Octane Number Research Articles

Effect of 2-Butanone addition on laminar burning velocity of gasoline XP95 at higher mixture temperatures

2-Butanone, a product of pyrolysis of biomass, micro-biological fermentation of agricultural waste, possesses several advantages as a next generation biofuel for spark ignition engines. Very little is known about its combustion behavior due to non-availability of detailed combustion measurements. In this study, the laminar burning velocities (LBV) of 2-Butanone were measured and compared with benchmarked ethanol and gasoline using the externally heated diverging channel method. The measurements were conducted for 2-Butanone (B), premium gasoline (XP95) and their three different fuel blends (volume fraction: 10% B + 90% XP95, 30% B + 70% XP95, and 50% B + 50% XP95) for fuel-air equivalence ratios (ϕ) = 0.6–1.4, at elevated mixture temperatures of 300–620 K, and atmospheric pressure (1 bar). The present measurements of 2-Butanone show a good match with the values reported in literature and exhibit a good consistency with the predictions of Hemken 2017 reaction mechanism. The sensitivity analysis reveals that the inhibition effect of the key reaction R43: CH3 + H (+M) ⇔ CH4 (+M) is reduced by 34%, when the mixture temperature increased from 305 K to 620 K at ϕ = 1.1 and increased by 39% with an increase in mixture equivalence ratio from 0.7 to 1.3 at 620 K. The LBV of 2-Butanone shows a slight difference with ethanol and gasoline for leaner mixtures (ϕ = 0.6, 0.7). However, with increase in mixture strength (ϕ ≥ 0.8), the LBV becomes significantly higher than that of gasoline XP95 and slightly lower than ethanol regardless of the mixture temperature. With addition of 2-Butanone in gasoline XP95, the LBV improved by 14%, 24.6%, and 36.1% for 10% B + 90% XP95, 30% B + 70% XP95, and 50% B + 50% XP95 blends respectively, at ϕ = 1.0, 620 K. From the improved flame behavior of 2- Butanone under typical engine operating conditions against benchmarked ethanol, makes it a suitable biofuel substitute for gasoline in a sustainable transportation application.

PERBANDINGAN PENGGUNAAN SINGLE INJECTOR DAN DOUBLE INJECTOR TERHADAP TORSI DAN DAYA PADA SEPEDA MOTOR EFI DENGAN KAPASITAS MESIN 110 CC MENGGUNAKAN BAHAN BAKAR PERTAMAX

Pertamax has the advantage of the pertatec compound protecting the engine from rust. In Pertamax fuel with an octane rating of 92 it works optimally and the rest of the combustion results. Meanwhile, an engine with a lower octane rating has the impact of burning fuel that explodes and has a risk of misalignment causing knocking symptoms. This research includes comparative research with experimental methods. The test results for a single injector (12 holes) have increased compared to a double injector (12 holes). 10.86 and on the double injector (12 holes) which is 12.25 so that the acceleration on the single injector is better than the double injector, the single injector (12 holes) which is 30.15 Kph/s and the double injector (12 holes) which is 29.37 Kph/s, resulting in greater torque and power values, namely single injector (12 holes) of 9.71 Nm and power of 10.19 HP and double injectors (12 holes) of 9.7 Nm and power of 8. 97 HP with the greatest speed obtained single injector (12 holes) 103.91 Km/h and Double injectors (12 holes) 103.68 Km/h. So that a single injector with 12 holes is better used on 110 cc vehicles seen from the aspect of the Dynotest.

Asymmetric Price Transmission between Crude Oil and the US Gasoline Market

Gasoline and crude oil price movements have been the focus of many studies in the last decade. We use the asymmetric error correction model (ERM) to examine the hypothesis of asymmetric pricing for both regular and premium gasoline markets at the US national level and in the four states with the highest gasoline consumption. Using weekly crude oil and retail gasoline prices from June 2000 to February 2023, the results show an asymmetric response in the gasoline market for all four states and at the national level. However, the adjustment speed tends to differ for the types of gasoline and across states. The implications of these results for policy and welfare are discussed in this study.

Application of stable consistency wavelength in optimizing gasoline RON near‐infrared analysis model transfer

AbstractThe purpose of model transfer is to solve the problem that multivariate calibration models cannot be shared among different near‐infrared spectrometers. Taking gasoline as the research object, the transfer analysis of its octane number model was carried out. The gasoline samples collected by two near‐infrared spectrometers of the same type were used as the research object. The screening wavelengths with consistent and stable signals (SWCSS) combined with competitive adaptive reweighted sampling (CARS), uninformative variable elimination (UVE), and successive projections algorithm (SPA) were used to reduce the adverse effects of invalid wavelengths in the SWCSS method; therefore, the analysis ability of the master model to the slave samples was improved. Partial least squares regression (PLSR) models based on SWCSS‐UVE, SWCSS‐CARS, and SWCSS‐SPA algorithms were established, and comparison was made between their analytical capabilities for slave samples and those of SWCSS, direct standardization (DS) algorithm , piecewise direct standardization (PDS) algorithm, and slope/bias (S/B) algorithm. The results shown that the SWCSS‐UVE and SWCSS‐CARS methods can be used to establish models from the 231 and 6 wavelengths selected from the consistent wavelengths, respectively. The root mean square error of prediction (RMSEP) of the gasoline octane number (RON) content of the direct analysis of the spectrum measured by the slave machine was reduced from 5.7490 to 0.3226 and 0.3250, respectively, which was better than the single SWCSS and DS, PDS, and SWCSS‐SPA methods, and was close to the model transfer accuracy of the S/B algorithm. The transfer accuracy of SWCSS‐UVE and SWCSS‐CARS was not much different, but the wavelength variable involved in the model transfer of the latter was much smaller than that of the former, and the AIC value of SWCSS‐CARS was −59.59, which was much smaller than the akaike information criterion (AIC) value of SWCSS‐UVE 398.42.

Analisis Pengaruh Penambahan Octane Booster Dengan Bahan Bakar Pertalite Terhadap Emisi Gas Buang

Vehicles are the main thing in supporting daily activities. Currently, motorized vehicles are a necessity for the community. This increase in vehicle volume leads to an increase in air pollution due to exhaust emissions. The use of low-octane fuel will affect emissions and overall motor performance. One way to increase octane number is to give octane booster. This research was conducted to see the impact of adding octane booster on exhaust emissions. Exhaust emission tests are carried out to see the value of CO, CO2 and HC. In its implementation, the author uses a Megapro PGM-FI motorcycle with 150 cc. The test results resulted in the lowest CO content of 0.19% in pure pertalite fuel, the lowest CO2 of 3.10% in the addition of 3 ml octane booster, and the lowest HC of 213 ppm in the addition of 7 ml octane booster. While the highest CO content was 0.23% in the addition of 7 ml octane booster, the highest CO2 of 3.10% in the addition of 7 ml octane booster and in pure pertalite fuel, and the highest HC of 247 ppm in pure pertalite fuel.

Auto-ignition and knocking combustion characteristics of iso-octane-ammonia fuel blends in a rapid compression machine

Ammonia has attracted much attention because of its carbon-free nature. Ammonia also has a high research octane number (RON), making it a promising anti-knock additive for conventional engine fuels. In this study, to investigate the effects of ammonia addition on the knocking combustion of iso-octane, a series of spark ignition experiments were conducted in an optical rapid compression machine. And compression ignition experiments were also carried out to measure the ignition delay times. The molar fractions of ammonia in iso-octane-ammonia blends were set as 80% (A80), 40% (A40), and 0% (A0), and the initial thermodynamic conditions were 630–840 K and 8–25 bar. Chemical kinetics analysis of the end-gas was also performed with a blended reaction mechanism obtained by directly merging the LLNL iso-octane mechanism and the Glarborg ammonia mechanism. The experimental results showed that the ignition delay time increased with increasing ammonia fraction, but this trend could only be qualitatively predicted by the blended mechanism. At the same initial pressure and temperature conditions, the knock intensity (KI) decreased with increasing ammonia fraction, but the inhibitory effect was less pronounced at high initial temperature conditions. At the same initial energy density and high-temperature conditions, the KI of A40 and A80 was higher than A0, which was ascribed to the higher pressure requirement for the blended fuels with higher ammonia fractions to achieve the same energy density as those with lower ammonia fractions. At low temperature and pressure conditions, the auto-ignition showed a two-stage characteristic. With the increasing fraction of ammonia, the first-stage auto-ignition shifted from supersonic to subsonic, and the second-stage detonative auto-ignition gradually disappeared. The weakened auto-ignition with increasing ammonia fraction was attributed to the less reactive end-gas, as evidenced by the lower mole fraction of OH radical and lower heat release rate in the end-gas at the auto-ignition timing. When using the ε- ξ diagram to examine the auto-ignition mode, the experimental detonation cases were well distributed in the detonation peninsula, but the non-detonation and critical detonation cases were scattered irregularly.

Experimental Investigation of Spark-Assisted Compression-Ignition with Ammonia-Hydrogen Blends

Carbon-free emissions and stable operation of ammonia-fueled internal combustion engines have been demonstrated in recent studies through combustion strategies suited to the fuel’s unique properties. High ignition energy and slow flame speed of ammonia are typically compensated for by hydrogen addition and/or enhanced ignition systems while the high octane rating of ammonia allows high compression ratio. The experimental study in this work investigates the performance of ammonia in spark-assisted compression-ignition (SACI) mode, where the cylinder charge is spark ignited and a subsequent auto-ignition event results in a faster burn and more ideal combustion phasing. The high-compression ratio engine was fueled by 100% anhydrous ammonia or blends with small quantities of hydrogen (2.5% and 5% by volume). Fuels were port-injected for a homogeneous intake charge mixture at stoichiometric equivalence ratio. Two different engine speeds were tested at several intake temperatures and spark timings. All cases showed an inflection point in the apparent heat release rate (AHRR) followed by more rapid rate of heat release, signaling the onset of auto-ignition. Blending hydrogen in the fuel benefited gross indicated mean effective pressure (gIMEP) at maximum brake torque (MBT) timing, but pure ammonia fuel was more stable across a wide range of spark timings and intake temperatures. Burn durations in the present study were similar to those of conventional SI engines fueled by gasoline indicating that the combustion enhancement of SACI compensated for the lower flame speed of ammonia. The control of SI percent, defined as the fraction of heat release before auto-ignition compared to the total heat release, is shown to be strongly related to the sensitivity of auto-ignition timing to spark timing. Unburned ammonia emissions are hypothesized to be primarily driven by unburned gases trapped in the crevices and are mitigated slightly through blending hydrogen in the fuel or by increasing intake temperature. However, the addition of hydrogen and increasing intake temperature led to increased nitric oxide (NO) emissions. Of primary concern because of its potent global warming potential, nitrous oxide (N2O) did not show a clear trend with fuel hydrogen content or intake temperature, but definitively increased for the higher engine speed.

The contribution of intermediate-temperature heat release to octane sensitivity

Carbon footprint reduction can be achieved by increasing the efficiency of combustion engines. For spark-ignition (SI) internal combustion engines (ICE), fuel octane sensitivity (OS)—defined as the difference between a fuel’s research octane number (RON) and motor octane number (MON)—can help identify ideal fuels for avoiding unwanted knocking conditions. Moreover, it will help to extend the range of operating conditions that can be used in next-generation high-efficiency engines. Presently, there is a controversy over whether high or low OS fuels are beneficial for increased efficiency of next-generation engines depending on application and technology, e.g. high OS fuels are advantageous for down-sized and turbocharged spark-ignition (SI) engines, whereas low OS fuels are superior in novel systems such as pre-chamber engines. This work aims to improve the understanding of the impact of OS on the combustion performance of engines by analyzing the contribution of intermediate-temperature heat release (ITHR) to OS. The heat release of several mixtures of toluene, iso-octane, and n-heptane with similar RON but varying OS were studied under homogeneous charge compression ignition (HCCI) conditions in a cooperative fuel research (CFR) engine. This method gives insight into the heat release of the auto-igniting fuel without the obfuscation of the spark-ignited flame. At RON conditions, ITHR was a marker of OS. Furthermore, a new parameter called ITHR sensitivity was defined as the difference between the ITHR measured at RON conditions and the ITHR measured at MON conditions. ITHR sensitivity decreased with increasing octane sensitivity. This shows that non-sensitive fuels experience a greater change in the amount of ITHR as compared to sensitive fuels when changing from MON conditions to RON conditions. Thus, for engines requiring high OS fuels, it is recommended that components with high ITHR sensitivity are used and vice-versa for engines requiring low OS fuels.

Controlled ignition of low-carbon gas-engine fuels based on natural gas and hydrogen: process kinetics

The potential wide use of environmentally friendly low-carbon gas fuel based on natural gas, hydrogen, their mixtures, and syngas in power generation and transport requires detailed information about the kinetics of ignition of these gases at temperatures below 1000 K, at which fuel ignition occurs in internal combustion engines (ICEs) and gas turbines. The same temperature range is also important for monitoring the storage and transportation conditions of these fuels. Although there are quite a few studies addressing the ignition of classical gas fuels such as methane or hydrogen, there is an obvious lack of works dealing with real natural gases and gas mixtures. Furthermore, even for methane and hydrogen, data on the ignition at high temperatures (T > 1000 K), which have been mainly gained by the shock-wave method for highly diluted mixtures, are at variance with the kinetic estimations for real conditions of operating with them or their use in ICEs. Considering the ignition characteristics at T < 1000 K is also important for syngas, the largest-scale base product of gas chemistry and the main industrial source of hydrogen. The pronounced discrepancies between the extrapolation of the results obtained for high-temperature ignition to lower temperatures and the results of kinetic modelling of these processes make it necessary to analyze their causes. This review addresses new experimental results on the ignition of methane–alkane and methane–hydrogen mixtures (real gas fuels) and kinetic modelling of these processes, which reveal significant changes in the ignition behaviour at T < 1000 K. These changes in the ignition process upon the variation of the temperature, pressure, and composition of the mixture are related to significant changes in the methane and hydrogen oxidation mechanisms in this temperature range. They are mainly caused by changes in the kinetics and, hence, the role of peroxide compounds and radicals in methane and hydrogen oxidation following temperature and pressure variation. The established features bring about the question of the adequacy of the existing criteria for assessing the knock resistance of gas engine fuels, primarily those containing hydrogen, when they are used in ICEs, and for assessing their explosiveness and measures taken for their safe handling. The review considers the possible methods for improving the knock characteristics of natural and associated gases to meet the requirements of power equipment manufacturers.<br> The bibliography includes 128 references.

Mengurangi Karbon Monoksida dari Emisi Kendaraan untuk Melindungi Lingkungan dan Meningkatkan Efisiensi Energi

Gasoline vehicle exhaust emissions certainly contain CO gas. This gas in the air can be dangerous for humans and can even be deadly. The presence of CO gas emissions indicates incomplete combustion of fuel in the engine. How to reduce CO gas released from vehicle engines without changing anything and power can also increase. This research was conducted experimentally by examining CO gas levels with the influence of the type of spark plug material, fuel and engine speed. The test was carried out on gasoline vehicles with an engine capacity of 1,500 cc. The results showed that the spark plugs that are good for producing low CO gas are Iridium spark plugs and fuels with an octane number of 92 and above. A good engine speed to produce small CO gas is between 1000 rpm to 3000 rpm. With the combination of the three can reduce CO gas and energy can be increased. This research is good for gasoline vehicle users so that CO gas emissions are low and energy efficiency is high, so use Iridium spark plugs, gasoline with octane 92 or more and the engine rotation speed between 1000 rpm to 3000 rpm.

The effect of chemical functional groups on the octane sensitivity of fuel blends for spark-ignited and multimode engines

We report the octane sensitivity of fuel blends containing blendstocks of diverse chemical functionalities blended in concentrations up to 20% by volume into BOBs (Blendstocks for Oxygenate Blending). This study focuses on the blendstocks containing functional groups which lack reliable octane number data. The effects on octane sensitivity of blends of cyclopropanes, alkyl carbonates, oxiranes, alcohols, ketones, esters, nitrogen-containing compounds, cyclic and olefinic hydrocarbons, multifunctional materials containing combinations of these functionalities, and the co-blends of the blendstocks with ethanol in a BOB have been evaluated. Octane sensitivity of the blends containing functional groups that haven’t been evaluated before are discussed.

Glycerol as an Anti-Knock Additive and Secondary Fuel as a Substitute for Gasoline-Based Fuels for the IC Engine

The article discusses the possibility of using glycerol as an additive to the engine fuel in order to reduce the tendency of combustion knock, and thus to increase the octane number of a given fuel. Experimental tests were carried out on the UIT-85 research engine with a variable compression ratio from eight to eleven to test the intensity of the knock. The completely renewable fuel—the blend of glycerol with butanol in the ratio of 25 and 75%, respectively—was tested. A comparative analysis of the knock intensity was conducted with gasoline 95 and N-butanol tested as reference fuels. The developed method for knock analysis using the proposed knock indicator was also presented. The experimental results proved the proposed blend of N-butanol and glycerol reduces the knock intensity by more than 50% in the spark-ignition engine at a compression ratio of 10, maintaining engine performance at a similar level as it was for a gasoline-fueled engine. The results confirmed the thesis on the reduction of knock intensity when adding glycerol to N-butanol.

Screening Ethanol-Producing Yeast Origin from Pineapple Honey Ananas comosus (L.) Merr var Quenn

The availability of fossil-based fuels will gradually decrease while the amount required increases. This has prompted research to find alternative energy sources, including bioethanol. Bioethanol, as an alternative energy source, can be used as a transportation fuel better than fossil-based fuels because ethanol has a high octane number, laminar velocity and heat of vaporisation. Meanwhile, the level of carbon and hydrocarbon emissions is low so it can increase combustion efficiency in vehicles. In addition, the use of bioethanol as fuel is environmentally friendly and renewable. Ethanol can be produced through a fermentation process using ethanol-producing yeast. Pineapple honey is known for its high sugar and other nutrient content, so it is supposed that many types of yeast can grow well in it. This study aims to isolation and screening of bioethanol-producing yeast from Pineapple Honey. This study was carried out by yeast isolation method, primary yeast screening, secondary yeast screening, and characterisation of selected yeast isolates. Data on ethanol production by yeast isolates were analysed by ANOVA with α=0.05 using the R studio program. This primary isolation and screening phase found eight yeast isolates capable of fermenting glucose and producing acid and gas in the test medium. Test ethanol production in DPE medium with 18% glucose content on all isolates showed that all isolates could produce ethanol with a range of 4.20-10.35%. Isolates of IK4 showed the highest ethanol production ability (10.35%) (p<0.5%) in significant contrast to the other seven isolates. Based on macroscopic and microscopic morphological characterisations, IKM 4 isolates show similarities to the genus Saccharomyces
 Keywords: ethanol, pineapple, yeasts

Pore partition in two-dimensional covalent organic frameworks

Covalent organic frameworks (COFs) have emerged as a kind of crystalline polymeric materials with high compositional and geometric tunability. Most COFs are currently designed and synthesized as mesoporous (2–50 nm) and microporous (1–2 nm) materials, while the development of ultramicroporous (<1 nm) COFs remains a daunting challenge. Here, we develop a pore partition strategy into COF chemistry, which allows for the segmentation of a mesopore into multiple uniform ultramicroporous domains. The pore partition is implemented by inserting an additional rigid building block with suitable symmetries and dimensions into a prebuilt parent framework, leading to the partitioning of one mesopore into six ultramicropores. The resulting framework features a wedge-shaped pore with a diameter down to 6.5 Å, which constitutes the smallest pore among COFs. The wedgy and ultramicroporous one-dimensional channels enable the COF to be highly efficient for the separation of five hexane isomers based on the sieving effect. The obtained average research octane number (RON) values of those isomer blends reach up to 99, which is among the highest records for zeolites and other porous materials. Therefore, this strategy constitutes an important step in the pore functional exploitation of COFs to implement pre-designed compositions, components, and functions.

An investigation into the process intensification of gasoline etherification by coupling with membrane separation

The etherification of gasoline is an efficient approach to diminish the olefin content as well as improve the stability and octane number of the fuel. Nevertheless, the olefin conversion rate during the gasoline etherification process is restricted by thermodynamic equilibrium. In this study, a novel method of coupling membrane separation technology with etherification process of gasoline is utilized to overcome this equilibrium limitation by separating the reactants and products of the etherification reaction. Specifically, a polydimethylsiloxane (PDMS) tubular membrane is employed to treat actual etherified gasoline with pressure-driven and cross-flow mode. The inherent hydrophobicity of PDMS membrane results in a preference of reactant active olefins with stronger hydrophobicity in the etherified gasoline for permeating the membrane. In contrast, the PDMS membrane preferentially retains product ether compounds in the etherified gasoline due to their lower hydrophobicity and higher molecular weights. This indicates that the primary separation mechanism for the components in etherified gasoline is their affinity differences to the PDMS membrane. In addition, transmembrane pressure and cross-flow rate are demonstrated both have the greatly effect on the PDMS membrane performance. Compared with the gasoline etherification reaction process in a fix-bed reactor, the introduction of membrane separation technology increases the C5 active olefin conversion rate in gasoline by 11.8%. This study presents a robust approach to enhance the gasoline etherification process by selectively separating reactants and products. This method holds significant implications for the advancement of the gasoline etherification technology.

Effect of Blending Aromatic and Oxygenates Additives with Fuels to Enhance Fuel Properties

This work aims to show the influence of several oxygenates and aromatic additives in different types of unleaded fuels in the Kurdistan region of Iraq on upgrading the physicochemical properties of blends. Consuming super-grade gasoline as a fuel for automotive cars can produce large amounts of environmental emissions, a severe global problem, especially in the Kurdistan region in recent years. The physicochemical properties of mixtures, such as the research octane number (RON), Motor Octane number (MON), density, and distillation curves, will be tested by using ERASPEC spectroscopy as a fuel properties analyzer. As a result, the blending process has improved the gasoline grade to super grade by enhancing the physicochemical properties of blends. The additives used in this work as oxygenators are; Ethanol and Methyl Tertiary Butyl Ether (MTBE) added to two base fuels, light Naphtha, and unleaded Gasoline, in various ratios of (5%, 10%, 15% and 20%). An aromatic component (Aniline) is also mixed with light Naphtha and base gasoline in low concentrations (1%, 3%, and 5%). The results of blending Ethanol, MTBE, and Aniline with fuels demonstrate that the Research Octane Number RON and Motor Octane Number MON of fuels increase with the addition of different ratios of all-octane boosters. The best-recorded result of both types of octane numbers (13 points increased from the bases) is recorded by blending 3% of Aniline with the fuels. However, Ethanol can provide a more significant increase in (RON) and (MON) than MTBE for the same blending ratio. The Density of the mixtures also increases because both additives have a higher density than the fuel due to the presence of different hydrocarbon compounds. The mixture's distillation curves are distorted, especially when the low to the middle percent of blenders are added to fuels. However, higher percentages of additives show lower distillation temperatures.

Experimental investigation of gasoline ethanol methanol iso-stoichiometric blends on SI engine

The current work presents the formulation and experimental investigation of E20 (Ethanol 20%, Gasoline 80% (v/v)) and its equivalent iso-stoichiometric GEM (Gasoline, Ethanol and Methanol) blends on performance and emission features of a single cylinder, four stroke SI engine. Experiments were carried out at constant engine load and at different engine speeds. The formulated blends were termed as binary blend E20 (G 80 E 20) and its equivalent GEM blends, E20_B1 (G 83 E 10 M 7), E20_B2 (G 85 E 5 M 10) and E20_B3 (G 87 E 0 M 13) respectively. The formulated E20 equivalent GEM blends have similar stoichiometric Air-Fuel ratio, Lower heating value and Octane number as binary E20 blend. The engine performance, emission values of blended fuels were measured and compared with pure gasoline, G. The results showed that the E20 equivalent GEM blends have similar brake thermal efficiency as the binary E20 blend and also improved compared to straight gasoline. And also exhaust emissions such as carbon monoxide (CO), unburned hydrocarbons (HC) show reduced values and increased nitrogen oxide (NOx) values for mixed fuels compared to pure gasoline.

Pore structure modification of ZIF-8 by ligand exchange for separation mono- and di-branched isomers of hexane via thermodynamic and kinetic mechanism

Isomeric C6 alkanes are high-quality raw materials for producing high octane gasoline. Among them, the octane number of di-branched C6 alkanes is significantly higher than that of mono-branched C6 alkanes. Therefore, efficient and economical separation of mono- and di-branched C6 alkanes has received widespread attention. Herein, ZIF-8 with mixed ligands (named as ZIF-8-IM) was successfully synthesized by exchanging some 2-methylimidazole (MIM) ligands in the framework of ZIF-8 with imidazole (IM), and the microstructure of ZIF-8-IM were analyzed from N2 adsorption. Adsorption thermodynamic and kinetic properties of n-hexane (nHEX), 3-methylpentane (3MP) and 2,3-dimethylbutane (23DMB) on ZIF-8-IM were determined by IGA-100 intelligent weight analyzer. Column breakthrough experiments were carried out to confirm the separation performance of of 3MP/23DMB binary mixture and nHEX/3MP/23DMB ternary mixture on ZIF-8-IM and ZIF-8. Results show that the microporous structure of ZIF-8 is changed by ligand exchange, which means the most probable pore diameters at 1.08 nm and 1.34 nm of ZIF-8 are converted to 1.06 nm and 1.19 nm of ZIF-8-IM. The adsorption equilibrium and kinetic characteristics of mono-branched 3MP are significantly enhanced due to the microstructural changes in ZIF-8-IM. The equilibrium adsorption capacity of 3MP on ZIF-8-IM is 1.6 times that of 23DMB, and the diffusional time constant is 4–13 times that of 23DMB. By relying on the synergistic effect of thermodynamic and kinetic characteristics, efficient adsorption and separation of 3MP/23DMB mixtures can be achieved with a separation factor of 2.24 on ZIF-8-IM. In addition, ZIF-8-IM can also achieve clear separation of nHEX/3MP/23DMB ternary mixtures, obtaining individual nHEX, 3MP, and 23DMB products. The results of this study show excellent application prospects in the production of the raw materials for high octane gasoline and molecular oil refining processes.

Construction and Analysis of Octane Number Loss Prediction Model

Construction and Analysis of Octane Number Loss Prediction Model

Performance comparison of one cylinder combustion engine with variations of compression pressure &amp; octane number gasoline

Nowadays, automobiles and motorcycles manufacturer produced more powerful and efficient engines. This engine usually has high compression pressure to achieve high performance and economic gasoline consumption. Unfortunately, only few people known that high compression engine requires high octane number gasoline. The aim of this research were to find out the differences of power &amp; torsion output of one cylinder combustion engine which given several compression pressure variances using Pertamax &amp; Pertamax racing gasoline. Dynamometer test has been carried out to find the performance difference of one cylinder combustion engine. The results shown that the highest compression pressure engine (11,8 Kg/cm2) using Pertamax racing gasoline (RON 100) produced highest power output at 7,8 KW with torsion output at 10 Nm. Meanwhile, the lowest compression pressure engine (10 Kg/cm2) using Pertamax gasoline (RON 92) produced lowest power output at 4,2 KW with torsion output at 3,8 Nm.