Performance enhancement and emission reduction of used motorcycles using flexible fuel technology

Duc, Khanh Nguyen; Tien, Han Nguyen; Duy, Vinh Nguyen

doi:10.1016/j.joei.2016.09.004

Cited by 28 publications

(7 citation statements)

References 2 publications

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“…In the complete combustion, emissions from LPG engine are lower than gasoline engines because of low carbon content, i.e., three carbon and four carbon for propane and butane, respectively [5,6]. The resistance to the knocking of LPG is also better than gasoline due to higher octane numbers which reported of 105-106, depending on the composition [7][8][9]. However, because the energy content per unit volume is smaller than gasoline, the output power generated by the LPG engine is lower than the gasoline engine.…”

Section: Introductionmentioning

confidence: 99%

Fuel as secondary refrigerant on LPG fuelled vehicle: A thermodynamics analysis

Setiyo

Waluyo

2019

JMES

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In LPG-fueled vehicles, there is a potential cooling from LPG evaporation in the fuel line. Cooling power is obtained without reducing the caloric value of the fuel supplied to the engine. Thus, LPG functions like a refrigerant before it is burned in the combustion chamber. Consequently, there is a change in fuel efficiency. Therefore, this paper presents a new thermodynamic analysis on LPG-fueled vehicles by harvesting cooling power in the fuel line. The total fuel efficiency is calculated by summing the indicated thermal power added by cooling power to the fuel energy supplied. The results show that the A/C system from the fuel line can increase the total fuel efficiency of 3.16%.

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Section: Introductionmentioning

confidence: 99%

Fuel as secondary refrigerant on LPG fuelled vehicle: A thermodynamics analysis

Setiyo

Waluyo

2019

JMES

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“…In contrast, the transient cycle is treated as a closer representative of real‐world driving conditions like idling, acceleration, and deceleration 121‐123 . Globally, the most well‐known and approved driving cycles are the federal test procedure (FTP), new European driving cycle (NEDC), unified cycle (UC) or LA92 and worldwide harmonized Light vehicles test cycle (WLTC), which evaluates the vehicle's fuel economy and total emissions for comparison and certification 124‐126 . The details of the above‐mentioned testing cycles with cycle time, distance, testing phases, average and maximum speed are elaborated in Figure 10.…”

Section: Flexible Fuel Vehicle Output Characteristics Under Transient...mentioning

confidence: 99%

Critical review on recent progress of ethanol fuelled flex‐fuel engine characteristics

Azhaganathan

Ashok

2022

Intl J of Energy Research

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Summary Ethanol‐powered spark ignition (SI) engines have the potential to mitigate the twin crisis of fossil fuel depletion and exhaust emissions. However, the successful promotion of ethanol is hindered due to the restriction of fuel blend diversity and design features in the conventional SI engine. The fuel flexibility can be overcome by the use of flex‐fuel engine (FFE) technology with appropriate changes in engine design features for a wide range of ethanol blends. The understanding of FFE based on various technical aspects has greater potential in the automotive sector. Therefore, this review paper provides a holistic approach to critically analyze the various technical aspects of FFE. In this work, the application of ethanol blends on FFE output characteristics is reviewed critically considering the effects of engine operating conditions and parameters. Further, the impact of ethanol blends on material compatibility, cold starting characteristics, and unregulated emissions are analyzed. The outcome of the study shows that combustion and performance characteristics such as cylinder pressure(CP), heat release rate (HRR), and brake thermal efficiency (BTE) are improved in FFE operation due to the clean‐burning characteristics of ethanol blends. Also, carbon monoxide(CO) and hydrocarbon (HC) emissions decreased without any significant improvement in nitrogen oxides (NOx) emissions with a wide range of ethanol shares in FFE. Finally, this study summarizes the present status of research in FFE and creates a route towards the direction of multidisciplinary research need in the future that supports the application of different types of biofuels in FFE.

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“…The most popular ethanol blend in the SI engine is 10% ethanol with 90% gasoline, which is known as E10. Additionally, ethanol 85% is broadly used (known as E85); this fuel mixture is used in some countries such as the United States, and it requires some changes in the engine, such as spark and ignition timing, AF ratio, etc., and it is known as a flexible-fuel technology (F.F.T) [57,58]. Ethanol blends at rates 24% and 20% (known as E22 and E24) are used also in some conditions, such as in Brazil, and they require some changes in the engine as well.…”

Section: Ethanolmentioning

confidence: 99%

State of Art of Using Biofuels in Spark Ignition Engines

Elfasakhany

2021

Energies

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Biofuels are receiving increased scientific attention, and recently different biofuels have been proposed for spark ignition engines. This paper presents the state of art of using biofuels in spark ignition engines (SIE). Different biofuels, mainly ethanol, methanol, i-butanol-n-butanol, and acetone, are blended together in single dual issues and evaluated as renewables for SIE. The biofuels were compared with each other as well as with the fossil fuel in SIE. Future biofuels for SIE are highlighted. A proposed method to reduce automobile emissions and reformulate the emissions into new fuels is presented and discussed. The benefits and weaknesses of using biofuels in SIE are summarized. The study established that ethanol has several benefits as a biofuel for SIE; it enhanced engine performance and decreased pollutant emissions significantly; however, ethanol showed some drawbacks, which cause problems in cold starting conditions and, additionally, the engine may suffer from a vapor lock situation. Methanol also showed improvements in engine emissions/performance similarly to ethanol, but it is poisonous biofuel and it has some sort of incompatibility with engine materials/systems; its being miscible with water is another disadvantage. The lowest engine performance was displayed by n-butanol and i-butanol biofuels, and they also showed the greatest amount of unburned hydrocarbons (UHC) and CO emissions, but the lowest greenhouse effect. Ethanol and methanol introduced the highest engine performance, but they also showed the greatest CO2 emissions. Acetone introduced a moderate engine performance and the best/lowest CO and UHC emissions. Single biofuel blends are also compared with dual ones, and the results showed the benefits of the dual ones. The study concluded that the next generation of biofuels is expected to be dual blended biofuels. Different dual biofuel blends are also compared with each other, and the results showed that the ethanol–methanol (EM) biofuel is superior in comparison with n-butanol–i-butanol (niB) and i-butanol–ethanol (iBE).

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Performance enhancement and emission reduction of used motorcycles using flexible fuel technology

Cited by 28 publications

References 2 publications

Fuel as secondary refrigerant on LPG fuelled vehicle: A thermodynamics analysis

Fuel as secondary refrigerant on LPG fuelled vehicle: A thermodynamics analysis

Critical review on recent progress of ethanol fuelled flex‐fuel engine characteristics

State of Art of Using Biofuels in Spark Ignition Engines

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