Biofuels from lignocellulosic biomass: innovations beyond by Michael Boot

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By Michael Boot

Written through specialists in combustion expertise, this can be a precise and clean standpoint at the present biofuel dialogue, offering the most recent examine during this very important field.
The emphasis all through this reference is on functions, commercial views and economics, targeting new sessions of biofuels resembling butanols, levulinates, benzenoids and others. essentially dependent, every one bankruptcy provides a brand new type of biofuel and discusses such themes as construction pathways, gas homes and its impression on engines.
the result's a desirable, user-oriented review of recent sessions of biofuels past bioethanol.

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44] Do˘gan [50] Armas et al. 998 l, common-rail injection CamposFernández et al. 43 l, 6 kW max power, 850 max rpm Single-cylinder, direct-injection, 17 : 1 compression ratio, naturally aspirated Al Hasan and Al Momany [66] Karabektas and Hosoz [67] Yanai et al. 0 bar IMEP, 900 bar injection pressure 1200–2400, Varying load conditions, 18 bar injection pressure Operating conditions Decreased exhaust gas temperatures with increasing fractions of iso-butanol Higher BSFC compared to diesel fuel Lower brake power and BSFC Decreased CO and NOx emission but higher THC • • • • • • • • • • • Ignition under stable conditions was retarded to after top dead center Lower NOx and particulate matter emissions • iso-Butanol exhibits a lower energy density and cetane number compared diesel Fuel-bound oxygen content exhibits a leaning effect during fuel/air mixing iso-Butanol exhibits a low cetane number and higher enthalpy of vaporization decreases exhaust temperature iso-Butanol exhibits a lower energy density compared to diesel n-Butanol exhibits a low cetane number Butanol contains fuel-bound oxygen, which resulted in leaner in-cylinder mixtures Fuel-bound oxygen offsets its reduced LHV by improving combustion efficiency Mechanisms involved Statistically insignificant differences in fuel economy and brake thermal efficiency Key conclusions 44 2 Fuel Class Higher Alcohols Heuser et al.

Dual-fuel combustion has same issues as SACI with balancing the needs of two combustion processes. The pressure and temperature after compression must be sufficient enough to ensure that the diesel pilot ignites when injected close to TDC. This calls for a high compression ratio and not too low inlet temperature. On the other hand, the diesel pilots will ignite the homogeneous charge and then flame propagation will follow. 14 Dual-fuel combustion. 15 Dual fuel with compressed natural gas in the inlet port and diesel injected in the cylinder.

Rakopoulos et al. conducted a series of experimental studies of n-butanol blended with diesel fuel in a range of single- and multicylinder engines. In their first study [49], a single-cylinder Hydra engine was operated with blends of 8–24 vol% n-butanol in diesel fuel. An increase in BSFC was observed for the butanol blends due to the lower energy content. Compared to neat diesel fuel, particulate matter emissions decreased significantly as the percentage of n-butanol in the blend increased. 6 l 1999 Mercedes Benz C220 diesel passenger car, four-cylinder, common-rail, direct-injection turbocharged Ricardo/Cussons Hydra single-cylinder, direct injection References Miller et al.

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