Blending Octane Number of Ethanol in HCCI, SI and CI Combustion Modes

Waqas, Muhammad; Naser, Nimal; Sarathy, S. Mani; Morganti, Kai; Al-Qurashi, Khalid; Johansson, Bengt

doi:10.4271/2016-01-2298

Cited by 49 publications

(59 citation statements)

References 43 publications

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“…For higher octane fuels like FACE A and PRF 84, the BRON values are higher at the 5% blend as well. It is much higher in case of PRF 84 which was also observed by Waqas et al [27]. This observation is quite surprising considering there is small difference in their PIONA (paraffins, isoparaffins, olefins, naphthenes, and aromatic) composition.…”

Section: Hcci Numberssupporting

confidence: 42%

Section: Hcci Numbersmentioning

confidence: 60%

“…Lower octane fuels like, FACE I, FACE J, and PRF 70 exhibit higher BMON values than higher octane base fuels like, FACE A and PRF 84. In comparison with Waqas et al [27] results, all fuel blends with 15% ethanol have greater BMON values than the fuel blends with 15% DCPD expect for FACE I which has a similar BMON values for both ethanol and DCPD blend.The BRON and BMON extrapolated from the HCCI numbers of the blends showed that the blending nature of DCPD was dependent upon the RON of the base fuel, as well as the amount of DCPD blended. The decline in the HCCI number, at MON-like conditions, realized with FACE A and PRF 84, is attributed to the high DCPD sensitivity which decreased the reactivity at high temperature.…”

mentioning

confidence: 60%

“…The DRON for gasoline blends with DCPD and ethanol (from Waqas et al [27]) are presented in Figure 5. DRON for ethanol was calculated from DCN values obtained by Waqas et al [27] The increase in resistance to auto-ignition is identical for both DCPD and ethanol. The synergistic blending quality of ethanol was well established by Foong et al [11].…”

Section: Resultsmentioning

confidence: 99%

“…The plot could not be extended beyond 90 since the compression ratio of the engine was limited. The transfer function plots are shown in Figure 4 adopted from Waqas et al [27] CR values. From the best line fit, equations (3) and (4) were obtained and used to calculate the HCCI numbers for the fuels investigated.…”

Section: Fuel Blendsmentioning

confidence: 99%

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Evaluation of Anti-Knock Quality of Dicyclopentadiene-Gasoline Blends

Al-Khodaier

Shankar

Waqas

et al. 2017

SAE Technical Paper Series

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Increasing the anti-knock quality of gasoline fuels can enable higher efficiency in spark ignition engines. In this study, the blending anti-knock quality of dicyclopentadiene (DCPD), a by-product of ethylene production from naphtha cracking, with various gasoline fuels is explored. The blends were tested in an ignition quality tester (IQT) and a modified cooperative fuel research (CFR) engine operating under homogenous charge compression ignition (HCCI) and knock limited spark advance (KLSA) conditions. Due to current fuel regulations, ethanol is widely used as a gasoline blending component in many markets. In addition, ethanol is widely used as a fuel and literature verifying its performance. Moreover, because ethanol exhibits synergistic effects, the test results of DCPDgasoline blends were compared to those of ethanol-gasoline blends. The experiments conducted in this work enabled the screening of DCPD auto-ignition characteristics across a range of combustion modes. The synergistic blending nature of DCPD was apparent and appeared to be greater than that of ethanol. The data presented suggests that DCPD has the potential to be a high octane blending component in gasoline; one which can substitute alkylates, isomerates, reformates, and oxygenates. IntroductionCarbon mitigation has motivated the development of downsized spark-ignited light duty engines while simultaneously turbocharging them. The energy requirement from light duty vehicle fleets is expected to decrease by almost 10% from 2014 to 2040 [1], due to engine efficiency gains and increased hybridization. The efficiency of spark ignited engines is connected to the fuel octane index (OI = RON -K*S), where RON is the research octane number, S is the octane sensitivity, and K is an empirical constant that depends on engine operating conditions [2]. Increasing the OI of a fuel would maximize tank-to-wheel carbon reductions [3]. However, refinery processes associated with increasing the fuel's anti-knock quality may have an adverse effect on well-to-tank efficiency and cost, depending on the composition of the blend stocks [4]. The use of renewable cellulosic-derived high octane gasoline blending components, such as ethanol, butanol, furans, or lignin-derived aromatics [5,6,7] are a potential solution to achieving high well-to-wheel efficiency, but significant technical, economical, and environmental challenges are slowing their progress to market.Another possible solution is to optimize the use of petroleum refinery-derived components to increase the anti-knock quality of gasoline. The present gasoline refining process consists of multiple processes -including cracking, alkylation, isomerization, and reformation -to modify the chemical composition of the light and heavy naphtha streams obtained from fractional distillation. The alkylation unit converts low value light compounds, such as isobutane, to higher octane gasoline compounds, mainly C7 and C8 compounds, such as 2,4-dimethylpentane and isooctane. In this unit, sulfuric or hydrofluoric acid...

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Section: Hcci Numberssupporting

confidence: 42%

Section: Hcci Numbersmentioning

confidence: 60%

mentioning

confidence: 60%