENE 96

The above table’s showed GC/MS analysis of sample Orange Volatile Oils, this table revealed the presence of 25 compounds these compounds are identified therein Figure 1.

Reference: National Research Center

Hydroleum Dipentene 96 (Limonene) = J/cc =22678.31C10H16 Density = .845 g/cm³Melting point – 60 CRON = 137

Ethanol = J/cc = 21200.00C2H6O Melting point – 114.3 CDensity = 0.789 g/ cm³RON = 129

Methanol = J/cc = 17967.672083CH3OHDensity 0.7918 g/cm³Melting point – 97.0 CRON = 123

Petrol (n-Heptane/Isooctane) = 33165.0 J/ccC8H18 Density = .737 g/cm³Melting point – 110.0 CRON = 91

JP8 Kerosene Aviation fuel = 34843.62 J/cc C12H26

Density = .807 g/cm³Melting point – 47 CRON = 116

E10 = 31968.5 J/cc 90% C8H18 : 10% C2H6ODensity = .739 g/cm³Melting point – 111.0 CRON = 93

COMPARATIVE PROPERTIES OF LIQUID FUELS

Calculation Results Eugenol C10H12O2 Lower Heating Value, J/g = 20,407.88Air/Fuel Ratio, Kg/Kg @ 0% Excess Air= 5.3738

Exhaust Gas CompositionN2, mole %= 71.4296O2, mole %= 0.0000CO2, mole %= 24.2692H2O, mole %= 3.4408Ar, mole %= 0.8604SO2, mole %= 0.0000CO, mole %= 0.0000Total, mole %= 100.0000Flue Gas mol.wt.= 31.6562

Calculation Results Carophyllene C15H24Lower Heating Value, J/g= 22,974.35Air/Fuel Ratio, Kg/Kg @ 0% Excess Air= 6.6678


Calculation Results Linalool C10H18Lower Heating Value, J/g= 25,9397.68Air/Fuel Ratio, Kg/Kg @ 0% Excess Air= 7.8980


FUEL AND EMMISSION PROPERTIES THEREOFHYDROLEUM ANTIOXIDANT ADMIXTURE’S:

TEST PROCEDURE “D” FOR ESTABLISHING THE PERFORMANCE AND CONTROL OPERATIONAL



.








The following test ‘s procedure’s were designed to establish fuel consumption and emissions of a 163 cc four stroke internal combustion engine powered generator under loaded electric output condition whereby to establish operational control values for comparative analysis of the engine when operating the engine on RON 87 unleaded petrol as opposed to the comparative operational values of the said control engine when powered by an experimental renewable fuel such as Dipentene or alternatively known as di-Limonene (Orange Oil) which is used in the following comparative tests for reduction of fossil fuel consumption , increasing torque and thereto issue also a corresponding reduction of combustion by products and emissions. The specification of the internal combustion engine powered generator is as follows:



The resultants of control test “D” for establishing standard operating parameters of the 163 cc 4 stroke motor relating to normal engine operation powering a generator under 500 Watt loaded motor conditions with the said engine fueled by Mobil U.L.P RON 87 isooctane blend at 12:1 A/F ratio is as follows:

Fuel Consumption = 100 cc per 515 sec @ 2900 rpm Ambient Air Temp = 31 degrees C @ Relative Humidity 61%Air Density = 1.184 Kg/m3 ULP 2000 RON 87 Net Energy content per cc = 33001.2 JFuel Consumption = .1941747 cc per sec @ 500 Watt LoadFuel Consumption= 73.37 gram per 515 sec @ 500 Watt LoadFuel Consumption = 0.1431067539 grams per sec @ 500 Watt LoadIsooctane Net Energy Content Joules per .1941747 cc = 6407.76 JIsooctane Energy supplied per 515 sec = 3300120.0 JoulesTotal motor run time per Liter = 1 hr 30 min Exhaust Temp. C @ 0 sec = 25 degrees CExhaust Temp. C @ 545 sec = 120 degrees CTemperature rise. C = 95 degrees CExhaust Pressure = 4.1 PSIRPM = 2900Emission Condense = diameter 50 mm water condense film.Air Fuel ratio 12.0 : 1 = 1.71728 grams of air to 0.1431067539 grams of isooctaneEngine Efficiency = 7.80 % @ 500 Watt LoadAtmospheric Nitrogen consumption @ AFR 12 : 1 = 1.3566 grams per secAtmospheric Oxygen consumption @ AFR 12 : 1 = 0.36062 grams per sec N-Heptane / Isooctane Fuel expansion ratio = 10:1

TEST PROCEDURE “E” FOR ESTABLISHING THE PERFORMANCE AND OPERATIONAL PARAMETERS,




This test procedure “D” was designed to establish fuel consumption and emissions of the aforecited 163cc four stroke engine under select loaded electric output condition whereby to establish operational values comparative the control engine when powered by Hydroleum Dipentene 96% (Dipentene,Eugenol,Carophyllene and Linalool) blended fuel .








30

The resultants of the comparison test “E” utilising the same 163 cc 4 stroke engine loaded at 500 Watt operating on Hydroleum Dipentene 96% carbon neutral fuel are as follows:




Dipentene Fuel Consumption = 100 cc per 545 sec @ 2900 rpm

Dipentene Fuel Consumption per sec = .1832881 cc per sec @ 500 Watt Load


Dipentene Fuel Consumption = 0.155794885 g per sec

Dipentene Net Energy content per .1832881 cc per sec = 4156.66 J


Exhaust gas Temp. C @ 545 sec = 135 degrees C

Temperature rise. C @ 545 sec = 110 degrees C


RPM = 2900


Air / Dipentene ratio = 6.5037 : 1 = 1.013243 g of air to 0.155795 g of Dipentene 96

Exhaust Emission Condense per 545 sec = Nil


Atmospheric Oxygen Consumption 0.21278103 grams per sec

Fuel expansion ratio = 10:1

Hydroleum Dipentene 96 Fuel Cost per L = AUD 1.39 per liter


RON =137

Density Hydroleum Dipentene 96 = 0. 85 gram per cc




Increase of Hydroleum Dipentene fuel cost per liter comparative to R.O.N 87 Mobil U.L.P = 32 % (AU 1.39 per L for Dipentene sourced from China) ( Note: Dipentene can be sourced from Nigeria at AU.22 per L, DDI is still being undertaken on Nigeria)

Decrease of Hydroleum Dipentene fuel consumption per sec = 5.6 %

Total Increase of engine running cost per sec @ 3000 rpm = 36.4 %


Increase of Non combusted hydrocarbon particles emission = .00001 %

Reduction of Atmospheric Nitrogen consumption @ AFR 6.5 : 1 = 36.4 %






SUMMARY OF TEST “E”

The aforesaid test procedures “E” of the cited 163 cc four stroke engine subject to Hydroleum Dipentene fuel operation, powering a select control load condition, whereby such experimental fuel was delivered to the combustion chamber via air aspirated carburetor with choke adjusted to reduce air induction into the combustion chamber by 46%, whereto obtain proper stoichemetry suited for optimum power of this said engine , which had yielded a corresponding reduction of exhaust emissions, namely carbon monoxide, carbon dioxide, Nitrogen oxides and non combusted hydrocarbon particulates, due to reducing the intake of atmospheric nitrogen intake and providing greater oxidant liberated from the super critical heating of the oxygen component comprising the said Hydroleum Dipentene 96 fuel blend

A moderate increase of fuel running costs is due to the cost of Hydroleum Dipentene 96 fuel comparative to the 163 cc 4 stroke engine running on Isooctane / n-Heptane fuel only.

There is proven, an increase of motor efficiency, reduction of fuel consumption,increased torque with a substantial reduction of greenhouse gas emissions inclusive of water vapour emissions which is defined as a detrimental greenhouse gas, due to combusting Hydroleum Dipentene 96 fuel blend being a Carbon Neutral fuel derived from waste plant matter or the pyrolysis of waste tyres.

The hotter exhaust gas temperatures and higher exhaust pressure may further be used within a heat exchanger and or turbine for deriving further work in heating water to steam or utilise the said exhaust pressure to power an Aerolon macro turbine for power takeoff whereto further increase the energy output of the said engine. comparative to standard n-heptane/ isooctane engine running at 12:1 A/F ratio operation.

TEST PROCEDURE “F” FOR ESTABLISHING THE PERFORMANCE AND CONTROL OPERATIONAL










The following test ‘s procedure’s were designed to establish fuel consumption and emissions of a 163 cc four stroke internal combustion engine powered generator under 2000 watt loaded electric output condition whereby to establish operational control values for comparative analysis of the engine when operating the engine on RON 87 unleaded petrol as opposed to the comparative operational values of the said control engine when powered by an experimental renewable fuel such as Dipentene or alternatively known as di-Limonene (Orange Oil) which is used in the following comparative tests for reduction of fossil fuel consumption , increasing torque and thereto issue also a corresponding reduction of combustion by products and emissions. The specification of the internal combustion engine powered generator is as follows:



The resultants of control test “F” for establishing standard operating parameters of the 163 cc 4 stroke motor relating to normal engine operation powering a generator under 2000 Watt loaded motor conditions with the said engine fueled by Mobil U.L.P RON 87 isooctane blend at 12:1 A/F ratio is as follows:

Fuel Consumption = 100 cc per 382 sec @ 2400 rpm @ 2000 Watt LoadAmbient Air Temp = 27 degrees C @ Relative Humidity 65%Air Density = 1.184 Kg/m3 ULP 2000 RON 87 Net Energy content per cc = 33001.2 JFuel Consumption = 0.26162790697 cc per sec @ 2000 Watt LoadFuel Consumption= 73.37 gram per 382 sec @ 2000 Watt LoadFuel Consumption = 0.19281976743689 grams per sec @ 2000 Watt LoadIsooctane Net Energy Content Joules per 0.26162790697 cc = 8633.72 JoulesIsooctane Energy supplied per 382 sec = 3300120.0 JoulesTotal motor run time per Liter = 1 hr 4 min Exhaust Temp. C @ 0 sec = 25 degrees CExhaust Temp. C @ 382 sec = 127 degrees CTemperature rise. C = 102 degrees CExhaust Pressure = 7.23 PSIRPM = 2900Emission Condense = Nil.Air Fuel ratio 12.0 : 1 = 2.3138364 grams of air to 0.1928197 grams of isooctaneEngine Efficiency = 23.1 % @ 2000 Watt LoadAtmospheric Nitrogen consumption @ AFR 12 : 1 = 1.82793 grams per secAtmospheric Oxygen consumption @ AFR 12 : 1 = 0.4859056 grams per sec N-Heptane / Isooctane Fuel expansion ratio = 10:1

TEST PROCEDURE “G” FOR ESTABLISHING THE PERFORMANCE AND OPERATIONAL PARAMETERS,




This test procedure “G” was designed to establish fuel consumption and emissions of the aforecited 163cc four stroke engine under select loaded electric output condition whereby to establish operational values comparative the control engine when powered by Hydroleum Dipentene 96% (Dipentene,Eugenol,Carophyllene and Linalool) blended fuel .








30

The resultants of the comparison test “G” utilising the same 163 cc 4 stroke engine loaded at 2000 Watt operating on Hydroleum Dipentene 96% carbon neutral fuel are as follows:




Dipentene Fuel Consumption = 100 cc per 370 sec @ 2900 rpm @ 2000 Watt Load

Dipentene Fuel Consumption per sec = ..270000 cc per sec @ 2000 Watt Load


Dipentene Fuel Consumption = 0.23375 g per sec

Dipentene Net Energy content per .270000 cc per sec = 6123.14 J


Exhaust gas Temp. C @ 370 sec = 135 degrees C

Temperature rise. C @ 370 sec = 110 degrees C


RPM = 2900


Air / Dipentene ratio = 6.5037 : 1 = 1.5202398 g of air to 0.23375 g of Dipentene 96

Exhaust Emission Condense per 160 sec = Nil


Atmospheric Oxygen Consumption 0.319250358 grams per sec

Fuel expansion ratio = 19.5 : 1

Hydroleum Dipentene 96 Fuel Cost per L = AUD 1.39 per liter


RON =137

Density Hydroleum Dipentene 96 = 0. 85 gram per cc




Increase of Hydroleum Dipentene fuel cost per liter comparative to R.O.N 87 Mobil U.L.P = 19.6 %

(AU 1.39 per L for Dipentene sourced from China) ( Note: Dipentene can be sourced from Nigeria at USD.22 per L, DDI is still being undertaken on Nigeria)and AUD 1.06 per L of Mobil RON87 ULP

Increase of Hydroleum Dipentene fuel consumption per sec = 3.1 %

Total Increase of engine running cost per sec @ 3000 rpm = 22.8 %


Non combusted hydrocarbon particles emission = Nil

Reduction of Atmospheric Nitrogen consumption @ AFR 6.5 : 1 = 34.3 %



Increase in engine efficiency = 29. 2 %



SUMMARY OF TEST “G”

The aforesaid test procedures “G” of the cited 163 cc four stroke engine subject to Hydroleum Dipentene fuel operation, powering a select control load condition, whereby such experimental fuel was delivered to the combustion chamber via air aspirated carburetor with choke adjusted to reduce air induction into the combustion chamber by 46%, whereto obtain proper stoichemetry suited for optimum power of this said engine , which had yielded a corresponding reduction of exhaust emissions, namely carbon monoxide, carbon dioxide, Nitrogen oxides and non combusted hydrocarbon particulates, due to reducing the intake of atmospheric nitrogen intake and providing greater oxidant liberated from the super critical heating of the oxygen component comprising the said Hydroleum Dipentene 96 fuel blend

A moderate increase of fuel running costs is due to the cost of Hydroleum Dipentene 96 fuel comparative to the 163 cc 4 stroke engine running on Isooctane / n-Heptane fuel only.

There is proven, an increase of motor efficiency, reduction of fuel consumption,increased torque with a substantial reduction of greenhouse gas emissions inclusive of water vapour emissions which is defined as a detrimental greenhouse gas, due to combusting Hydroleum Dipentene 96 fuel blend being a Carbon Neutral fuel derived from waste plant matter or the pyrolysis of waste tyres.

The hotter exhaust gas temperatures and higher exhaust pressure may further be used within a heat exchanger and or turbine for deriving further work in heating water to steam or utilise the said exhaust pressure to power an Aerolon macro turbine for power takeoff whereto further increase the energy output of the said engine. comparative to standard n-heptane/ isooctane engine running at 12:1 A/F ratio operation.

PROJECT HYDROLEUM DIPENTENE part 1 complete report

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