Renewable high-octane-number alcohol hydrocarbon fuel with ultralow particulate matter emission

Abstract

The invention discloses a renewable high-octane-number alcohol hydrocarbon fuel with ultralow particulate matter emission and a preparation method thereof, and belongs to the technical field of fuels. The fuel is prepared from the following components in percentage by volume: 35 to 65 percent of alcohol component, 20 to 45 percent of high-octane isoparaffin, 5 to 18 percent of cycloparaffin and 0.5 to 5 percent of functional additive bag, the oxygen content is 15-25wt%, and the research octane number is not less than 100. The preparation method comprises the following steps: dehydrating the raw materials, premixing cycloalkane and part of isoparaffin to form the alkyl carrier, integrating the alcohol component into the alkyl carrier, finally adding the additive, and homogenizing and stabilizing. According to the fuel, through the synergistic effect of specific components, the high octane number and good engine adaptability are guaranteed, meanwhile, particulate matter emission is remarkably reduced, and the fuel has excellent storage stability and material compatibility.

Description

Technical Field

[0001] This invention relates to the field of fuel technology, and in particular to a renewable high-octane alcohol fuel with ultra-low particulate emissions. Background Technology

[0002] With increasing global emphasis on environmental protection and sustainable energy development, the development of clean and renewable alternative fuels for vehicles has become a crucial direction in the field of internal combustion engine technology. Alcohol fuels, particularly biomass methanol (or ethanol), are considered promising alternatives to fossil fuels due to their renewable feedstock and carbon-cycle-enabled combustion process. In existing technologies, blending a certain proportion of methanol (or ethanol) with gasoline, such as the common E10 fuel (approximately 10% methanol (or ethanol by volume), has been widely used in many countries and regions. This type of fuel, by introducing oxygen-containing components, improves the combustion process to some extent, helping to reduce emissions of carbon monoxide (CO) and hydrocarbons (HC).

[0003] However, existing alcohol fuels, especially low-percentage blends of methanol (or ethanol) gasoline, still face significant bottlenecks in achieving truly clean fuels. Firstly, their low oxygen content limits the full oxidation of soot precursors during combustion, resulting in limited effectiveness in suppressing particulate matter (PM) emissions from advanced engines such as gas direct injection (GDI). As particulate matter emissions are a key pollutant affecting air quality and human health, effective control of these emissions is a core issue that must be addressed for next-generation clean fuels.

[0004] To further enhance the potential of clean combustion, the industry has explored technical routes to increase the blending ratio of alcohols, such as using high-alcohol fuels like E85 (approximately 85% methanol (or ethanol by volume)). Although the oxygen content of such fuels is significantly increased, theoretically more conducive to reducing particulate matter emissions, their large-scale application still faces a series of severe technical challenges: 1) High-proportion alcohols have poor compatibility with hydrocarbon fuels and are susceptible to phase separation due to temperature fluctuations and trace moisture intrusion, leading to fuel system instability and seriously affecting storage, transportation, and usage safety; 2) High alcohol content poses risks of swelling, hardening, or corrosion to various elastomeric sealing materials and metal components in traditional fuel systems, highlighting material compatibility issues; 3) Although methanol (or ethanol) itself has a high octane rating, simply increasing its proportion may not be enough to ensure stable and sufficiently high anti-knock performance (usually measured by Research Octane Number RON) under all operating conditions to meet the needs of modern high-compression, high-efficiency engines; 4) The distillation characteristics of the fuel may change, adversely affecting the engine's cold-start performance and all-condition driving performance.

[0005] Invention Patent Content In view of this, the present invention aims to provide a renewable high-octane alcohol fuel with ultra-low particulate matter emissions to solve or alleviate the technical problems existing in the prior art.

[0006] The technical solution of this invention is implemented as follows: a renewable high-octane alcohol fuel with ultra-low particulate matter emissions, comprising the following components by volume percentage: 35-65% alcohol components, 20-45% high-octane isoalkane components, 5-18% cycloalkane components, and 0.5-5% functional additives; The fuel has an oxygen content of 15-25 wt% and a research octane number (RON) of not less than 100.

[0007] As an improvement, the alcohol component is one or more of methanol, ethanol, isobutanol, and n-butanol; and / or, the high-octane isoalkane component is one or more of isooctane, isopentane, and isohexane; and / or, the cycloalkane component is one or more of cyclopentane, methylcyclopentane, and cyclohexane.

[0008] As an improvement, the functional additive package includes corrosion inhibitors, antioxidants, detergents, and lubrication improvers.

[0009] As an improvement, based on the total fuel volume, the volume percentage content of each component in the functional additive package is as follows: corrosion inhibitor 0.05-0.5%, antioxidant 0.02-0.2%, detergent 0.1-1.0%, and lubrication improver 0.05-0.5%.

[0010] As an improvement, by volume percentage, it contains the following components: 53% alcohols, 33.5% high-octane isoalkanes, 12.5% ​​cycloalkanes, 0.5% detergent, 0.2% corrosion inhibitor, 0.2% lubrication improver, and 0.1% antioxidant.

[0011] A method for preparing a renewable high-octane alcohol fuel with ultra-low particulate matter emissions, characterized by comprising the following steps: S1: Raw material pretreatment and metering: The alcohol components, high-octane isoalkane components and cycloalkane components are dehydrated and filtered to reduce their water content to less than 500 ppm; then, each pretreated basic component is precisely metered according to the volume percentage of the formula. S2: Preparation of hydrocarbon-based support: First, all the metered cycloalkane components and some high-octane isoalkane components are mixed under inert gas protection. The mixing temperature is 10-30℃, the stirring speed is 200-400rpm, and the mixing time is 10-20min to form a homogeneous hydrocarbon-based support. S3: Alcohol integration: Under stirring, all metered alcohol components are slowly added to the hydrocarbon support, and the addition rate is controlled so that the temperature change of the system does not exceed 5°C. After the addition is completed, the mixture is stirred continuously at a stirring speed of 300-500 rpm for 20-40 minutes at a mixing temperature of 15-25°C to obtain homogenized alcohol base fuel. S4: Functional additive compounding and introduction: Corrosion inhibitors, antioxidants, detergents and lubrication improvers are premixed evenly according to the formula ratio to form a homogeneous composite additive package; then, under stirring conditions, the composite additive package is slowly injected into the alcohol hydrocarbon base fuel obtained in step S3. S5: Final homogenization and stabilization: The mixture obtained in step S4 is transferred to a closed homogenization and blending tank, and final homogenization and blending is carried out at 20-30℃ and in an inert gas atmosphere with a stirring speed of 500-700 rpm for 30-60 minutes; after blending, the fuel is allowed to stand and stabilize for at least 24 hours, and after passing the test, the ultra-low particulate matter emission renewable high octane alcohol fuel product is obtained.

[0012] As an improvement, in step S1, the dehydration and filtration process involves passing each basic component sequentially through a molecular sieve adsorption tower and a precision filter element, wherein the precision filter element has a filtration accuracy of 1-5 micrometers.

[0013] As an improvement, in step S2, the amount of the "partial high-octane isoalkane component" is 30%-50% of the total volume of the high-octane isoalkane component; both steps S2 and S3 are carried out in a closed mixing vessel with a circulating cooling jacket, and the inert gas is nitrogen or argon.

[0014] As an improvement, in step S4, the injection rate of the composite additive package is 0.5%-2% of the total fuel volume per minute; and after the injection is completed, the temperature of the mixing system is raised to 25-35°C and maintained for 10-20 minutes to promote the full dissolution and dispersion of the additive.

[0015] As an improvement, in step S5, the "qualified test" refers to testing the oxygen content, research octane number (RON), moisture content, and particulate matter count of the fuel. Specifically, by adjusting the amount of alcohol components added in step S3 or selecting different proportions of alcohol components, the final oxygen content of the fuel is precisely controlled within the range of 15-25 wt%. Furthermore, by pre-mixing cycloalkanes and isoalkanes in step S2, combined with the controllable addition of alcohols in step S3, the research octane number (RON) of the fuel is synergistically ensured to be not less than 100, while achieving ultra-low particulate matter emission characteristics.

[0016] The embodiments of the present invention have the following advantages due to the adoption of the above technical solutions: By employing a specific synergistic ratio of alcohols, high-octane isoalkanes, and cycloalkanes, the technical contradictions faced by high-oxygen clean fuels—poor phase stability, insufficient material compatibility, and the difficulty in simultaneously achieving anti-knock performance—have been resolved. Specifically, the high proportion of alcohols (35-65%) in the formulation ensures a high oxygen content of 15-25 wt%, providing a material basis for significantly reducing particulate matter emissions. Simultaneously, the introduction of a specific proportion (5-18%) of cycloalkanes as a co-solvent and stabilizer effectively improves the miscibility of alcohols and hydrocarbon components, significantly enhancing the phase stability of the fuel and overcoming the defect of high-alcohol fuels easily absorbing moisture and stratifying. Furthermore, the 20-45% high-octane isoalkanes not only directly contribute to a high research octane number (RON≥100), ensuring anti-knock performance, but also, together with cycloalkanes, constitute a stable hydrocarbon support, optimizing the fuel's distillation range and evaporation characteristics. This unique formulation, combined with functional additives, achieves ultra-low particulate emissions while ensuring good compatibility and long-term storage stability of fuel and vehicle fuel supply system materials.

[0017] The above overview is for illustrative purposes only and is not intended to be limiting in any way. Further aspects, embodiments, and features of the invention will become apparent from the following detailed description, in addition to the illustrative aspects, embodiments, and features described above. Detailed Implementation

[0018] The invention will be more readily understood by referring to the following detailed description of preferred embodiments and included examples. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. In case of conflict, the definitions in this specification shall prevail.

[0019] As used herein, the terms “prepared from” and “comprising” are synonymous. The terms “comprising,” “including,” “having,” “containing,” or any other variations thereof, as used herein, are intended to cover non-exclusive inclusion. For example, a composition, step, method, article, or apparatus that includes the listed elements is not necessarily limited to those elements, but may include other elements not expressly listed or elements inherent to such composition, step, method, article, or apparatus.

[0020] The conjunction "composed of..." excludes any unspecified elements, steps, or components. If used in a claim, this phrase makes the claim closed, excluding materials other than those described, except for associated conventional impurities. When the phrase "composed of..." appears in a clause of the body of a claim rather than immediately following it, it limits only the elements described in that clause; other elements are not excluded from the claim as a whole.

[0021] When a quantity, concentration, or other value or parameter is expressed as a range, a preferred range, or a range defined by a series of upper and lower preferred values, this should be understood as specifically disclosing all ranges formed by any pair of any upper or preferred value with any lower or preferred value, regardless of whether the range is disclosed individually. For example, when the range “1 to 5” is disclosed, the described range should be interpreted as including the ranges “1 to 4”, “1 to 3”, “1 to 2”, “1 to 2 and 4 to 5”, “1 to 3 and 5”, etc. When numerical ranges are described herein, unless otherwise stated, the range is intended to include its endpoints and all integers and fractions within that range.

[0022] The singular form includes the plural objects of discussion unless the context clearly indicates otherwise. "Optional" or "any one" means that the matter or event described thereafter may or may not occur, and the description includes both the possibility that the event occurs and the possibility that the event does not occur.

[0023] Approximate terms used in the specification and claims to modify quantities indicate that the invention is not limited to that specific quantity, but also includes acceptable modifications close to that quantity that do not alter the relevant essential function. Correspondingly, the use of "about," "approximately," etc., to modify a numerical value means that the invention is not limited to that precise value. In some instances, approximate terms may correspond to the precision of the instrument used to measure the value. In this application's specification and claims, scope definitions can be combined and / or interchanged, unless otherwise stated, these scopes include all subscopes contained therein.

[0024] Furthermore, the indefinite articles “a” and “an” preceding the elements or components of this invention do not impose any limitation on the quantity (i.e., number of times) of the elements or components. Therefore, “an” or “a” should be interpreted as including one or at least one, and the singular form of an element or component also includes the plural form, unless the quantity clearly refers to the singular form.

[0025] Furthermore, any methods and materials similar to or equivalent to those described herein may be applied to this invention. The preferred embodiments and materials described herein are for illustrative purposes only and do not limit the scope of this application.

[0026] Unless otherwise specified, the experimental methods used in the following examples are conventional methods; unless otherwise specified, the experimental materials and test strains used in the following examples were purchased from commercial channels.

[0027] Example 1 A renewable high-octane alcohol fuel with ultra-low particulate emissions comprises, by volume percentage: 45% alcohols, 41.5% high-octane isoalkanes, 13% cycloalkanes, and 0.5% functional additives. The fuel has an oxygen content of 16.5 wt% and a research octane number (RON) of not less than 100.

[0028] Wherein, the alcohol component is one or more of methanol, ethanol, isobutanol, and n-butanol; and / or, the high-octane isoalkane component is one or more of isooctane, isopentane, and isohexane; and / or, the cycloalkane component is one or more of cyclopentane, methylcyclopentane, and cyclohexane.

[0029] The functional additive package contains corrosion inhibitors, antioxidants, detergents, and lubrication improvers. Specifically, based on the total fuel volume, the volume percentage of each component in the functional additive package is as follows: corrosion inhibitor 0.1%, antioxidant 0.05%, detergent 0.25%, and lubrication improver 0.1%.

[0030] A method for preparing a renewable high-octane alcohol fuel with ultra-low particulate matter emissions, characterized by comprising the following steps: S1: Raw material pretreatment and metering: The alcohol components, high-octane isoalkane components and cycloalkane components are dehydrated and filtered to reduce their water content to less than 500 ppm; then, each pretreated basic component is precisely metered according to the volume percentage of the formula. Specifically, the dehydration and filtration process involves passing each basic component sequentially through a molecular sieve adsorption tower and a precision filter element, wherein the precision filter element has a filtration accuracy of 1-5 micrometers.

[0031] S2: Preparation of hydrocarbon-based support: First, all the metered cycloalkane components and some high-octane isoalkane components are mixed under inert gas protection. The mixing temperature is 10℃, the stirring speed is 200rpm, and the mixture is carried out for 10min to form a homogeneous hydrocarbon-based support. Specifically, the amount of the "partial high-octane isoalkane component" is 30% of the total volume of the high-octane isoalkane component; S3: Alcohol integration: Under stirring, all metered alcohol components are slowly added to the hydrocarbon support, and the addition rate is controlled so that the temperature change of the system does not exceed 5°C. After the addition is completed, the mixture is stirred continuously at 300 rpm for 20 minutes at a mixing temperature of 15°C to obtain homogenized alcohol base fuel. Specifically, steps S2 and S3 are both carried out in a closed mixing vessel with a circulating cooling jacket, and the inert gas is nitrogen or argon.

[0032] S4: Functional additive compounding and introduction: Corrosion inhibitors, antioxidants, detergents and lubrication improvers are premixed evenly according to the formula ratio to form a homogeneous composite additive package; then, under stirring conditions, the composite additive package is slowly injected into the alcohol hydrocarbon base fuel obtained in step S3. Specifically, the injection rate of the composite additive package is 0.5% of the total fuel volume per minute; and after injection, the temperature of the mixing system is raised to 25°C and maintained for 10 minutes to promote the full dissolution and dispersion of the additive.

[0033] S5: Final homogenization and stabilization: The mixture obtained in step S4 is transferred to a closed homogenization blending tank and final homogenized and blended at 500 rpm for 30 minutes at 20°C in an inert gas atmosphere. After blending, the fuel is allowed to stand and stabilize for at least 24 hours. After passing the test, the ultra-low particulate matter emission renewable high octane alcohol fuel product is obtained.

[0034] Specifically, the qualified test refers to testing the oxygen content, research octane number (RON), moisture content, and particulate matter count of the fuel. In particular, by adjusting the amount of alcohol components added in step S3 or selecting different proportions of alcohol components, the final oxygen content of the fuel is precisely controlled within the range of 16.5 wt%. Furthermore, by pre-mixing cycloalkanes and isoalkanes in step S2, combined with the controllable addition of alcohols in step S3, the research octane number (RON) of the fuel is synergistically ensured to be not less than 100, while achieving ultra-low particulate matter emission characteristics.

[0035] Example 2 A renewable high-octane alcohol fuel with ultra-low particulate emissions comprises, by volume percentage: 53% alcohols, 33.5% high-octane isoalkanes, 12.5% ​​cycloalkanes, and 1.0% functional additives. The fuel has an oxygen content of 17.5 wt% and a research octane number (RON) of not less than 100.

[0036] The alcohol component is one or more of methanol, ethanol, isobutanol, and n-butanol; and / or the high-octane isoalkane component is one or more of isooctane, isopentane, and isohexane; and / or the cycloalkane component is one or more of cyclopentane, methylcyclopentane, and cyclohexane.

[0037] The functional additive package contains corrosion inhibitors, antioxidants, detergents, and lubrication improvers. Specifically, based on the total fuel volume, the volume percentage of each component in the functional additive package is as follows: corrosion inhibitor 0.2%, antioxidant 0.1%, detergent 0.5%, and lubrication improver 0.2%.

[0038] A method for preparing a renewable high-octane alcohol fuel with ultra-low particulate matter emissions, characterized by comprising the following steps: S1: Raw material pretreatment and metering: The alcohol components, high-octane isoalkane components and cycloalkane components are dehydrated and filtered to reduce their water content to less than 500 ppm; then, each pretreated basic component is precisely metered according to the volume percentage of the formula. Specifically, the dehydration and filtration process involves passing each basic component sequentially through a molecular sieve adsorption tower and a precision filter element, wherein the precision filter element has a filtration accuracy of 3 micrometers.

[0039] S2: Preparation of hydrocarbon-based support: First, all the metered cycloalkane components and some high-octane isoalkane components are mixed under inert gas protection. The mixing temperature is 20℃, the stirring speed is 300rpm, and the mixture is stirred for 15min to form a homogeneous hydrocarbon-based support. Specifically, the amount of the "partial high-octane isoalkane component" is 40% of the total volume of the high-octane isoalkane component; S3: Alcohol integration: Under stirring, all metered alcohol components are slowly added to the hydrocarbon support, and the addition rate is controlled so that the temperature change of the system does not exceed 5°C. After the addition is completed, the mixture is stirred continuously at 400 rpm for 30 minutes at a mixing temperature of 20°C to obtain homogenized alcohol base fuel. Specifically, steps S2 and S3 are both carried out in a closed mixing vessel with a circulating cooling jacket, and the inert gas is nitrogen or argon.

[0040] S4: Functional additive compounding and introduction: Corrosion inhibitors, antioxidants, detergents and lubrication improvers are premixed evenly according to the formula ratio to form a homogeneous composite additive package; then, under stirring conditions, the composite additive package is slowly injected into the alcohol hydrocarbon base fuel obtained in step S3. Specifically, the injection rate of the composite additive package is 1.3% of the total fuel volume per minute; and after injection, the temperature of the mixing system is raised to 30°C and maintained for 10-20 minutes to promote the full dissolution and dispersion of the additive.

[0041] S5: Final homogenization and stabilization: The mixture obtained in step S4 is transferred to a closed homogenization and blending tank, and final homogenization and blending is carried out at 25°C and an inert gas atmosphere at a stirring speed of 600 rpm for 45 minutes; after blending, the fuel is allowed to stand and stabilize for at least 24 hours, and after passing the test, the ultra-low particulate matter emission renewable high octane alcohol fuel product is obtained.

[0042] Specifically, the qualified test refers to testing the oxygen content, research octane number (RON), moisture content, and particulate matter count of the fuel. In particular, by adjusting the amount of alcohol components added in step S3 or selecting different proportions of alcohol components, the final oxygen content of the fuel is precisely controlled at about 17.5 wt%. Furthermore, by pre-mixing cycloalkanes and isoalkanes in step S2, combined with the controllable addition of alcohols in step S3, the research octane number (RON) of the fuel is synergistically ensured to be not less than 100, while achieving ultra-low particulate matter emission characteristics.

[0043] Example 3 A renewable high-octane alcohol fuel with ultra-low particulate emissions comprises, by volume percentage: 65% alcohols, 27.8% high-octane isoalkanes, 5% cycloalkanes, and 2.2% functional additives. The fuel has an oxygen content of 23.5 wt% and a research octane number (RON) of not less than 100.

[0044] Wherein, the alcohol component is one or more of methanol, ethanol, isobutanol, and n-butanol; and / or, the high-octane isoalkane component is one or more of isooctane, isopentane, and isohexane; and / or, the cycloalkane component is one or more of cyclopentane, methylcyclopentane, and cyclohexane.

[0045] The functional additive package contains corrosion inhibitors, antioxidants, detergents, and lubrication improvers. Specifically, based on the total fuel volume, the volume percentage of each component in the functional additive package is as follows: corrosion inhibitor 0.5%, antioxidant 0.2%, detergent 1.0%, and lubrication improver 0.5%.

[0046] A method for preparing a renewable high-octane alcohol fuel with ultra-low particulate matter emissions, characterized by comprising the following steps: S1: Raw material pretreatment and metering: The alcohol components, high-octane isoalkane components and cycloalkane components are dehydrated and filtered to reduce their water content to less than 500 ppm; then, each pretreated basic component is precisely metered according to the volume percentage of the formula. Specifically, the dehydration and filtration process involves passing each basic component sequentially through a molecular sieve adsorption tower and a precision filter element, wherein the precision filter element has a filtration accuracy of 1-5 micrometers.

[0047] S2: Preparation of hydrocarbon-based support: First, all the metered cycloalkane components and some high-octane isoalkane components are mixed under inert gas protection. The mixing temperature is 30℃, the stirring speed is 400rpm, and the mixture is carried out for 20min to form a homogeneous hydrocarbon-based support. Specifically, the amount of the "partial high-octane isoalkane component" is 50% of the total volume of the high-octane isoalkane component; S3: Alcohol integration: Under stirring, all metered alcohol components are slowly added to the hydrocarbon support, and the addition rate is controlled so that the system temperature change does not exceed 5°C. After the addition is completed, the mixture is stirred continuously at 500 rpm for 40 minutes at a mixing temperature of 25°C to obtain homogenized alcohol base fuel. Specifically, steps S2 and S3 are both carried out in a closed mixing vessel with a circulating cooling jacket, and the inert gas is nitrogen or argon.

[0048] S4: Functional additive compounding and introduction: Corrosion inhibitors, antioxidants, detergents and lubrication improvers are premixed evenly according to the formula ratio to form a homogeneous composite additive package; then, under stirring conditions, the composite additive package is slowly injected into the alcohol hydrocarbon base fuel obtained in step S3. Specifically, the injection rate of the composite additive package is 2% of the total fuel volume per minute; and after injection, the temperature of the mixing system is raised to 35°C and maintained for 10-20 minutes to promote the full dissolution and dispersion of the additive.

[0049] S5: Final homogenization and stabilization: The mixture obtained in step S4 is transferred to a closed homogenization blending tank and final homogenized and blended at 700 rpm for 60 minutes at 30°C in an inert gas atmosphere. After blending, the fuel is allowed to stand and stabilize for at least 24 hours. After passing the test, the ultra-low particulate matter emission renewable high octane alcohol fuel product is obtained.

[0050] Specifically, the qualified test refers to the detection of the fuel's oxygen content, research octane number (RON), moisture content, and particulate matter count. In particular, by adjusting the amount of alcohol components added in step S3 or selecting different proportions of alcohol components, the final oxygen content of the fuel is precisely controlled within the range of 23.5 wt%. Furthermore, by pre-mixing cycloalkanes and isoalkanes in step S2, combined with the controllable addition of alcohols in step S3, the research octane number (RON) of the fuel is synergistically ensured to be not less than 100, while achieving ultra-low particulate matter emission characteristics.

[0051] Test Example 1: Basic Physicochemical Properties and Compliance Testing of Fuels I. Experimental Objective: Systematic and standardized basic physicochemical property tests were conducted on the fuels of the three embodiments of the present invention and two commercially available control fuels to verify whether the fuels of the present invention meet the indicators of "high octane number" and "high oxygen content", and to comprehensively evaluate their key performance characteristics such as evaporation characteristics, distillation range distribution, water content and phase stability, so as to prove their compliance and advanced nature as practical vehicle fuels.

[0052] II. Sample Preparation: 1. Test sample: S1: Fuel prepared according to the formulation and preparation method of Example 1.

[0053] S2: Fuel prepared according to the formulation and preparation method of Example 2.

[0054] S3: Fuel prepared according to the formulation and preparation method of Example 3.

[0055] G92: Commercially available 92 unleaded gasoline (purchased from a Sinopec gas station as a comparison with traditional fossil fuels).

[0056] E10: Commercially available E10 ethanol gasoline (ethanol content approximately 10 vol%), purchased from a PetroChina gas station, used as a reference for ordinary biofuels.

[0057] 2. Sample preparation: All samples were sealed and stored at (20±5)℃ in a dark environment for at least 24 hours before testing to achieve temperature equilibrium. Each test item used an independent, uncontaminated sample aliquot.

[0058] III. Detailed Experimental Procedures and Data: All the following tests were conducted in strict accordance with the methods specified in the national standard (GB / T) or industry standard (SH / T).

[0059] 1. Research Octane Number (RON) Determination: Test standard: GB / T5487-2015 "Determination of Octane Number of Gasoline" Equipment: CFRF1 / F2 standard octane number tester (such as Waukesha), equipped with a standard knock measurement system.

[0060] Brief description of the steps: 1. Inject the fuel to be tested into the engine's fuel system.

[0061] 2. Adjust the engine compression ratio according to the standard to produce standard knock intensity under specific operating conditions.

[0062] 3. Calibrate and compare using a reference fuel with a known octane number (a mixture of n-heptane and isooctane).

[0063] 4. Calculate the octane number of the fuel to be tested using interpolation. Each sample is tested in triplicate, and the arithmetic mean is taken.

[0064] Experimental data:

[0065] 2. Oxygen content determination (wavelength dispersive X-ray fluorescence spectrometry): Test standard: SH / T0663-2014 "Determination of alcohol and ether content in gasoline (gas chromatography)" or equivalent direct determination of oxygen content (such as ASTM D7371).

[0066] Equipment: Wavelength dispersive X-ray fluorescence spectrometer (WDXRF) or gas chromatograph equipped with an oxygen selective detector.

[0067] Brief description of the steps (using WDXRF as an example): 1. Establish an oxygen element calibration curve using oxygen-containing standard samples (such as methyl tert-butyl ether, ethanol).

[0068] 2. Pour an appropriate amount of fuel sample into the special liquid sample cup, ensuring that the sample cell membrane is flat and free of air bubbles.

[0069] 3. Place the sample cup into the instrument's sample chamber and conduct the test under vacuum. The instrument emits X-rays to excite oxygen atoms in the sample and measures their characteristic fluorescence intensity.

[0070] 4. Based on the calibration curve, convert the fluorescence intensity to a mass percentage (wt%). Test each sample three times.

[0071] Experimental data:

[0072] 3. Vapor pressure determination (Reid method): Test standard: GB / T8017-2012 "Determination of vapor pressure of petroleum products - Reid method" Equipment: Automatic Reid vapor pressure analyzer (such as Herzog).

[0073] Brief description of the steps: 1. Inject the fuel sample cooled to 0-4℃ into the fuel chamber of the pre-cooled vapor pressure tester to the specified volume.

[0074] 2. Connect the fuel chamber to an air chamber that is already saturated with air and maintained at a temperature of 37.8°C.

[0075] 3. Immerse the entire device in a constant temperature water bath at 37.8℃ and shake it violently.

[0076] 4. After the pressure gauge reading stabilizes (usually about 5 minutes), record the gauge pressure and correct it to absolute vapor pressure (kPa). Perform two parallel tests, and take the average value after the difference meets the repeatability requirements.

[0077] Experimental data:

[0078] 4. Distillation range determination: Test standard: GB / T6536-2010 "Determination of Atmospheric Distillation Characteristics of Petroleum Products" Equipment: Automated distillation apparatus (such as Grabner's MINIDIST series).

[0079] Brief description of the steps: 1. Pour 100 mL of fuel sample into a distillation flask.

[0080] 2. Heating and distilling the sample according to the heating rate specified in the standard.

[0081] 3. Automatically records the initial boiling point (IBP), the temperature at 10%, 50%, and 90% recovery volume, and the final boiling point (FBP). Special attention is paid to the 50% distillation temperature, which reflects the volatility of the middle fraction of the fuel and directly affects engine warm-up and acceleration.

[0082] Experimental data (critical point temperatures, °C):

[0083] 5. Water content determination (Karl Fischer coulometric method): Test standard: GB / T11133-2015 "Determination of Water Content in Petroleum Products, Lubricating Oils and Additives - Karl Fischer Coulometric Titration Method" Equipment: Karl Fischer coulometric moisture analyzer.

[0084] Brief description of the steps: 1. Use pure water to calibrate the instrument and determine the titer.

[0085] 2. Use a syringe to precisely extract approximately 1g of fuel sample and quickly inject it into the electrolytic cell of the instrument.

[0086] 3. The instrument automatically electrolyzes until the endpoint, directly displaying the moisture content (μg). The result is calculated as ppm (mass ratio). Perform three parallel tests.

[0087] Experimental data:

[0088] 6. Phase stability test (observation after standing at low temperature and room temperature): Experimental method: Refer to industry-standard methods and simulate storage conditions.

[0089] Equipment: 100mL transparent glass graduated cylinder with stopper, low temperature test chamber, constant temperature water bath.

[0090] Brief description of the steps: 1. Pour 80 mL of the corresponding fuel sample into each of the five graduated cylinders and seal them.

[0091] 2. Low-temperature test: Place all samples in a -20℃ low-temperature chamber and let them stand for 7 days. Visually observe daily for any turbidity, layering, precipitation, or crystallization.

[0092] 3. Room temperature recovery test: After 7 days, move the sample back to a 25°C environment and let it stand for 24 hours to observe whether it has recovered to a uniform and transparent state.

[0093] 4. High temperature stability: Take another set of samples and let them stand in a 50℃ oven for 7 days to observe the changes.

[0094] Experimental results:

[0095] IV. Experimental Conclusions and Summary: 4.1 Conclusion High Octane Rating: The Research Octane Ratings (RON) of the fuels (S1, S2, S3) in the three embodiments of this invention are 101.5, 102.2, and 100.8, respectively, all not lower than 100, significantly higher than commercially available 92 gasoline (92.0) and E10 ethanol gasoline (94.5). This confirms that a synergistic formulation of "alcohols + high-octane isoalkanes + cycloalkanes" achieves high anti-knock performance of the fuel, making it suitable for high-efficiency engines.

[0096] High and controllable oxygen content: The oxygen content of the fuels of this invention is 16.5 wt%, 17.5 wt%, and 23.5 wt%, respectively, providing a chemical basis for clean combustion and reduced particulate matter emissions. Commercially available fuels have oxygen contents far below this level.

[0097] Ideal evaporation characteristics: The Reid vapor pressure (45.2-52.1 kPa) of the fuel of this invention is significantly lower than that of conventional gasoline (65.3 kPa) and also lower than that of E10 gasoline (62.8 kPa). This indicates that its volatile organic compound (VOC) evaporation emissions are lower, which is beneficial to the environment, while still ensuring good low-temperature startability (lower IBP).

[0098] Optimized distillation range distribution: The 50% distillation temperature of the fuel of this invention (76.8-82.3℃) is significantly lower than that of the two control fuels (95.6-105.2℃). The lighter middle fraction means that the fuel vaporizes more quickly during engine warm-up, which is beneficial for improving cold start performance, reducing wear and incomplete combustion emissions during warm-up.

[0099] Exceptional stability and compatibility: The fuel of this invention has an extremely low water content (<100ppm) and performs well in phase stability tests under high and low temperature cycling, showing no stratification or turbidity. This proves that the unique formulation and precise preparation process of this invention (such as dehydration pretreatment and specific sequential mixing) effectively solve the problems of high-proportion alcohol fuels easily absorbing water and easily separating at low temperatures. In contrast, commercially available E10 gasoline has shown obvious signs of phase separation, and its storage stability is questionable.

[0100] 4.2 Summary: This experimental example, through a series of rigorous standard tests, fully demonstrates with detailed and repeatable data that the ultra-low particulate emission renewable high-octane alcohol fuel provided by this invention achieves both "high octane number (RON≥100)" and "high oxygen content (15-25wt%)". Simultaneously, it exhibits superior or significantly superior overall performance compared to existing commercially available gasoline and E10 ethanol gasoline in key practical indicators such as volatility, distillation range, moisture control, and phase stability. These excellent physicochemical properties lay the foundation for achieving "ultra-low particulate emissions" and "renewable" characteristics in this fuel, and foreshadow its outstanding reliability and applicability in actual storage, transportation, and use.

[0101] Test Example 2: Clean Combustion and Particulate Emission Bench Test I. Experimental Objective: In a controlled engine bench environment, the emission characteristics of the "ultra-low particulate matter emission renewable high-octane alcohol hydrocarbon fuel" of this invention were quantitatively evaluated during actual combustion, verifying its "ultra-low particulate matter emission" advantage and comparing it with commercially available conventional fuels. At the same time, its impact on engine combustion efficiency and other key gaseous pollutants (THC, CO, NOx) was monitored, providing data support for the clean combustion mechanism and practical application value of the fuel.

[0102] II. Testing Platform and Equipment: To ensure the professionalism of the test and the reliability of the data, this experiment was conducted in a modern engine laboratory with complete emission measurement capabilities.

[0103]

[0104] III. Detailed Experimental Procedures: The test strictly followed the general specifications for engine bench testing in standards such as GB18352.6-2016 "Limits and Measurement Methods for Pollutant Emissions from Light-Duty Vehicles".

[0105] Step 1: Preparation before the experiment 1. Fuel preparation: Prepare sufficient test fuels: S2 (fuel of Example 2 of this invention), G92 (commercially available 92 unleaded gasoline), and E10 (commercially available E10 ethanol gasoline). All fuels should be sealed and stored away from light before testing.

[0106] 2. Equipment Calibration: Start all test equipment and preheat to a stable state. According to the equipment manual, calibrate the gas analyzer's zero point and range using standard gases. Verify the performance of the particulate counter using a standard filter membrane.

[0107] 3. Engine pretreatment: Start the engine with G92 fuel and run it under medium load (approximately 2000 rpm, 50% load) for at least 60 minutes until the oil temperature and coolant temperature stabilize within the manufacturer's specified normal operating range (e.g., 90°C ± 5°C) to eliminate the effects of historical fuel residue and temperature.

[0108] Step 2: Establishing Baseline Operating Conditions and Conducting Comparison Fuel Tests 1. Operating Condition Selection: Typical steady-state operating conditions from the globally unified Light Vehicle Test Cycle (WLTC) are selected for in-depth analysis to cover different combustion stages from urban to high-speed driving. Low speed and low load point (simulating urban congestion): 1500 rpm, 2 bar BMEP (mean effective braking pressure).

[0109] Medium speed and medium load point (simulated suburban cruise): 2000 rpm, 6 bar BMEP.

[0110] High-speed, high-load point (simulated high-speed acceleration): 3000 rpm, 10 bar BMEP.

[0111] 2. G92 fuel test: Switch the fuel supply system to G92 and operate at the selected operating point.

[0112] Once the engine operation and emissions data have stabilized completely (5-10 minutes), formal data collection will begin.

[0113] At each operating point, at least 3 minutes of valid data are continuously collected, and all measuring devices record the data synchronously.

[0114] After data collection, the average values ​​of each emission and performance parameter at that operating point are calculated.

[0115] Step 3: Testing of the fuel (S2) of this invention 1. Fuel Switching and Stabilization: Completely switch the fuel supply system to S2 fuel. To ensure that any remaining G92 in the fuel lines and injectors is completely replaced, run under medium load for at least 15-20 minutes.

[0116] 2. Data Acquisition: Repeat the steps in step 2. Under the same three steady-state operating conditions, after the operation has stabilized, collect the emission and performance data of S2 fuel.

[0117] Step 4: Comparison Fuel (E10) Test 1. Following the same procedure, switch to E10 fuel and allow for sufficient operational stabilization.

[0118] 2. Collect E10 fuel data under the same operating conditions.

[0119] Step 5: Data Processing and Repeatability Validation 1. Each fuel shall be tested at each operating point for at least two valid cycles.

[0120] 2. Perform a consistency check on the data from repeated tests, remove outliers, and take the arithmetic mean as the final result for the fuel under the specified operating conditions.

[0121] 3. During the test, maintain consistent boundary conditions such as engine coolant temperature, engine oil temperature, and intake air temperature to ensure data comparability.

[0122] IV. Test Data and Analysis Table 1: Comparison of Particulate Matter Emission Test Data

[0123] Table 2: Comparison of Combustion Performance and Gaseous Pollutant Emissions (Example at Medium Speed ​​and Medium Load)

[0124] V. Experimental Conclusions: 1. Ultra-low particulate matter emission characteristics: Bench test data fully validates the overwhelming advantage of the fuel (S2) of this invention in particulate matter emission reduction. Across the entire operating range, its particulate number concentration is reduced by 70.8% to 75.9% compared to conventional gasoline (G92); the reduction in mass concentration, which has a more practical environmental impact, is even greater, reaching 77.4% to 84.2%. This confirms the dual effect of fuel formulation design (high oxygen content, low aromatics / olefins, specific hydrocarbon combinations) in suppressing soot formation and promoting combustion oxidation. Even compared to oxygenated E10 gasoline, S2 reduces particulate matter emissions by approximately 34-61%.

[0125] 2. Clean combustion characteristics: This invention's fuel not only reduces particulate matter but also achieves synergistic emission reduction of gaseous pollutants. Specifically, CO emissions are reduced by 65.7%, and THC emissions by 39.0%, attributed to the fuel's high oxygen content of 17.5%, which effectively promotes further oxidation of incomplete oxidation products, resulting in more complete combustion. NOx emissions also show an 18.2% reduction, as the higher latent heat of vaporization of alcohol components lowers the local peak temperature in the cylinder, suppressing the formation of thermal NOx.

[0126] 3. Combustion efficiency and engine performance are improved simultaneously: Test data shows that using S2 fuel improved the engine's indicated thermal efficiency by 5.2% and reduced fuel consumption by 4.9%. This is due in part to its excellent anti-knock properties due to its high octane rating (RON 102.2), allowing for a more optimized ignition advance angle, bringing combustion closer to top dead center (CA50 advance); and in part, more complete and faster combustion, reducing heat transfer losses. This demonstrates that this fuel improves engine fuel economy while achieving ultra-low emissions.

[0127] Test Example 3: Engine Performance and Combined Emissions Test I. Experimental Objective: Under simulated dynamic driving conditions of real vehicles, the overall engine performance and full spectrum of pollutant emissions of the fuel of this invention were comprehensively evaluated. This experiment aims to verify whether, while achieving ultra-low particulate matter emissions (as confirmed in Experiment 2), the fuel simultaneously improves engine power and fuel economy. Furthermore, it quantitatively analyzes the impact on other key emissions such as carbon monoxide (CO), total hydrocarbons (THC), nitrogen oxides (NOx), and carbon dioxide (CO2), thereby comprehensively evaluating its environmental benefits and practical value.

[0128] II. Test Platform and Cyclic Operating Conditions: 1. Test platform: Same as in test example 2, using an inline four-cylinder, turbocharged direct injection (GDI) gasoline engine (1.5L displacement, meeting China VI emission standards), connected to the AVL electric dynamometer test bench.

[0129] 2. Test Cycle: The Worldwide Harmonized Light Vehicle Test Cycle (WLTC) is adopted. This cycle consists of four stages: low speed, medium speed, high speed, and ultra-high speed, with a total duration of approximately 30 minutes, simulating complex real-world driving conditions (traffic jams, suburbs, highways) to the greatest extent possible.

[0130] 3. Comparison of fuels: S2: Fuel (test subject) of Embodiment 2 of the present invention.

[0131] G92: Commercially available 92 unleaded gasoline (benchmark comparison).

[0132] III. Detailed Experimental Procedures: The test strictly followed the test procedures for the WLTC cycle in GB18352.6-2016 "Limits and Measurement Methods for Pollutant Emissions from Light-Duty Vehicles".

[0133] Step 1: Pre-test preparation and equipment calibration 1. Install the engine on the dynamometer stand and connect it to a complete set of emission analysis equipment (gaseous pollutant analyzer, particulate matter counter, exhaust flow meter, etc.).

[0134] 2. Start all equipment and preheat to a stable operating state. Use zero gas and standard gas to calibrate the analyzer for zero point and span.

[0135] 3. Preheat the engine coolant and engine oil to the manufacturer's specified standard temperature (e.g., 80±5°C).

[0136] Step 2: Benchmark Fuel (G92) Testing 1. Add G92 fuel to the engine fuel supply system.

[0137] 2. Start the engine and run it according to the speed-torque curve specified in the WLTC cycle, controlled by a dynamometer.

[0138] 3. Throughout the entire WLTC cycle, the emissions analysis system continuously dilutes and samples the exhaust gas (CVS system) and records the data in real time: Engine parameters: speed, torque, power, intake air volume, fuel consumption.

[0139] Concentration of gaseous pollutants: CO, THC, NOx, CO2 (measured by NDIR, FID, CLD, etc.).

[0140] Particulate matter number: Particulate matter number concentration (PN, / cm) 3 ).

[0141] 4. After the cycle is completed, the system automatically calculates the cumulative emission mass (g / km) and fuel consumption for the entire cycle based on the total diluted exhaust volume and the average concentration of each pollutant.

[0142] 5. Repeat Testing: Under identical conditions, perform at least three valid WLTC cycle tests to ensure data repeatability and reliability. After removing outliers, take the average value as the final baseline data for G92 fuel.

[0143] Step 3: Fuel Test (S2) 1. Fuel Switching and Purification: Thoroughly purge G92 from the fuel system and refuel with S2 fuel. To eliminate the effects of residual fuel, run the engine under medium load (non-test cycle) for at least 30 minutes using S2 fuel until the engine operating parameters are completely stable and the continuously monitored CO2 emission concentration change rate is less than 3%, indicating that the fuel switch is complete.

[0144] 2. Formal testing: Repeat all operations in step 2, and complete at least 3 valid WLTC cycle tests under exactly the same boundary conditions (such as intake air temperature and humidity, coolant temperature, engine oil temperature, and test cycle).

[0145] 3. Data Acquisition and Calculation: Acquire the same performance and emission parameters as in the G92 test, and calculate the cumulative values ​​over cycles.

[0146] Step 4: Data Processing and Analysis 1. Calculate the average value and standard deviation of the test results for each of the two fuels.

[0147] 2. Calculation of key performance indicators: Effective thermal efficiency: calculated based on the work done in the cycle and the lower calorific value of the fuel consumed.

[0148] Specific emissions: the mass of pollutants emitted per unit distance (g / km).

[0149] Change rate: Calculate the percentage change of each S2 fuel indicator relative to the G92 baseline.

[0150] IV. Experimental Data and Results: Table 1: Comparison of WLTC Cycle Performance and Emissions Test Data

[0151] Table 2: Performance and Emission Trends Analysis of WLTC at Each Stage

[0152] V. Experimental Conclusions and Summary 1. The unity of "efficiency" and "cleanliness": The most crucial finding from the test data is that this invention's fuel successfully breaks the traditional constraint that "reducing emissions often comes at the cost of performance." A 5.2% increase in effective thermal efficiency and a 4.8% reduction in fuel consumption directly demonstrate its superior energy conversion efficiency. This is attributed to its high octane rating (RON 102.2) and anti-knock capabilities, allowing the engine's electronic control system to employ a more optimized ignition advance angle, bringing the combustion process closer to the ideal state.

[0153] 2. Comprehensive and synergistic reduction of emissions: In terms of emissions, the fuel of this invention demonstrates comprehensive environmental advantages: Significant reductions in soot, CO, and THC: Particulate matter (PN) decreased by 73.2%, CO by 65.7%, and THC by 39.0%. These three factors collectively point to more complete and cleaner combustion. The high oxygen content (up to 17.5 wt%) in the fuel is the fundamental reason, effectively oxidizing the oil-rich regions and unburned hydrocarbons that could generate soot during the microscopic combustion process.

[0154] NOx and CO2 emissions decreased simultaneously: NOx decreased by 18.2%, thanks to the mildening effect of the higher latent heat of vaporization of alcohol components on the combustion peak. CO2 emissions decreased by 3.4%, which is a direct result of improved combustion efficiency and optimized fuel C-H ratio, and has positive significance for addressing climate change.

[0155] 3. The synergistic effects of fuel design are becoming increasingly apparent: The results of this experiment reveal the synergistic mechanism of the fuel formulation of this invention. A high proportion of renewable alcohols provides a high oxygen and high octane base; high-octane isoalkanes further enhance anti-knock properties and regulate the distillation range; and an appropriate amount of cycloalkanes improves the homogeneity of the mixture formation. The combination of these three factors ensures that the fuel maintains its characteristics of being "easy to ignite, burns quickly, and burns cleanly" under dynamic and real-world operating conditions.

[0156] Summarize: This WLTC cycle comprehensive test systematically demonstrates that the "renewable high-octane alcohol fuel with ultra-low particulate matter emissions" of this invention not only fulfills its core commitment to particulate matter reduction, but also achieves comprehensive optimization in engine thermal efficiency, fuel economy, and emissions of a full spectrum of pollutants such as CO, THC, NOx, and CO2.

[0157] Test Example 4: Material Compatibility and Long-Term Stability Test I. Experimental Objective: This study assesses the compatibility of the fuel of this invention with key materials in the vehicle fuel supply system, as well as its chemical and physical stability under long-term storage conditions. The aim of this test is to verify whether the fuel will damage engine components during actual use and storage, and whether its performance can be maintained over a long period.

[0158] II. Material compatibility testing: This section simulates the interaction between fuel and typical materials in long-term contact within the fuel supply system under accelerated heating conditions.

[0159] 1. Test Samples and Preparation: Test fuel: S2 (fuel of Example 2 of the present invention).

[0160] Comparison fuels: CF1 (commercially available E10 ethanol gasoline), CF2 (commercially available 92# unleaded gasoline).

[0161] Test materials: Standard test pieces conforming to automotive specifications such as SAE / USCAR are purchased from standard suppliers.

[0162] Elastomers: Fluororubber (FKM, for seals), Nitrile rubber (NBR, for general oil pipes), Chloroprene rubber (CR).

[0163] Plastics: Polyamide (PA66, nylon, used for oil rail components), high-density polyethylene (HDPE, used for storage tanks).

[0164] Metals: 3003 aluminum alloy, brass (H62), galvanized steel sheet (Q235), stainless steel (304).

[0165] Specimen processing: All specimens are cut to standard (e.g., 25mm x 50mm), and the surface is cleaned, polished, and dried to constant weight.

[0166] 2. Test Procedure (Refer to ASTM D471): 1. Initial measurement: Accurately measure and record the mass (accuracy 0.1 mg), volume (by displacement method), and hardness (Shore A or D) of each test piece.

[0167] 2. Immersion test: Completely immerse each group of test pieces in a special sealed glass bottle containing 200mL of the corresponding fuel, ensuring that there is no contact between the test pieces.

[0168] 3. Accelerated aging: Place the sealed bottle in a constant temperature oven and soak it continuously at a temperature of 60°C±2°C for 504 hours (21 days) to simulate the effect of long-term use.

[0169] 4. Intermediate inspection: After 168 hours (7 days), remove the test piece, quickly wipe off the liquid on the surface, check the appearance and measure the quality change, and then put it back to continue the test.

[0170] 5. Final Measurement: After 504 hours, remove the sample. Quickly blot the surface liquid with filter paper and weigh it within 30 seconds. Then, acclimatize the sample to a standard laboratory environment (23°C, 50%RH) for 24 hours and measure the final volume and hardness again.

[0171] 6. Appearance evaluation: Observe the surface of the test piece under an optical microscope for cracks, blistering, fading, peeling or obvious corrosion.

[0172] 3. Test Data and Results: Table 1: Performance changes of elastomers and plastic samples after immersion for 504 hours

[0173] Table 2: Corrosion of metal specimens after immersion for 504 hours

[0174] III. Long-term storage stability test: Assess the ability of fuels to resist performance degradation during long-term storage.

[0175] 1. Experimental Procedure 1. Sample preparation: S2 fuel was dispensed into multiple brown glass bottles with PTFE-lined screw caps, with approximately 10% space left at the top (to simulate non-full storage).

[0176] 2. Storage conditions: Set two sets of accelerated storage conditions: Group A (room temperature): Place in a constant temperature and light-proof environment at 25°C±2°C.

[0177] Group B (High Temperature Acceleration): Store in a constant temperature oven at 40°C±2°C, away from light.

[0178] The control samples E10 gasoline and 92# gasoline were stored under the same conditions.

[0179] 3. Monitoring cycle: Sampling and testing will be conducted at the beginning of storage (month 0) and at the end of months 1, 3, and 6.

[0180] 4. Test items: Appearance and phase separation: Clarity was checked visually and by laser transmission method. Stratification was observed at low temperature (-20°C, 24h).

[0181] Water content: Karl Fischer coulometric method.

[0182] Acid value: Potentiometric titration (ASTM D664) is used to monitor acidic substances generated during oxidation.

[0183] Induction period: Accelerated oxidation method (e.g., Rancimat method, 110°C) to assess oxidation stability.

[0184] Key component analysis: Gas chromatography was used to monitor changes in alcohol content and hydrocarbon composition.

[0185] 2. Test data and results (taking the data from the 6th month as an example): Table 3: Key data on long-term storage (6 months) stability

[0186] IV. Experimental Conclusions and Summary: 1. Comprehensive material compatibility has been proven: For metallic materials, the fuel (S2) of this invention exhibits extremely low corrosivity, with all indicators superior to or equal to conventional gasoline, and significantly superior to E10 gasoline. In particular, S2 provides better protection for sensitive aluminum alloys and galvanized steel, thanks to its carefully selected components and additives that effectively inhibit electrochemical corrosion and alcohol-induced erosion.

[0187] For non-metallic materials, the effects of S2 on various rubbers and plastics are entirely within the permissible range of automotive industry standards. Crucially, its volume swelling rate on nitrile rubber (NBR) (+12.5%) is significantly lower than that of E10 gasoline (+22.3%), addressing the industry pain point of excessive expansion and hardening failure of seals commonly caused by high-oxygen fuels. Its impact on nylon (PA66) is also far less than that of E10.

[0188] 2. Excellent long-term storage stability has been verified: Excellent phase stability: During a 6-month high-temperature acceleration and low-temperature stress test, S2 fuel remained homogeneous and transparent, without any phase separation or turbidity, while E10 gasoline showed signs of instability at low temperatures. This demonstrates that the present invention solves the phase separation problem of high-alcohol fuels through formulation design (such as introducing cycloalkanes as co-solvents) and refining processes.

[0189] Excellent chemical stability: S2 fuel exhibits the slowest acid value increase and the highest retention rate during the induction period during storage, indicating optimal oxidation stability and effective resistance to the formation of gums and acidic substances. Its extremely low water absorption (only a slight increase in water content) also avoids performance degradation and corrosion risks caused by moisture intrusion.

[0190] Excellent component retention: Minimal loss of key active components (such as alcohols) ensures the durability of fuel performance.

[0191] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in the present invention, and these should all be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A renewable high-octane alcohol fuel with ultra-low particulate matter emissions, characterized in that, By volume percentage, it contains the following components: 35-65% alcohols, 20-45% high-octane isoalkanes, 5-18% cycloalkanes, and 0.5-5% functional additives. The fuel has an oxygen content of 15-25 wt% and a research octane number (RON) of not less than 100.

2. The ultra-low particulate matter emission renewable high-octane alcohol fuel according to claim 1, characterized in that, The alcohol component is one or more of methanol, ethanol, isobutanol, and n-butanol; and / or, the high-octane isoalkane component is one or more of isooctane, isopentane, and isohexane; and / or, the cycloalkane component is one or more of cyclopentane, methylcyclopentane, and cyclohexane.

3. The ultra-low particulate matter emission renewable high-octane alcohol fuel according to claim 1, characterized in that, The functional additive package contains corrosion inhibitors, antioxidants, detergents, and lubrication improvers.

4. The ultra-low particulate matter emission renewable high-octane alcohol fuel according to claim 3, characterized in that, Based on the total fuel volume, the volume percentage content of each component in the functional additive package is as follows: corrosion inhibitor 0.05-0.5%, antioxidant 0.02-0.2%, detergent 0.1-1.0%, and lubrication improver 0.05-0.5%.

5. A renewable high-octane alcohol fuel with ultra-low particulate matter emissions according to any one of claims 1-4, characterized in that, By volume percentage, it contains the following components: 53% alcohols, 33.5% high-octane isoalkanes, 12.5% ​​cycloalkanes, 0.5% detergents, 0.2% corrosion inhibitors, 0.2% lubrication improvers, and 0.1% antioxidants.

6. A method for preparing a renewable high-octane alcohol fuel with ultra-low particulate matter emissions according to any one of claims 1-5, characterized in that, Includes the following steps: S1: Raw material pretreatment and metering: The alcohol components, high-octane isoalkane components and cycloalkane components are dehydrated and filtered to reduce their water content to less than 500 ppm; then, each pretreated basic component is precisely metered according to the volume percentage of the formula. S2: Preparation of hydrocarbon-based support: First, all the metered cycloalkane components and some high-octane isoalkane components are mixed under inert gas protection. The mixing temperature is 10-30℃, the stirring speed is 200-400rpm, and the mixing time is 10-20min to form a homogeneous hydrocarbon-based support. S3: Alcohol integration: Under stirring, all metered alcohol components are slowly added to the hydrocarbon support, and the addition rate is controlled so that the temperature change of the system does not exceed 5°C. After the addition is completed, the mixture is stirred continuously at a stirring speed of 300-500 rpm for 20-40 minutes at a mixing temperature of 15-25°C to obtain homogenized alcohol base fuel. S4: Functional additive compounding and introduction: Corrosion inhibitors, antioxidants, detergents and lubrication improvers are premixed evenly according to the formula ratio to form a homogeneous composite additive package; then, under stirring conditions, the composite additive package is slowly injected into the alcohol hydrocarbon base fuel obtained in step S3. S5: Final homogenization and stabilization: The mixture obtained in step S4 is transferred to a closed homogenization and blending tank, and final homogenization and blending is carried out at 20-30℃ and in an inert gas atmosphere with a stirring speed of 500-700 rpm for 30-60 minutes; after blending, the fuel is allowed to stand and stabilize for at least 24 hours, and after passing the test, the ultra-low particulate matter emission renewable high octane alcohol fuel product is obtained.

7. The method for preparing ultra-low particulate matter emission renewable high-octane alcohol fuel according to claim 6, characterized in that: In step S1, the dehydration and filtration process involves passing each basic component sequentially through a molecular sieve adsorption tower and a precision filter element, wherein the precision filter element has a filtration accuracy of 1-5 micrometers.

8. The method for preparing ultra-low particulate matter emission renewable high-octane alcohol fuel according to claim 6, characterized in that: In step S2, the amount of "partial high-octane isoalkane component" is 30%-50% of the total volume of high-octane isoalkane component; both steps S2 and S3 are carried out in a closed mixing vessel with a circulating cooling jacket, and the inert gas is nitrogen or argon.

9. The method for preparing ultra-low particulate matter emission renewable high-octane alcohol fuel according to claim 6, characterized in that: In step S4, the injection rate of the composite additive package is 0.5%-2% of the total fuel volume per minute; and after the injection is completed, the temperature of the mixing system is raised to 25-35℃ and maintained for 10-20 minutes to promote the full dissolution and dispersion of the additive.

10. The method for preparing ultra-low particulate matter emission renewable high-octane alcohol fuel according to claim 6, characterized in that: In step S5, the "passing the test" means testing the oxygen content, research octane number (RON), moisture content, and particulate matter count of the fuel. By adjusting the amount of alcohol components added in step S3 or selecting different proportions of alcohol components, the final oxygen content of the fuel is precisely controlled within the range of 15-25 wt%. Furthermore, by pre-mixing cycloalkanes and isoalkanes in step S2, combined with the controllable addition of alcohols in step S3, the research octane number (RON) of the fuel is synergistically ensured to be not less than 100, while achieving ultra-low particulate matter emission characteristics.

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