Octane Numbers of Ethanol-Gasoline Blends: Measurements and Novel Estimation Method from Molar Composition

Anderson, James E.; Leone, Thomas G.; Shelby, Michael H.; Wallington, Timothy J.; Bizub, Jeffrey J.; Foster, Mary H.; Lynskey, Michael; Polovina, Dusan

doi:10.4271/2012-01-1274

Cited by 115 publications

(115 citation statements)

References 19 publications

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“…At higher concentrations of ethanol, the octane sensitivity becomes less dependent on ethanol content [7]. Other studies have also highlighted that a significant increase was observed in the RON for low ethanol concentrations, but this effect diminishes at high concentrations [7,22,46,47]. The same observation is seen in HCCI results showing that ethanol blending behaves similarly both in SI and HCCI conditions.…”

Section: High Ron Fuelssupporting

confidence: 74%

“…For 0 to 15% ethanol increase, the HCCI number changed approximately from 70 to 90 whereas for high RON fuels, the change was much less. It is well established that base fuels with lower RONs result in a greater increase in the RON with 10% ethanol addition [22]. Figure 26 and 27 show the variation of RON at an engine speed of 600 rpm, 52° C. The base fuels are PRF 84 and FACE A.…”

Section: Low Ron Fuelsmentioning

confidence: 99%

“…A small quantity of ethanol and methanol causes a great increase in the RON, but the effect is diminished for both at high concentrations, showing a non-linear response [7], [19], [20], [21]. Anderson et al reported that an addition of 10% ethanol resulted in a significant increase in the RON of the blend [22]. For methanol, 5-15% by volume results in a large increase in the RON, but at high concentrations the RON begins to converge [19].…”

Section: Introductionmentioning

confidence: 99%

“…For methanol, 5-15% by volume results in a large increase in the RON, but at high concentrations the RON begins to converge [19]. Base octane number and composition plays an important role in the RON response for both ethanol and methanol [19,22,23].…”

Section: Introductionmentioning

confidence: 99%

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Auto-Ignition of Iso-Stoichiometric Blends of Gasoline-Ethanol-Methanol (GEM) in SI, HCCI and CI Combustion Modes

Waqas¹,

Naser²,

Sarathy³

et al. 2017

SAE Technical Paper Series

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Gasoline-ethanol-methanol (GEM) blends, with constant stoichiometric air-to-fuel ratio (iso-stoichiometric blending rule) and equivalent to binary gasoline-ethanol blends (E2, E5, E10 and E15 in % vol.), were defined to investigate the effect of methanol and combined mixtures of ethanol and methanol when blended with three FACE (Fuels for Advanced Combustion Engines) Gasolines, I, J and A corresponding to RON 70.2, 73.8 and 83.9, respectively, and their corresponding Primary Reference Fuels (PRFs). A Cooperative Fuel Research (CFR) engine was used under Spark Ignition and Homogeneous Charge Compression Ignited modes. An ignition quality tester was utilized in the Compression Ignition mode. One of the promising properties of GEM blends, which are derived using the iso-stoichiometric blending rule, is that they maintain a constant octane number, which has led to the introduction of methanol as a drop-in fuel to supplement bio-derived ethanol. A constant RON/ HCCI fuel number/derived Research octane number property was observed in all three combustion modes for high RON fuels, but for low RON fuels, the iso-stoichiometric blending rule for constant octane number did not appear to be valid. The chemical composition and octane number of the base fuel also influenced the behavior of the GEM blends under different conditions.

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Section: High Ron Fuelssupporting

confidence: 74%

Section: Low Ron Fuelsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Auto-Ignition of Iso-Stoichiometric Blends of Gasoline-Ethanol-Methanol (GEM) in SI, HCCI and CI Combustion Modes

Waqas¹,

Naser²,

Sarathy³

et al. 2017

SAE Technical Paper Series

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“…However Ref. [9] reported that BSFC got worse 46 under low-speed, high-load conditions at high compression ratios due to spark retardation 47 caused by heavy knocking with low octane gasoline. Nevertheless improvements were 48 observed when a high octane gasoline was used at increased compression ratios [9].…”

mentioning

confidence: 99%

Investigation of compression ratio and fuel effect on combustion and PM emissions in a DISI engine

Lattimore

Herreros

et al. 2016

Fuel

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Advanced Compression‐Ignition Combustion for High Efficiency and Ultra‐LowNO_Xand Soot

Dec

2014

Encyclopedia of Automotive Engineering

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Low temperature combustion of gasoline or gasoline‐like fuels has significant advantages over conventional piston‐engine combustion processes. This combustion process, which is based on the compression‐ignition (CI) of a premixed or partially premixed dilute charge, is capable of achieving thermal efficiencies at or above those of diesel engines, engine‐out NO X and soot emissions well below mandated standards, and loads as high as those typical of turbo‐charged diesel engines. However, additional research and development are required to make this process commercially viable. There are many variations of this combustion process, involving charge mixtures that range from well premixed (homogeneous charge compression ignition, HCCI) to those that are mildly or even highly stratified. This chapter provides a comprehensive overview of low temperature gasoline combustion (LTGC), beginning with the fundamentals, which are discussed primarily in terms of HCCI, the simplest form of LTGC. An emphasis is placed on explaining the physical and chemical processes responsible for key operating parameters such as load limits, fuel effects, and intake‐pressure boosting. This approach is also applied to discussions of the use of controlled charge stratification to extend the operating limits and improve efficiency. Building on this understanding, methods for the practical implementation of LTGC are reviewed, along with two more‐recently introduced techniques that show promise: one using two fuels with different autoignition reactivities and the other using diesel‐type direct injection of gasoline‐like fuels.

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Octane Numbers of Ethanol-Gasoline Blends: Measurements and Novel Estimation Method from Molar Composition

Cited by 115 publications

References 19 publications

Auto-Ignition of Iso-Stoichiometric Blends of Gasoline-Ethanol-Methanol (GEM) in SI, HCCI and CI Combustion Modes

Auto-Ignition of Iso-Stoichiometric Blends of Gasoline-Ethanol-Methanol (GEM) in SI, HCCI and CI Combustion Modes

Investigation of compression ratio and fuel effect on combustion and PM emissions in a DISI engine

Advanced Compression‐Ignition Combustion for High Efficiency and Ultra‐LowNO_Xand Soot

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Octane Numbers of Ethanol-Gasoline Blends: Measurements and Novel Estimation Method from Molar Composition

Cited by 115 publications

References 19 publications

Auto-Ignition of Iso-Stoichiometric Blends of Gasoline-Ethanol-Methanol (GEM) in SI, HCCI and CI Combustion Modes

Auto-Ignition of Iso-Stoichiometric Blends of Gasoline-Ethanol-Methanol (GEM) in SI, HCCI and CI Combustion Modes

Investigation of compression ratio and fuel effect on combustion and PM emissions in a DISI engine

Advanced Compression‐Ignition Combustion for High Efficiency and Ultra‐LowNOXand Soot

Contact Info

Product

Resources

About

Advanced Compression‐Ignition Combustion for High Efficiency and Ultra‐LowNO_Xand Soot