Effect of High RON Fuels on Engine Thermal Efficiency and Greenhouse Gas Emissions

Yokoo, Nozomi; Nakata, Kohei; Chapman, Bryan Scott; Joseph, D Raja; Sabio, Nagore; Farenback-Brateman, J; Goheen, Christopher; Sahnoune, Abdelhadi

doi:10.4271/2019-01-0629

Cited by 7 publications

(5 citation statements)

References 15 publications

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“…Likewise, a better understanding of the feasibility and cost impacts of producing gasolines with different RON, MON, AKI, and/or OS specifications is needed. To date, refinery modeling studies have typically focused on achieving specific RON or AKI minimum values, − , sometimes also subject to a minimum MON requirement, , consistent with many gasoline specifications. This study has shown that a change in base fuel RON or MON (or OS) can affect the resulting changes in RON, MON, and OS after ethanol is blended.…”

Section: Resultsmentioning

confidence: 99%

“…Fuel suppliers (refiners, blenders, marketers) utilize ethanol’s high octane ratings to provide a portion of the octane requirements for existing gasoline grades . Increased ethanol content has also been identified as a potential enabler to increase the octane ratings of gasoline above those in existing grades, which would in turn enable future engines to be designed and operated at higher efficiency, for example, through higher engine compression ratio. − These approaches can provide improvements in greenhouse gas emissions and crude oil consumption at refineries, , in vehicles, and on a combined well-to-wheels basis. − …”

Section: Introductionmentioning

confidence: 99%

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Novel Method to Estimate the Octane Ratings of Ethanol–Gasoline Mixtures Using Base Fuel Properties

Anderson

Wallington

2020

Energy Fuels

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Ethanol blending into gasoline yields a wide range of octane rating responses, most frequently synergistic (i.e., greater than expected by linear blending), but also linear or antagonistic. A new approach to modeling ethanol octane blending, applicable for both research octane number (RON) and motor octane number (MON), is proposed, which predicts different ethanol blending responses in base fuels of different compositions and properties. The new model adds an interaction term to the linear molar blending model with a coefficient, Z, that quantifies the synergistic/antagonistic blending: ONblend = (1 – x e)ONg + x eONe + Zx e(1 – x e), in which x e is the molar ethanol fraction and ONg, ONe, and ONblend are the octane numbers of the base gasoline, ethanol, and their blend, respectively. Fuel property and hydrocarbon composition data for 299 ethanol–gasoline blends and their 90 complex base fuels were collected from the literature, primarily for market gasolines, blendstocks for oxygenate blending (BOBs), and research fuels. Correlations of octane blending parameters for several model approaches were highest for base gasoline octane sensitivity (OSg = RONg – MONg) or saturate and aromatic fraction (Satg, Aromg). Multivariate forward-step linear regression used these same properties to predict the octane blending response in different base fuels over a wide range of ethanol content. For example, the two equations for RON blending are as follows: Z RON = 15.0 – 1.76OSg + 11.3x e and Z RON = −47.8 + 64.3Satg + 24.6Aromg + 12.0x e. These models provide greatly improved predictions as compared to generic models that do not utilize base fuel information.

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Section: Resultsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Novel Method to Estimate the Octane Ratings of Ethanol–Gasoline Mixtures Using Base Fuel Properties

Anderson

Wallington

2020

Energy Fuels

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“…In the case of lightduty vehicles, this consortium has investigated the relationship between fuel properties and engine efficiency. One fuel property that benefits engine efficiency and can be tailored to improve engine efficiency is research octane number (RON) [18,19,20]. Co-Optima has explored in particular how unique fuel properties may be obtained when leveraging biomass-derived blendstocks [21,22,23].…”

Section: B Co-optima: Fuel and Engine Co-designmentioning

confidence: 99%

Biofuels with Tailored Properties (A) for Hybrid and Plug-in Electric Vehicles(B)

Oke,

Dunn*,

Zaimes

et al. 2020

Preprint

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For the past five years, the Department of Energy's Co-Optima program has explored biomass-derived blendstocks with fuel properties that boost the efficiency of engines, seeking to enable technology for fuel-engine cooptimization. Past analysis quantified benefits of introducing co-optimized fuels and engines for light-duty vehicles with the core assumption that efficiency gains would be the same for vehicles with and without hybridized power trains. Vehicles with hybridized powertrains, however, could experience a different energy efficiency change than conventional vehicles, which could be a decrease, if the blended fuel is not tailored for their operation, or an increase, if the hybrid engine's operational conditions take better advantage of the blended fuel. Therefore, this study examines opportunities to reduce the environmental effects of light-duty transportation when fuel properties are tailored to the unique needs of hybrid electric and plug-in hybrid electric (HEV, PHEV) vehicles to improve their engine efficiency. The analysis tracks greenhouse gas emissions reductions on a well-to-wheels basis when co-designed fuels and engines for vehicles with hybridized power trains are introduced into the market. Engine efficiency gains and incremental vehicle cost are key parameters in the analysis as we seek fuel-engine technology that will significantly boost overall vehicle efficiency at a price point that is commercially viable. Twelve co-deployment scenarios were generated based on 3 different levels of engine efficiency improvement (8% ,10% and 12%

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“…Several studies have examined the cost, energy and GHG impacts of producing higher RON fuels for the US market, with most finding that increasing RON by 3–5 points was technically feasible and could be done at relatively low cost, with ethanol being an attractive fuel component to increase RON. − However, there is no published literature on how an additional OS constraint would impact fuel production. This information is needed to conduct well-to-wheel (WTW) assessments that yield the impact on fuel consumption and GHG emissions associated with vehicle use and fuel production.…”

Section: Introductionmentioning

confidence: 99%

Refining Economics of Higher Octane Sensitivity, Research Octane Number and Ethanol Content for U.S. Gasoline

Hirshfeld¹,

Kolb²,

Anderson

et al. 2021

Energy Fuels

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Increasing the minimum octane ratings of the U.S. gasoline pool would enable higher engine efficiency in future light-duty vehicles (e.g., through higher compression ratio engines), facilitating greater vehicle fuel economy and lower greenhouse gas emissions. This study applied a linear programming model of the aggregate U.S. refining sector to estimate the technical and economic effects of producing a gasoline pool meeting alternative combinations of national standards for ethanol content, minimum research octane number (RON), and minimum octane sensitivity (OS = RON – MON, where MON is the motor octane number). The primary effects assessed included refining capacity additions and investments, incremental refining and fuel production costs, crude oil consumption, refinery CO2 emissions, and national average gasoline properties and composition. The analysis indicated that (i) with refining technology and gasoline blendstocks currently used in the U.S, the average RON and OS of the gasoline pool could be increased significantly using conventional refining processes and gasoline blendstocks, especially at higher levels of ethanol blending; (ii) a 102 RON standard could be met with E15, E20, and E25; (iii) the highest attainable OS standard would be 10 OS with E10, 12 OS with E15, 13 OS with E20, and 14 OS with E25. While incremental fuel production costs ($/gal) and refining investment requirements ($ billion) would increase with increasing RON and OS standards (for each level of assumed ethanol blending), increased RON for E10 gasoline might be attained at a cost of 3 and 10¢/gal for 95 and 98 RON, respectively. Adding large volumes of a high-RON, high-OS blendstock, such as ethanol (currently produced in large volume) or iso-octene (currently produced in only de minimis volumes), would extend the achievable RON and OS frontier, with high OS levels achievable only with iso-octene significantly increasing incremental refining cost. Additional ethanol use would offset some of the increase in incremental refining cost by reducing the required volume and RON of the hydrocarbon portion of the gasoline pool.

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Effect of High RON Fuels on Engine Thermal Efficiency and Greenhouse Gas Emissions

Cited by 7 publications

References 15 publications

Novel Method to Estimate the Octane Ratings of Ethanol–Gasoline Mixtures Using Base Fuel Properties

Novel Method to Estimate the Octane Ratings of Ethanol–Gasoline Mixtures Using Base Fuel Properties

Biofuels with Tailored Properties (A) for Hybrid and Plug-in Electric Vehicles(B)

Refining Economics of Higher Octane Sensitivity, Research Octane Number and Ethanol Content for U.S. Gasoline

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