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Biodiesel Properties Depending on Blends and Feedstocks
Published in Hyunsoo Joo, Ashok Kumar, World Biodiesel Policies and Production, 2019
Sudheer Kumar Kuppili, Ashok Kumar, Dong-Shik Kim
Flash point is an important property of fuel for hazard management. Biodiesel flash point is suggested to be greater than the minimum limit of 130°C and 52°C for petroleum diesel, which was set by ASTM standards [12,47]. The experiments conducted on ULSD, SME, TO and WCO clearly exhibited the acceptable results that were higher than the limit. From the results displayed in Table 6.6 it is clear that TO has a high flash point of 176°C which is followed by SME and WCO with 171°C and 167°C, respectively. However, compared to biodiesels, ULSD has a lower flash point of 73±0.707°C. SME and WCO showed the similar flash point values. The flash point of biodiesel was found that it increased as the biodiesel content increased in blends. Although a high flash point value means that it is easier to handle and safer than regular diesel, it also means difficult ignition and inferior throttle response. Also, a fuel with high flash point could create carbon deposition inside engines [7].
The End of Compromise
Published in Patrick Hossay, Automotive Innovation, 2019
These dynamics can benefit or hinder engine performance. For example, higher engine speeds would benefit from a larger plenum providing dense air to the runners, but this will produce slow throttle response and reduced low-end torque. At a certain engine speed, the high-pressure air pulses returning through the runner can arrive with the next opening of the intake valve helping push the charge into the chamber and possibly increasing VE to over 100%.12 So, if the intake runner length is right, a synchronization with the engine speed is possible and the high-pressure wave arrives just as the intake valve opens, providing a supercharging effect or ram effect.13 But this only happens in a narrow rpm range, when the travel time of the air pulses and the engine speed are synchronized. So, once again, in designing an engine a compromise is often required; acoustic tuning can provide a beneficial inducting pressure boost and torque increase at a targeted rpm point through proper intake runner sizing, but at other engine speeds, this benefit deteriorates.
Forced induction
Published in M.J. Nunney, Light and Heavy Vehicle Technology, 2007
During normal driving conditions the exhaust gases do not contain sufficient energy to drive the turbine rotor at turbo-charging speeds. When the accelerator is depressed to signal an increased demand on the engine, then as with a naturally aspirated engine more air and fuel enters the cylinders and is burned. This in turn increases the amount of exhaust gases passing through the turbine, thereby causing both turbine and compressor to speed up and the latter to provide the required pressure charging, albeit with some delay. An inherent disadvantage of the turbocharger is that of delayed throttle response, generally referred to as throttle lag or turbo lag, which is caused by the inertia of the turbocharger rotating parts (mentioned earlier) and to a lesser extent by the longer and more devious flow path for the gases.
A comprehensive assessment of vehicular performance and emission characteristics during real-time test-runs using selected bio-ethanol–gasoline blends
Published in Biofuels, 2023
Musthafa Babu, Manoj Sivaraman, Thangaraja Jeyaseelan, Asokan MA
Acceleration of a vehicle is one of its most essential performance parameters. The quicker throttle response that comes with better acceleration helps improve the drivability of the vehicle. In the automotive industry, speed-based and distance-based acceleration tests are conducted [24]. In this study, the speed-based test was conducted for acceleration from 0 to 60 km/h in seconds with E0, E10, E20, and E55 test fuels, and drivability of the vehicle was quantified under city conditions. Data was logged using the Android-based app Drag Racer, which uses a GPS GLONASS dual locating system at intervals of 10 km/h. The test was carried out on a 400-m-long road, and the results for each blend were averaged from three total acceleration runs. The speed runs were averaged to obtain the average time taken to accelerate to 60 km/h.