Modification of the component composition of gasoline, associated with the use of spirits and ethers (oxygenates) in modern fuels, as well as an increased content of combustible aromatic hydrocarbons may influence the dynamic activity of the coal filter. Therefore, the absorption of gasoline vapors with activated carbon (a coal filter) has been studied. The subjects of the study were samples of gasoline RON 95, RON 98, purchased at different times at gas stations in Russia and Spain. To carry out the tests a carbon filter (activated carbon) of the adsorber of the CITROEN C4 was used. Before filling the sorbent in a dynamic tube, it was regenerated, consisted of heating the coal to temperatures of 250 ... 3000С and forcing it to shake through the container with air material. Experiments on the absorption of gasoline vapors were carried out on a plant consisting of a rotameter, a Drexler bottle, a pressure stabilizer, and a dynamic tube. It has been established that, unlike other samples, two fuel samples have certain features that manifest themselves, in particular, in the values of the boiling temperature, in the value of the octane number, in the acidity parameters and in the remainder in the flask. Activated carbon has a higher adsorption and retention capacity with respect to the components of these gasolines. It is shown that this ability is a reflection of the increased content in the fuel of organic compounds with a higher molecular mass. Such substances include aromatic hydrocarbons and series of compounds containing polar substituents, for example methyl tert-butyl ether.
The article is describe the results of experimental investigations of forced fluid cooling of friction pairs in wet clutches on their thermal load. It is found that forced fluid cooling of the friction clutch can significantly increase the time of engagement and slipping in comparison with the time of operation similar couplings presently used on tractors and automobiles. It is found that at steady clutch disc temperature greatest influence parameters such as the pressure on the friction surface, the amount of cooling oil and its temperature in the inlet area of friction and has a much smaller effect change in the relative sliding speed of the rubbing surfaces. With increasing pressure on the disc friction surfaces with 0,501 to 2,82 MPa at specific consumption of oil 6,810-3 m3/(m2s) and the constant rotation frequency of 1000 min-1 a steady-state temperature is reduced by 15 % (from 143 to 125 °C). Therefore, by increasing the friction power 165 % (from 24,92 to 9,39 kW) temperature of clutch disc increases only by 75 %. With the increasing of specific oil consumption on the friction surface by 20 % (from 5,65 10-3 to 6,8 10-3 m3/(m2s)) at a pressure of 2,06 MPa and a constant speed of 1000 min-1 a steady-state temperature is reduced by 15 % (from 143 to 125 °C). The increasing in the at a speed of 100 % (from 500 to 1000 min-1) and, respectively, and friction power by 52 % (from 16,33 to 24,92 kW) at the pressure of 2,82 MPa and a permanent specific consumption of oil increases steady disk temperature by 19 % (from 122 to 145 °C). Based on the results of experimental studies found that increasing friction power per 1 kW due to the gain of a pressure on the friction surface leads to growing of friction disc temperature at the average of 4 °C, but due to the gain of disk rotation speed - at the average of 2,5 °C.
The article describes schematic diagrams of devices used to record microprofiles of automobile roads, their advantages and disadvantages. The authors propose construction diagram, free from most of the disadvantages.
Anticorrosion properties of carboxylated antifreeze are investigated. It is found that long-time contact between coolant liquid and steel changes neither surface condition of specimens nor mass of them. It is demonstrated that steel surface under electrochemical corrosion conditions can in some cases take on the property of anticorrosion barrier.
It is known that the quality of diesel fuel is characterized by both performance indicators and environmental properties of fuel. At the same time, the introduction of modern norms and standards that are associated with the modification of the component composition of fuel sets the task of controlling the physicochemical properties of diesel fuels. To solve the task, fuel samples, purchased from different fuel producers, and diesel fuel samples with an unknown prehistory, stored for a long time in the laboratory, were investigated. Mixtures of fuel with kerosene were also investigated. Diluted kerosene fuel, when it is used, reduces not only the power, but also the engine life. The density of the objects of the study was measured with oil meters. The viscosity and fractional composition of the fuels were determined using the VPZh-4 viscosimeter and the ARNS-1E oil distillation apparatus, respectively. Cetane numbers were measured by the OCTAN-IM indicator. As a result of the carried out researches it is established that the density, viscosity, fractional composition of diesel fuels correspond to those presented in the GOST standards. The acidity of samples with a long storage time and an unknown prehistory is greater than the GOST indicator value. The average value of the cetane number of diesel fuels measured by the OCTAN-IM indicator and different from the parameters required by the regulations is identical to the value given in the world fuel charter standard (ISO 5156). In all, without exception, fuels are present unsaturated and aromatic hydrocarbons. It is shown that in the fuel produced by different manufacturers, the ratio of unsaturated and aromatic hydrocarbons can be different. The density, viscosity and other characteristics of the mixture containing 10% kerosene are identical to the normalized values for diesel fuel. The density of the mixture containing 30% kerosene is not only below the norm, but also below the measured values of the density of diesel fuels.
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