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Waste Feedstocks for Biodiesel Production
Published in Ram K. Gupta, Tuan Anh Nguyen, Energy from Waste, 2022
Umer Rashid, Rose Fadzilah Abdullah, Balkis Hazmi, Wan Nur Aini Wan Mokhtar
Biodiesel performances are mainly dependent on the design of the combustion chamber of an unmodified diesel engine, and the test results are commonly different from one engine to another. Basically, there are various parameters to measure the engine performances: mechanical efficiency, brake power (BP), exhaust gas temperature, brake-specific fuel consumption (BSFC), engine torque, and brake thermal efficiency (BTE). Among these variables, BTE, BP, and BSFC are greatly impacted by the use of biodiesel blends as a fuel. By definition, BSFC is the amount of fuel needed to generate one unit of power output, and it is a metric for assessing an engine’s performance. The effect of pure biodiesel or B100 on BSFC is better than that of B0 fuel, owing to the higher density, viscosity, and smaller calorific value properties of B100 [20]. Another vital factor, BP is preferred to be used in petroleum diesel, as biodiesel has a small heating value. However, BP can be improvised by raising the fuel injection pressure [21]. Brake thermal efficiency is typically linked to the ratio between the combustion chamber (CC) and cylinder volume in an internal combustion engine or is known as compression ratio (CR); it might be higher for biodiesel blends than for conventional diesel. It occurs when the amount of fuel chemical energy indicated by the fuel’s lower heating value is divided by the amount of real brake work performed in each phase [22].
The Influence of Nanoparticles on Diesel Engine Performance and Emissions
Published in Lionello Pogliani, Suresh C. Ameta, A. K. Haghi, Chemistry and Industrial Techniques for Chemical Engineers, 2020
Mamdouh Gadalla, Omar Mazen, Hany A. Elazab, Tarek M. Aboul-Fotouh, Fatma H. Ashour
Figure 5.18a, b provide a relationship between BSFC of diesel engine and various concentrations of nanodiesel fuels and neat diesel fuel on hot and cold start conditions. BSFC is considered a crucial parameter to indicate the efficiency as well as the economy of engine to burn fuel and produce useful power (rotational power). The dashed line represents the BSFC of the neat diesel fuel at the maximum load. It is clearly observed that neat diesel fuel has the highest BSFC that reflects the poor quality of the combustion process in terms of economy and efficiency. As seen in Figure 5.18b, the BSFC is 455.26 gmkw,hr for the neat diesel fuel meanwhile the 200 ppm CuO nanodiesel fuel shows the lowest BSFC, that is, 330.83 gmkw,hramong all nanodiesel samples with a reduction of 27.3% over the neat diesel fuel. Furthermore, the 50 and 100 ppm of TiO2 shows the lowest BSFC, 344.403 gmkw,hr and 361.71 gmkw,hr, among TiO2 samples with a reduction of 24.3% and 20.5%, respectively.
Petrol engines
Published in Allan Bonnick, Automotive Powertrain Science and Technology, 2020
Brake specific fuel consumption (BSFC) is a measure of the mass of fuel that is used by an engine in one hour while generating 1 kW of power. It is directly related to the brake thermal efficiency of the engine, and it shows how effective the engine is in converting fuel to power. The map in Figure 2.7 shows how BSFC varies with engine speed and torque, and it is a useful guide when comparing the performance of engines. The smaller the BSFC, the more effective the engine is in converting fuel to power.
Parametric study of CNG and EGR percentage on the reduction of NOx-smoke emissions of dual fuel engine: a statistical and experimental approach
Published in International Journal of Ambient Energy, 2023
The load and power output of the engine has a considerable effect on BSFC. In addition, the BSFC quantifies the specific quantity of fuel used to produce the required power output during a specific period. The CI engine's BSFC mostly depends on the fuel's viscosity, density, and energy content. Figure 4 shows the disparity of BSFC of a neat diesel and dual fuel in different cases. It has been revealed that the inclusion of EGR in dual fuel manner slightly decreased the fuel consumption rate, especially at high load conditions. The lowest BSFC was found for (D90 + 10CNG) with 15% EGR at load. At low load, the fluctuation in BSFC for dual fuel mode with EGR is very low and can be accepted. The BSFC drops marginally at moderate loads in a dual fuel mode with EGR. This is because a lot of air is added to the CNG before it's burned. At high load, maximum BSFC reduction for dual fuel mode was 3.0% with (D90 + 10CNG) at 10% EGR, 2.4% with (D80 + 20CNG) at 15% EGR, and 1.56% with (D90 + 10CNG) at 15% EGR, respectively, under high load.
Well-to-wheel performance of internal combustion engine vehicles and electric vehicles – study for future Indian market
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2023
Harshit Saini, T. Rama Rao, Sanjai Saini, Geetha Anbazhagan, Vijay Sharma
Tank-to-Wheel efficiency involves the vehicle-level powertrain efficiency that ranges between 89% and 98% (Albatayneh et al. 2020), and most importantly the engine efficiency. Well-to-Tank efficiency is not significantly affected by the temperature; however, Tank-to-Wheel efficiency may have the temperature playing an important role due to various factors like an increase in friction and higher fuel consumption at low temperatures. Since the friction losses are unavoidable, the transmission efficiency has almost saturated between 89% and 94%. Hence, the data collected during engine testing gave interesting results when the engine ran under ambient and cold conditions. Engine efficiency can be calculated with Brake Specific Fuel Consumption (BSFC) which has units in g/kWh and heat values (H) for specific fuel. The heat value for gasoline is 44 MJ/kg (122.22 × 10−4 kWh/g), and for diesel fuel it is 42 MJ/kg (119.53 × 10−4 kWh/g), detailed table for the same can be referred from Appendix A. BSFC is a measure of the fuel efficiency of an engine that burns fuel and produces mechanical force. It can be calculated by dividing the momentarily fuel flow by its respective engine power or average values during the test cycle as shown in Equation (1). Thus, the final engine efficiency can be obtained from Equation (2).
Numerical investigation to explore the influence of combustion chamber modification on combustion and emission of a diesel engine fuelled with biodiesel
Published in International Journal of Ambient Energy, 2022
Shahanwaz Khan, Rajsekhar Panua, Probir Kumar Bose
The BSFC is an important parameter that reflects the performance of an engine operation. Figure 14 shows a variation of BSFC with respect to fuel blends participated in the combustion process at full-load operation. As the heating value of RME blend is lower compared to baseline mineral diesel, therefore, an increasing proportion of RME inclusion in the blends results in increasing density and kinematic viscosity, lowering heating value which leads to improper spray formation and poor combustion. Hence, the conversion of heat energy to mechanical work will get decreasing by reducing the in-cylinder combustion temperature which leads to increasing the BSFC. The BSFC of HCC is higher than that of modified combustion chambers for all fuel blends. The decrease in specific fuel consumption of modified piston bowls may be attributed to more efficient utilisation of the fuel because of higher turbulence, fuel–air mixing leads to more complete combustion. The BSFC is increased by 10.7%, 15.6% and 25.5% for HCC, 1.72%, 5.2% and 8.5% for TRCC and 2%, 4.7% and 8.3% for RCC when engine operating with RME blends of RME10, RME30 and RME50, respectively, compared to base diesel at full-load operation.