A linear-by-mole blending rule for octane numbers of n-heptane/iso-octane/toluene mixtures

Knop, Vincent; Loos, Mélanie; Pera, Cécile; Jeuland, Nicolas

doi:10.1016/j.fuel.2013.07.093

Cited by 86 publications

(76 citation statements)

References 12 publications

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“…The use of a linear blending rule based on a simple average of compound values weighted by the volume fractions for determination of ON of fuel mixtures, has been shown in various studies [22][23][24][25][26] to be inadequate for formulating surrogate mixtures for gasoline. The linear-by-mole blending rule for determination of ONs of TRF mixtures was demonstrated in [19,21] to produce results that are as accurate as the complex formulations found in the literature and was therefore employed for formulating the TRF surrogate mixture in this study.…”

Section: Surrogate Formulationmentioning

confidence: 99%

“…The method of Pera and Knop [19,21] was employed here for formulating the TRF surrogate. Based on this method for an n-component surrogate, only n-1 properties of the target fuel can be used to constrain the surrogate model.…”

Section: Surrogate Formulationmentioning

confidence: 99%

“…The ability of the surrogate to capture the true temperature sensitivity of ignition delays for the gasoline will be studied in detail here experimentally. Hence following Pera and Knop [19,21] the TRF formulation is based on the following constraints:…”

Section: Surrogate Formulationmentioning

confidence: 99%

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The influence of n -butanol blending on the ignition delay times of gasoline and its surrogate at high pressures

Agbro

Tomlin

Lawes

et al. 2017

Fuel

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The influence of blending n-butanol at 20% by volume on the ignition delay times for a reference gasoline was studied in a rapid compression machine (RCM) for stoichiometric fuel/air mixtures at 20 bar and 678 K-858 K. Delay times for the blend lay between those of stoichiometric gasoline and stoichiometric n-butanol across the temperature range studied. At lower temperatures, delays for the blend were however, much closer to those of n-butanol than gasoline despite n-butanol being only 20% of the mixture. Under these conditions n-butanol acted as an octane enhancer over and above what might be expected from a simple linear blending law. The ability of a gasoline surrogate, based on a toluene reference fuel (TRF), to capture the main trends of the gasoline/ n-butanol blending behaviour was also tested within the RCM. The 3-component TRF based on a mixture of toluene, n-heptane and iso-octane was able to capture the trends well across the temperature range studied. Simulations of ignition delay times were also performed using a detailed blended nbutanol/TRF mechanism based on the adiabatic core assumption and volume histories from the experimental data. Overall, the model captured the main features of the blending behaviour, although at the lowest temperatures, predicted ignition delays for stoichiometric n-butanol were longer than those observed. A bruteforce local sensitivity analysis was performed to evaluate the main chemical processes driving the ignition behaviour of the TRF, n-butanol and blended fuels. The reactions of fuel + OH dominated the sensitivities at lower temperatures, with H abstraction from nn-butanol and the blend. At higher temperatures the decomposition of H 2 O 2 and reactions of HO 2 and that of formaldehyde with OH became critical, in common with the ignition behaviour of other fuels. Remaining uncertainties in the rates of these key reactions are discussed.

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Section: Surrogate Formulationmentioning

confidence: 99%

Section: Surrogate Formulationmentioning

confidence: 99%

See 1 more Smart Citation

The influence of n -butanol blending on the ignition delay times of gasoline and its surrogate at high pressures

Agbro

Tomlin

Lawes

et al. 2017

Fuel

View full text Add to dashboard Cite

show abstract

“…It applies mainly to durable products that are placed into service for some period of time and then retired or discarded. There are several automotive components that have potential for multiple life-cycles, such as clutches, brake shoes, engine block, starters, alternators, water pumps and carburettors [37,69]. Besides that, the remanufacturing of automotive products is an effective strategy to promote sustainability in the automotive industry because, compared to new products, remanufactured products only cost 50% of the cost for new products, utilise 60% of energy and 70% [70], Therefore, an engine was used as a case example in this study.…”

Section: Resultsmentioning

confidence: 99%

Evaluation of eco-design strategies for development of multiple life-cycle products

Wahab²,

Hishamuddin³

2016

Int. J. Automot. Mech. Eng.

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Life-cycle thinking in the development of new products has led design engineers to rethink the way they design sustainable products. One of the most viable approaches is designing products for multiple life-cycles. For this purpose, a sustainable design tool that has a broader perspective in providing design guidelines to enhance end-of-life product recovery for multiple life-cycles is necessary. However, there are too many design requirements, some of which are conflicting. Designers are not supported by specific methodologies or tools to evaluate the weightage and importance of the design elements. Therefore, an extensive review of the design requirements of remanufacturable products was conducted in order to identify the design elements for multiple life-cycle products. A modified Analytical Hierarchy Process method was developed based on the design strategies in order to obtain the weightage that indicates the importance of each design element. The proposed approach is capable of refining and setting priorities in strategic decision-making during the design phase of a multiple life-cycle product. Verification of the strategic factors was based on an in-depth interview with an automobile engine remanufacturer. Based on the study, disassemblability and assemblability were found to be the two most important criteria in designing automobile engines for multiple lifecycles.

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“…Recently, Merola, Valentino [24] used a blend of 20% volume of n-butane with commercial gasoline to determine the knocking combustion of an SI engine. Knop, Loos [25] considered a ternary mixture of n-heptane, toluene and isooctane to evaluate a linear-by-mole blending rule. Babu, Rao [26] determined the effect on the emission and performance of a gasoline engine of injecting a water mist into an intake manifold through a nozzle at the throttle body.…”

Section: Introductionmentioning

confidence: 99%

An experimental study of the performance and emissions of spark ignition gasoline engine

Rashid¹,

Mansor²,

Ghopa³

et al. 2016

Int. J. Automot. Mech. Eng.

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The resistance of gasoline to knocking is critically determined by the octane number. The engine will encounter a significant waste of power, reduced efficiency and enhanced emission levels if a well-defined gasoline octane number is not employed. In this study, the engine performance and emission of hazardous gases were experimentally investigated through the use of three gasoline fuels (RON95, 97 and 102). The engine selected for the testing was a 1.6-L four-cylinder Toyota 4A-GE Blacktop VVT with the original ECU. The engine was run at different constants for various part load conditions as well as at constant throttle body. The engine that was operated with RON97 fuel was found to display positive improvements in terms of the brake specific fuel consumption of the engine, reduced at an average of 5 and 10%, compared to RON102 and RON95 fuels, respectively. Furthermore, the engine operated with RON102 fuel exhibited higher torque and engine power compared to RON97 and RON95. The brake thermal efficiency for both RON97 and RON102 fuels was remarkably improved at an average of 12% compared to RON95. The incorporation of RON102 fuel reduced the emission of NOX compared to RON95 and RON97 fuels at an average of 34% and 40%, respectively. The RON102 fuel produced the highest HC emission compared to RON97 and RON95. The CO emission was found to be higher for RON102 fuel compared to RON97 and RON95 at an average of 12.4% and 17%, respectively. The study concluded that although engine performance and efficiency versus gasoline depend highly on the engine design parameters, RON97 is able to deliver high performance and efficiency in all conditions. Therefore, it is recommended that RON97 be used instead of RON95 to achieve better performance with this type of engine.

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A linear-by-mole blending rule for octane numbers of n-heptane/iso-octane/toluene mixtures

Cited by 86 publications

References 12 publications

The influence of n -butanol blending on the ignition delay times of gasoline and its surrogate at high pressures

The influence of n -butanol blending on the ignition delay times of gasoline and its surrogate at high pressures

Evaluation of eco-design strategies for development of multiple life-cycle products

An experimental study of the performance and emissions of spark ignition gasoline engine

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