Biodiesel emissions profile in modern diesel vehicles. Part 1: Effect of biodiesel origin on the criteria emissions
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Sterculia foetida derived biodiesel is a potential fuel for a diesel engine. The Sterculia foetida biodiesel required a pre-refining process called degumming and an acid pretreatment process before converting them to methyl ester using the transesterification process. This study blended fuel from Sterculia foetida biodiesel and diesel with different volume ratios (5% to 30% of biodiesel blend with 95% to 70% diesel fuel). Sterculia foetida biodiesel and blended fuels met the ASTM D6751 and EN 14214 standards. The blended fuel is examined to obtain its influences on the performance and emission when operating at a diesel engine (1300 rpm to 2400 rpm). From the outcome, the engine performance of the SFB5 blend shows better performance than diesel fuel in terms of BTE (28.84%) and BSFC (5.86%). Artificial neural networks and extreme learning machines were employed to predict engine performance and exhaust emissions. The developed models gave excellent results, where the coefficient of determination is more than 99% and 98% for BSFC and BTE, respectively. When the engine is operated with SFB5, there is a significant reduction in CO, HC, and smoke opacity emissions by 8.26%, 2.08%, and 3.08%, respectively, and at the same time, an increase in CO2 by 3.53% and NOX by 22.39%. The comparison is made with diesel fuel. The extreme learning machine modelling is powerful for predicting engine performance and exhaust emission compared to artificial neural networks in terms of prediction accuracy. Sterculia foetida biodiesel–diesel blends of 5% show its capability to replace diesel fuel by providing engine peak performance than diesel fuel.
EN 14214
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Abstract In this study, a biodiesel blend was developed from the waste cooking oil methyl ester (WCOME) and soya bean oil methyl ester (SBME), namely, the optimum blend of WCOME-SBME (BM100) biodiesel. This biodiesel-biodiesel mixture (hybrid biodiesel) was in turn blended with 15 % of ethanol to give a biodiesel mixture-ethanol blend (BME15). The biodiesel-biodiesel mixture has a better density than the individual biodiesels, SBME had lower viscosity compared to BM100 and WCOME. The presence of ethanol in the hybrid biodiesel blend reduced both kinematic viscosity and the high density of the blend. BM100 also exhibited a better heating value compared to the individual biodiesels. Engine performance and emissions were tested using diesel (D100), WCOME, SBME, BM100, and BME15, and experimental results obtained compared with predicted using Diesel-RK software. The results indicated that at the maximum speed of 2500 rpm, BM100 performed better in terms of brake power (BP), brake thermal efficiency (BTE), brake specific fuel consumption (BSFC), and brake mean effective pressure compared to the individual biodiesels (WCOME and SBME) but marginally poorer to D100. The BTE of BME15 is comparable to BM100. On the other hand, BME15 exhibited better emission characteristics having the lowest NO, particulate matter (PM), and hydrocarbon (HC) emissions compared to D100, WCOME, SBME, and BM100. Overall, when both engine performance and emission are considered BM100 increased engine performance compared to WCOME and SBME while BME15 is more effective in decreasing NO, PM, and HC emissions.
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This paper addresses the question of fuel efficiency bounds for Internal Combustion Engine (ICE) powered vehicles. Such bounds are based on the optimally achievable brake specific fuel consumption (bsfc) of current state of the art engines and the ability to limit the engine operating conditions to the bsfc minimum. Three different vehicle classes are represented by one typical vehicle. Based on these bounds, an efficiency index is defined that measures how close a vehicle power train system comes to achieving this bound. This index is given as a ratio of theoretically achievable fuel consumption to the actually achieved fuel consumption of the vehicle for a speed range that is selected via a weighting function. Our results indicate that even the most efficient power train systems provide a fuel efficiency that can be improved by a factor of approximately 1.5 to 7, depending on the speed profile.
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This paper examines the fuel economy displayed by passenger vehicles and attempts to connect vehicular fuel consumption to such easily measurable parameters as vehicle speed, acceleration, gear and throttle position. The central contention is to understand how fuel consumption is connected to driving parameters in order to utilise such findings to reduce vehicle fuel consumption in future vehicle design. The New European Drive Cycle (NEDC) has been utilised as the testing framework to derive the mathematical relationship between fuel consumption and measurable driving parameters. The NEDC was simulated under laboratory conditions, and driving parameters together with the fuel consumption were measured. A few driving phases were identified so that any drive cycle may be composed by these phases; and mathematical relationships have been fitted on measured data for each of the phases.
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Jatropha curcas
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Thermal efficiency
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The present study experimentally considers the performance and emissions of three new species of second-generation biofuels (lilium ledebourii, iris meda and the viola odorata seed methyl ester) in a diesel engine. These three biofuels can grow in harsh condition and require low cost of maintenance. All biodiesels are added to diesel fuel by the volume of 20% (B20), 50% (B50), 80% (B80), and 100% (B100). The torque of B20 for all biodiesel samples is much closer to the diesel fuels and the highest torque is achieved by iris meda biodiesel compared to others. The B100 is shown to have the lowest engine power in all biodiesel blends. Also, the viola odorata biodiesel has lower engine power compared to other biodiesel samples. The B20 has the lowest brake-specific fuel consumption (BSFC) in all biodiesel blends. The viola odorata biodiesel shows a higher BSFC compared to other biodiesels. In addition, the highest reduction of biodiesel is shown by B20, while it is still higher than neat biodiesels. At B100, the highest exhaust gas temperature is displayed during the use of viola odorata biodiesel compared to other biodiesel samples. The viola odorata biodiesel emits NOx of around 29.5% compared to diesel fuels, which is higher than other biodiesels. The increase of biodiesels in diesel fuel decreases the amount of SO2 expressively. The reduction of smoke opacity (B100) for the iris meda, lilium ledebourii, and viola odorata seed biodiesels is about 69%, 72%, and 74%, respectively. The neat viola odorata biodiesel is shown to have the lowest smoke opacity.
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