Gasoline Blends Research Articles

Near-infrared spectroscopy for the concurrent quality prediction and status monitoring of gasoline blending

Gasoline is one of the major products of oil and petrochemical industry. Blending is the final step and key to improve the efficiency of gasoline production. As an important property that can reflect the quality of gasoline products, the research octane number (RON) of final products has been widely used to evaluate the running status of gasoline blending. However, the real-time and direct acquisition of RON from this process is difficult because it have to be determined by running the fuel in a test engine with a variable compression ratio under controlled conditions. This work proposes a data-driven soft sensor based on near-infrared (NIR) spectroscopy for online RON estimation. A modified semisupervised Gaussian mixture algorithm is adopted to automatically discover meaningful modeling samples and initialize the quality prediction model. Besides, a monitoring model is integrated into the quality prediction sensor to monitor the running status and the accuracy of the NIR-based quality prediction sensor. Datasets from a numerical experiment and industrial gasoline blending are provided to reveal the effectiveness and superiority of the proposed method.

Effects of different compression ratios and spark timings on performance and emissions of a two-wheeler with 30% ethanol-gasoline blend (E30)

30% ethanol blended gasoline (E30) offers significant fuel quality advantages over normal gasoline. As the research octane number of E30 fuel is 100, the compression ratio of the engine was increased for improvement of fuel economy of vehicle. Experimental investigation was carried out on the effect of various compression ratios and spark timings on a two-wheeler with E30 fuel. The experiments were undertaken at different compression ratios (9.4:1, 10.9:1 and 11.5:1) and spark timings under wide-open throttle condition. The combustion, performance and emission characteristics were analyzed at different vehicle speeds. The test results showed that higher compression ratios increased vehicle power and decreased the specific fuel consumption. The maximum in-cylinder pressure increased with higher heat release rate and lower combustion duration. At high compression ratio, the hydrocarbon and carbon monoxide emissions decreased however, oxides of nitrogen emission increased. The spark timing advancement of 4°CA compared to the base timing was found optimal. This study highlights the importance of engine modification for efficient use of high-octane fuels.

Particulate Morphology Characterization of Butanol–Gasoline Blend Fueled Spark-Ignition Direct Injection Engine

Abstract Butanol is an oxygenated renewable fuel and therefore is a potential candidate to be blended with gasoline to reduce particulate emissions. In this experimental investigation, particle number-size (PN-size) distribution and morphology (physical characterization) of soot emitted by the butanol–gasoline blend in a gasoline direct injection (GDI) engine have been investigated. The effect of engine load and fuel injection pressure (FIP) on particulates was investigated for two test fuels: gasoline and Bu15 (85%, v/v, gasoline blended with 15%, v/v, butanol) in a 0.5 L single-cylinder GDI engine using an engine exhaust particulate sizer (EEPS) and a partial flow dilution tunnel for collecting particulate samples on a filter paper. The physical characterization of particulates included primary particle size (Dp) and particle agglomerate characterization parameters such as agglomerate length (L), agglomerate width (W), skeletal length (Lsk) and skeletal width (Wsk), which were determined using a transmission electron microscope (TEM) and corresponding image analyses. PN-size distribution was relatively lower for Bu15, which decreased with increasing FIP. Regardless of the GDI engine operating condition, classical sphere and chain-like agglomerates having nearly similar nano-scale morphology were detected. The primary particle diameter changed with varying engine operating conditions. A comparative analysis of soot originating from Bu15 and gasoline was presented, which may be useful for gasoline particulate filter (GPF) design and to understand the regeneration of GPFs in practical engine applications.

A comparative analysis of knock severity in a Cooperative Fuel Research engine using binary gasoline–alcohol blends

Knock remains one of the main limitations for increasing the efficiency in spark-ignition engines. The use of certain alcohol–gasoline blends is an effective way to either mitigate or eliminate knock, allowing the use of higher compression ratios, therefore increasing the efficiency of spark-ignition engines. Methanol and ethanol are alcohols commonly employed for reducing knock, due to their higher octane number and vaporization heat value. Major attention is being paid recently to butanol and its blends with gasoline since they present similar characteristics to gasoline; however, it was found to be the least knock resistant among the three fuels. In the present work, a comparison between the knock performance of methanol–gasoline, ethanol–gasoline and butanol–gasoline blends is carried out, by volume concentrations up to 20 v/v%. This comparison is made in terms of knock intensity and knock probability. Tests are performed in a single-cylinder, variable-compression ratio, Cooperative Fuel Research engine equipped with port fuel injection system, facilitating the comparison against future results obtained by similar experimental facilities. Results obtained allow to reach meaningful conclusions about the capacity of each blend to mitigate knock.

Effect of Ethanol and Gasoline Blending on the Performance of a Stationary Small Single Cylinder Engine

To reduce dependency on fossil fuel, alternative fuel may be considered either to replace fossil fuel or to improve the characteristics of fossil fuel. Ethanol is one of the alternative fuels that has been used as an additive to gasoline fossil fuel in many countries, particularly for spark ignition engine system. This research aims to investigate the effect of ethanol and gasoline blending on the performance of a non-road small single cylinder engine. Ethanol–gasoline blends of different concentrations are considered in this paper, to experimentally compare their performances, under varying engine speed but constant engine load. The experimental results showed that the addition of ethanol to gasoline has improved the overall engine performance. High ethanol–gasoline fuel blend (E40) is suitable for low engine speed, while low ethanol–gasoline fuel blend (E10) can replace the neat gasoline without modification as their performance is very identical.

Macroscopic Spray Behavior of a Single-Hole Common Rail Diesel Injector Using Gasoline-Blended 5% Biodiesel

This research studies the macroscopic spray structure from a single-hole common rail diesel injector using gasoline-blended 5% biodiesel for use in compression ignition engines. To reduce the NOX/PM trade-off emissions, researchers are investigating gasoline used in compression ignition engines, called gasoline compression ignition. As a result that gasoline is injected directly into the combustion chamber, its spray field has a significant effect on combustion and emissions. Due to its low lubricity, gasoline is blended with biodiesel 5%, as a lubricity enhancer, to prevent the failure of the high-pressure injection system. The macroscopic spray structures of this gasoline blend were investigated Schlieren photography and planar laser-induced fluorescence-particle image velocimetry. Injection pressure was handled by a conventional common rail system, while ambient pressure was controlled by supplying nitrogen into the constant-volume combustion chamber. The effects of injection pressure and ambient pressure on the gasoline spray elucidated by Planar laser-induced fluorescence coupled with particle-image velocimetry (PLIF-PIV) imagery and comparisons with variations in neat diesel spray. In addition, the flow field of gasoline spray that formed vortexes and vorticity was characterized. The results show that the injection pressure and back pressure had the same effects on the gasoline spray structure, in terms of the penetration tip and cone angle, as on the diesel spray. However, the injection pressure had a greater effect on the diesel spray than the gasoline at low ambient pressure due to the occurrence of cavitation. Moreover, the images show the remarkable turbulent structure of gasoline spray and indicate air entrainment at the spray tip region.

Performance and emission of turbocharger engine using gasoline and ethanol blends

In this decade, alternative fuels such as ethanol were extensively studied as an additive or substitute for increasing engine performance and decreasing the release of harmful gases into the environment. The objective of the study is to assess engine performance and exhaust emission using Gasoline and Ethanol blends in a turbocharged spark-ignition engine. Gasoline was used as a reference fuel, and ethanol was blended into gasoline at 10%, 20% and 30% named as E10, E20, and E30, respectively. The turbocharger spark ignition (SI) engine has been coupled to eddy current 100 kW dynamometer to measure the engine efficiency. The engine test was carried out at an engine speed of 3000 rpm and 40% wide open throttle (WOT). As results, the performance parameters such as volumetric efficiency (VE), rate of heat release (ROHR), brake mean effective pressure (BMEP), brake specific fuel consumption (BSFC) of the engine increased with gasoline-ethanol blends compared to gasoline. Also, the complete combustion contributed to the reduction of the hydrocarbon (HC), carbon dioxide (CO2) and nitrogen oxide (NOx) emissions. From the study, it can be concluded that ethanol is highly suited for turbocharged SI engines to reduce emissions and increase performance.

Isothermal Vapor-Liquid Equilibrium Measurement of Isobutanol + Isooctane/N-Heptane Binary Mixtures at Temperatures Range of 303.15-323.15 K

The addition of alcohol as an oxygenated compound in gasoline blends may increase the vapor pressure of gasoline mixture. As a result, the study of vapor-liquid equilibrium for gasoline component and alcohol is necessary. In this study, the vapor-liquid equilibrium of isobutanol – isooctane/n-heptane blends were obtained experimentally at temperatures in the range 303.15 to 323.15 K using modified simple quasi-static ebulliometer. The apparatus was validated by comparing the vapor pressure of pure isobutanol, isooctane, and n-heptane with the published data and giving average absolute deviation (AAD) between experimental and calculated ones with magnitude less than 1.0%. The addition of isobutanol with the mole fraction range from 0.2 to 0.6 would increase the vapor pressure of the isooctane and n-heptane up to 12% and 14% respectively. The vapor pressure of binary mixtures was correlated with the Wilson, Non-random two-liquid (NRTL), and Universal quasi-chemical (UNIQUAC) equations with AAD 1.6%, 1.5%, and 1.7%, respectively for isobutanol + isooctane system and 1.8%, 1.7%, and 2.0%, respectively for isobutanol + n-heptane system. The systems studied show positive deviation from Raoult’s Law.

Performance of Vehicle Fuel System Elastomers and Plastics with Test Fuels Representing Gasoline Blended with 10% Ethanol (E10) and 16% Isobutanol (iBu16)

Performance of Vehicle Fuel System Elastomers and Plastics with Test Fuels Representing Gasoline Blended with 10% Ethanol (E10) and 16% Isobutanol (iBu16)

Application of Upgraded Drop-In Fuel Obtained from Biomass Pyrolysis in a Spark Ignition Engine

This paper reports the performance of a spark ignition engine using gasoline blended with an upgraded bio-oil rich in aromatics and ethanol. This upgraded bio-oil was obtained using a two-step catalytic process. The first step comprised an in-situ catalytic pyrolysis process with CaO in order to obtain a more stable deoxygenated organic fraction, while the second consisted of a catalytic cracking of the vapours released using ZSM-5 zeolites to obtain an aromatics-rich fraction. To facilitate the mixture between bio-oil and gasoline, ethanol was added. The behaviour of a stationary spark ignition engine G12TFH (9600 W) was described in terms of fuel consumption and electrical efficiency. In addition, gaseous emissions and polycyclic aromatic hydrocarbon (PAH) concentrations were determined. Trial tests suggested that it is possible to work with a blend of gasoline, ethanol and bio-oil (90/8/2 vol%, herein named G90E8B2) showing similar fuel consumption than pure gasoline (G100) at the same load. Moreover, combustion could be considered more efficient when small quantities of ethanol and organic bio-oil are simultaneously added. A reduction, not only in the PAH concentrations but also in the carcinogenic equivalent concentrations, was also obtained, decreasing the environmental impact of the exhaust gases. Thus, results show that it is technically feasible to use low blends of aroma-rich bio-oil, ethanol and gasoline in conventional spark ignition engines.

Infrared/Visible Optical Diagnostics of RCCI Combustion with Dieseline in a Compression Ignition Engine

<div class="section abstract"><div class="htmlview paragraph">Compression ignition engines are widely used for transport and energy generation due to their high efficiency and low fuel consumption. To minimize the environmental impact of this technology, the pollutant emissions levels at the exhaust are strictly regulated. To reduce the after-treatment needs, alternative strategies as the low temperature combustion (LTC) concepts are being investigated recently. The reactivity controlled compression ignition (RCCI) uses two fuels (direct- and port- injected) with different reactivity to control the in-cylinder mixture reactivity by adjusting the proportion of both fuels. In spite of the proportion of the port-injected fuel is typically higher than the direct-injected one, the characteristics of the latter play a main role on the combustion process. Use of gasoline for direct injection is attractive to retard the start of combustion and to improve the air-fuel mixing process. In this work, the influence of the direct-injected fuel properties on RCCI combustion mode is studied in an optical compression ignition engine. Gasoline fuel is injected in the intake manifold while a blend of gasoline and diesel (a.k.a. dieseline) is directly injected into the cylinder. Non-conventional optical diagnostics in the visible and infrared spectra are applied for the direct investigation of the in-cylinder phenomena during the injection and the combustion processes. A low-luminosity, mainly kinetically controlled combustion mode has been observed.</div></div>

Bio-Based Solvents and Gasoline Components From Renewable 2,3-Butanediol and 1,2-Propanediol: Synthesis and Characterization.

In this study approaches for chemical conversions of the renewable compounds 1,2-propanediol (1,2-PD) and 2,3-butanediol (2,3-BD) that yield the corresponding cyclic ketals and glycol ethers have been investigated experimentally. The characterization of the obtained products as potential green solvents and gasoline components is discussed. Cyclic ketals have been obtained by the direct reaction of the diols with lower aliphatic ketones (1,2-PD + acetone → 2,2,4-trimethyl-1,3-dioxolane (TMD) and 2,3-BD + butanone-2 → 2-ethyl-2,4,5-trimethyl-1,3-dioxolane (ETMD)), for which the ΔH0r, ΔS0r and ΔG0r values have been estimated experimentally. The monoethers of diols could be obtained through either hydrogenolysis of the pure ketals or from the ketone and the diol via reductive alkylation. In the both reactions, the cyclic ketals (TMD and ETMD) have been hydrogenated in nearly quantitative yields to the corresponding isopropoxypropanols (IPP) and 3-sec-butoxy-2-butanol (SBB) under mild conditions (T = 120–140 °C, p(H2) = 40 bar) with high selectivity (>93%). Four products (TMD, ETMD, IPP and SBB) have been characterized as far as their physical properties are concerned (density, melting/boiling points, viscosity, calorific value, evaporation rate, Antoine equation coefficients), as well as their solvent ones (Kamlet-Taft solvatochromic parameters, miscibility, and polymer solubilization). In the investigation of gasoline blending properties, TMD, ETMD, IPP and SBB have shown remarkable antiknock performance with blending antiknock indices of 95.2, 92.7, 99.2 and 99.7 points, respectively.

Prediction of the Distillation Curve and Vapor Pressure of Alcohol–Gasoline Blends Using Pseudocomponents and an Equation of State

The use of alternative fuels that produce less pollutants and greenhouse gases is an intense area of research spanning across many disciplines. Currently, gasolines are blended with oxygenates in a...

Splitting Mono- and Dibranched Alkane Isomers by a Robust Aluminum-Based Metal-Organic Framework Material with Optimal Pore Dimensions.

The separation of alkanes with different degrees of branching, particularly mono- and dibranched isomers, represents a challenging yet important industrial process for the production of premium gasoline blending components with high octane number. We report here the separation of linear/monobranched and dibranched alkanes through complete molecular sieving by a robust aluminum-based MOF material, Al-bttotb (H3bttotb = 4,4',4″-(benzene-1,3,5-triyltris(oxy))tribenzoicacid). Single- and multicomponent adsorption experiments reveal that the material adsorbs linear and monobranched alkanes, but fully excludes their dibranched isomers. Adsorption sites of alkanes within the MOF channels have been identified by single-crystal X-ray diffraction studies, and the adsorption mechanism was explored through computational calculations and modeling. The highly selective adsorption of the MOF should be attributed to its optimal pore dimensions.

Numerical study and cellular instability analysis of E30-air mixtures at elevated temperatures and pressures

Ethanol is used as a gasoline blending component in numerous countries throughout the world. In the present work, the Chemkin Pro package was used to study the chemical kinetic behavior of E30 (a blended fuel containing 30% ethanol and 70% gasoline on volume basis). The effects of chemical kinetics and adiabatic flame temperature on the laminar flame propagation speed at different initial temperatures were studied and the relative importance of the thermal and chemical effects of ethanol at different initial temperatures was investigated. With increasing initial temperature, the rate of main branching reactions (R1:O2 + H ⇔ O + OH and R29: CO + OH ⇔ CO2 + H) increases much more than that of the main termination reactions (R13:H20 + M ⇔ H + OH + M, R15:O2 + H(+M) ⇔ HO2(+M)). The laminar flame propagation speed shows a linear relationship with the sum of the peak concentrations of H and OH. The chemical effect of ethanol was far greater than its thermal effect which was characterized by adiabatic flame temperature. In addition, the cellular instabilities of the E30-Air flame were studied. As the initial pressure and equivalence ratio change, the dominant instability shifts between hydrodynamic and diffusional-thermal. The theoretical critical Peclet number (Pecr) decreases with increased equivalence ratio and is insensitive to the initial temperature and pressure; these trends are consistent with the experimental findings. Furthermore, β(Leeff-1)Pe(σ-1)Q2 is the dominant parameter affecting Pecr with varying equivalence ratio.

Air quality and health impacts from using ethanol blended gasoline fuels in China

Abstract China's government has announced the mandatory, nationwide use of ethanol blended gasoline fuels (E10, namely, 10% ethanol blend) by 2020. It is necessary to assess the air quality and health impacts of E10 gasoline in China. This study compares two E10 gasoline fuels, ELA (lower content of aromatics) and ELO (lower content of olefins), assuming 100% utilization in the Beijing-Tianjin-Hebei (BTH) and Yangtze-River Delta (YRD) regions in 2030. We found that reduced emissions of primary fine particulate matter (PM2.5) and increased emissions of NOX could be achieved by using both E10 fuels. For nonmethane volatile organic compounds (NMVOC), on-road emissions would be increased by 8% under Scenario ELA and reduced by 3% under Scenario ELO because of the different impacts of the two E10 fuels on evaporation. By using an atmospheric chemical transport model, the annual average reduction in PM2.5 concentrations is estimated to reach nearly 0.2 μg m−3 in the urban areas under Scenario ELO, while the benefit of the decline of the ambient PM2.5 concentrations is smaller under Scenario ELA (

Correction to Catalytic Upgrading of Light Naphtha to Gasoline Blending Components: A Mini Review

ADVERTISEMENT RETURN TO ISSUEPREVAddition/CorrectionNEXTORIGINAL ARTICLEThis notice is a correctionCorrection to Catalytic Upgrading of Light Naphtha to Gasoline Blending Components: A Mini ReviewAbdullah Aitani*Abdullah AitaniMore by Abdullah Aitanihttp://orcid.org/0000-0001-5071-4034, Muhammad Naseem AkhtarMuhammad Naseem AkhtarMore by Muhammad Naseem Akhtar, Sulaiman Al-KhattafSulaiman Al-KhattafMore by Sulaiman Al-Khattaf, Yaming Jin*Yaming JinMore by Yaming Jin, Omer KoseogluOmer KoseogluMore by Omer Koseoglu, and Michael T. KleinMichael T. KleinMore by Michael T. Kleinhttp://orcid.org/0000-0001-5444-1512Cite this: Energy Fuels 2020, 34, 2, 2617Publication Date (Web):February 12, 2020Publication History Published online12 February 2020Published inissue 20 February 2020https://doi.org/10.1021/acs.energyfuels.9b04074Copyright © 2020 American Chemical SocietyRIGHTS & PERMISSIONSArticle Views589Altmetric-Citations1LEARN ABOUT THESE METRICSArticle Views are the COUNTER-compliant sum of full text article downloads since November 2008 (both PDF and HTML) across all institutions and individuals. These metrics are regularly updated to reflect usage leading up to the last few days.Citations are the number of other articles citing this article, calculated by Crossref and updated daily. Find more information about Crossref citation counts.The Altmetric Attention Score is a quantitative measure of the attention that a research article has received online. Clicking on the donut icon will load a page at altmetric.com with additional details about the score and the social media presence for the given article. Find more information on the Altmetric Attention Score and how the score is calculated. Share Add toView InAdd Full Text with ReferenceAdd Description ExportRISCitationCitation and abstractCitation and referencesMore Options Share onFacebookTwitterWechatLinked InReddit PDF (274 KB) Get e-Alerts Get e-Alerts

Novel Concept of Cogeneration-Integrated Heat Pump-Assisted Fractionation of Alkylation Reactor Effluent for Increased Power Production and Overall CO2 Emissions Decrease

Alkylate produced by catalyzed reaction of isobutane and olefin-rich streams is a desired component for gasoline blending. Fractionation of the alkylation reactor effluent is energy demanding due to the presence of close boiling point components and solutions cutting its energy intensity; expenses associated with this process are investigated intensely nowadays. This paper presents a novel conceptual design and techno-economic analysis of alkylation reaction effluent fractionation revamp to reach a cut in energy costs of the fractionation process without the need to revamp the rectification columns themselves, providing thus an alternative approach to a more sustainable alkylation process. Two cases are considered—A. additional steam turbine installation or B. combustion engine-driven heat pump-assisted rectification. Mathematical modeling of the considered system and its revamp is applied using the “frozen technology” approach. Real system operation features and seasonal variations are included considering the refinery’s combined heat and power (CHP) unit operation and CO2 emissions balance both internal and external to the refinery. Case A yields an expectable yearly benefit (saved energy minus additionally consumed energy minus CO2 emissions increase; expressed in financial terms) of €110–140 thousand, net present value (NPV) of −€18 to €272 thousand and produces 3.3 GWh/year of electric energy. Case B delivers a benefit of €900–1200 thousand, NPV of −€293 to €2823 thousand while producing 33 GWh/year of electricity. Both cases exhibit analogous simple payback periods (8–10 years). Marginal electric efficiency of Case B (78.3%) documents the energy integration level in this case, exploiting the system and CHP unit operation synergies. CHP unit summer operation mode and steam network restrictions significantly affect the seasonal benefit of Case B. CO2 emissions increase in both cases, Case A and Case B, considering the refinery level. However, including external CO2 emissions leads to emissions decrease in both cases of up to 26 kton/year (Case B.) The presented results document the viability of the proposed concepts comparable to the traditional (reference) solution of a high performance (COP = 8) heat pump while their performance sensitivity stresses the need for complex techno-economic assessment.

Methanol and petrol blended alternate fuel for future sustainable engine: A performance and emission analysis

There is worldwide search for suitable alternate fuels that can replace currently adopted fossil-based resource. Such replacement should conform to existing automobiles without altering its emission and performance characteristics. As a result of continuous research, the alcohol blends are found to be as good as petrol/diesel as fuel to use in automotive engines. Still there is lack of detailed investigations on methanol and petrol blend as alternate fuel and its effect on exhaust emission and noise pollution. The main objective of this study is to fully evaluate the effects of petrol methanol blend on the emission and performance of engine and its noise level. Petrol blended with 5%, 10% and 15% of methanol was used in three separate tests, which are conducted at constant torque and variable speed conditions. The exhaust emission analysis was done using a six gases emission analyzer. The emission level was measured, while the engine was mounted in a special purpose engine test bed fitted with an eddy current dynamometer capable of controlling the speed and torque of the engine. The noise level of the silencer was also measured to understand the effects of methanol percentage on knocking of the engine. The analysis predicts the blend of 5%, 10% and 15% methanol with petrol exhibited less emission and knocking behavior compared to pure petrol. In some cases the NOx emission of richer blend was higher than that of leaner ones. But other emission constituents were significantly reduced due to use methanol blend in place of petrol.

Use of Gasoline, LPG and LPG-HHO Blend in SI Engine: A Comparative Performance for Emission Control and Sustainable Environment

The rising global warming concerns and explosive degradation of the environment requires the mainstream utilization of alternative fuels, such as hydroxy gas (HHO) which presents itself as a viable substitute for extracting the benefits of hydrogen. Therefore, an experimental study of the performance and emission characteristics of alternative fuels in contrast to conventional gasoline was undertaken. For experimentation, a spark ignition engine was run on a multitude of fuels comprising of gasoline, Liquefied petroleum gas (LPG) and hybrid blend of HHO with LPG. The engine was operated at 60% open throttle with engine speed ranging from 1600 rpm to 3400 rpm. Simultaneously, the corresponding performance parameters including brake specific fuel consumption, brake power and brake thermal efficiency were investigated. Emission levels of CO, CO2, HC and NOx were quantified in the specified speed range. To check the suitability of the acquired experimental data, it was subjected to a Weibull distribution fit. Enhanced performance efficiency and reduced emissions were observed with the combustion of the hybrid mixture of LPG with HHO in comparison to LPG: on average, brake power increased by 7% while the brake specific fuel consumption reduced by 15%. On the other hand, emissions relative to LPG decreased by 21%, 9% and 21.8% in cases of CO, CO2, and unburned hydrocarbons respectively. Incorporating alternative fuels would not only imply reduced dependency on conventional fuels but would also contribute to their sustainability for future generations. Simultaneously, the decrease in harmful environmental pollutants would help to mitigate and combat the threats of climate change.