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This paper summarizes the experimental and simulation results of a motorcycle engine using ethanol-gasoline blended fuels. The simulation results show that, the carbon monoxide (CO) and hydrocarbon (HC) concentrations reduce dramatically whereas the nitrogen oxide (NOx) emission increases with E5 to E20 fuels. E85 fuel is found to produce very low...
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... Para los factores de emisión de NO x de los vehículos que usan gasolina, se consideró un incremento por el efecto del bioetanol en la gasolina ecopaís, según los resultados reportados en la literatura (Tuan, 2011;Piure y García, 2021). Para los factores de emisión de CO y COV de los vehículos que usan gasolina, se asumió un descenso por el efecto del bioetanol en la gasolina ecopaís (Tuan, 2011;Tsai et al., 2019, Piure y García, 2021. ...
... Para los factores de emisión de NO x de los vehículos que usan gasolina, se consideró un incremento por el efecto del bioetanol en la gasolina ecopaís, según los resultados reportados en la literatura (Tuan, 2011;Piure y García, 2021). Para los factores de emisión de CO y COV de los vehículos que usan gasolina, se asumió un descenso por el efecto del bioetanol en la gasolina ecopaís (Tuan, 2011;Tsai et al., 2019, Piure y García, 2021. ...
... Ethanol blended petrol is the blending of a certain percentage of ethanol in petrol so that the blend becomes cleaner than petrol and, it provides equivalent efficiency at a lower cost than the conventional petrol. The addition of ethanol to petrol in varying degrees of percentages (E5 or E10 or E20) reduces carbon monoxide emissions emanating from the petrol, and improves the octane number of the blended fuel (Anh et al. 2011). EX is the X% blend of ethanol in petrol (for example, E5 is 5% ethanol blend). ...
Rapid economic growth, especially in developing countries, directly impacts transport fuel demand, waste generation and greenhouse gas (GHG) emissions. Hence, there is an increasing need to supplement fossil fuel demand with sustainable alternative options while also addressing solid waste and GHG emissions. India generates the highest amount of annual municipal solid waste (MSW) (277 million tonnes out of the global 2.01 billion tonnes); this is estimated to double by 2050. This high MSW generation rate, inadequate management, unscientific landfilling and inefficient disposal practices is a serious concern to health and the environment. The organic fraction of MSW generated in India is estimated to be in the range of 40–60% and contains huge potential fuel value for waste to energy (WtE) options. Owning to the large availability of MSW and its associated environmental and social burdens, MSW for fuel production to support the nations’ sustainability commitments looks attractive, if done scientifically. Considering India as the case study, this chapter reviews the possible routes for converting MSW to useful automobile fuels. Additionally, through life cycle assessment (LCA), this chapter discusses the amount of fossil fuel substitution in the total mobility fuel mix by the MSW derived fuel. LCA evaluation revealed a net 85.03 kg CO2 eq. global warming potential, 0.184 mol H⁺ eq. acidification potential, 7.794 × 10–3 mol of N eq. eutrophication potential and 4.873 CTUh human toxicity potential, respectively, for ethanol production from 1 tonne of organic fraction of MSW. The findings can help assess the MSW utilization in a more scientific way wherein the benefits are assessed in terms of mitigation of GHG and environmental costs averted, in addition to foreign savings through the reduced import of fossil fuels. Few successful pilot projects as case studies will help getting several stakeholders together, which will be essential for taking this waste utilization option to a useful scale.
... Ethanol blended petrol is the blending of a certain percentage of ethanol in petrol so that the blend becomes cleaner than petrol and, it provides equivalent efficiency at a lower cost than the conventional petrol. The addition of ethanol to petrol in varying degrees of percentages (E5 or E10 or E20) reduces carbon monoxide emissions emanating from the petrol, and improves the octane number of the blended fuel (Anh et al. 2011). EX is the X% blend of ethanol in petrol (for example, E5 is 5% ethanol blend). ...
The global energy transition has started and the mankind actively looking for new way to replace the fossil fuels based technology. This paradigm change is quite hard to accomplished due the many drawbacks related to a complete rethinking of the engines. So, a solid solution could be represented by the use of oil derived analogue fuels produced using renewable sources known as drop-in fuels. In this field, the thermal conversion of fats has played a main role due the easily conversion in hydrocarbon mixture very close to diesel fraction.
... Ethanol blended petrol is the blending of a certain percentage of ethanol in petrol so that the blend becomes cleaner than petrol and, it provides equivalent efficiency at a lower cost than the conventional petrol. The addition of ethanol to petrol in varying degrees of percentages (E5 or E10 or E20) reduces carbon monoxide emissions emanating from the petrol, and improves the octane number of the blended fuel (Anh et al. 2011). EX is the X% blend of ethanol in petrol (for example, E5 is 5% ethanol blend). ...
The fossil fuels have a 98% share in the energy consumption in the Indian transport sector. The Indian transport sector contributes to 13.2% of CO2 emissions in India. In the quest for cleaner fuels for the surface transport sector, a number of transportation energy sources fueling the vehicles (based on Internal Combustion Engines) have emerged as suitable alternatives in the 21st Century through decades of continued research and development efforts. Fuels such as natural gas (Compressed Natural Gas (CNG) or Liquefied Natural Gas (LNG)), Liquefied Petroleum Gas (LPG), hydrogen, and biofuels have been the front runners as potential alternatives to crude oil-based gasoline and diesel. These alternative fuels for cleaner transport in India are detailed and compared on the basis of their physico-chemical properties, ignition characteristics, storage requirements, and safety parameters. The technical ‘availability’ of these fuels in the context of the
Indian road transport is discussed as a segment of the broader analysis of these fuels under the 4A framework of Energy Security (Availability, Accessibility, Acceptability, and Affordability). These alternative fuels are characterized from two perspectives, i.e., fuel mix for the short to medium term use (during the energy transition in transport sector) and fuel mix for the long-term use (after the energy transition has taken place). These fuels driving the transport sector are also analyzed based on their use by two contrasting yet
complementary segments, viz. passenger and freight. CNG and LPG are identified to be useful in the fuel mix for the passenger segment in the short to medium term future, while biodiesel is identified as a potential freight segment fuel in the similar timeframe. For the long-term future, ethanol is identified as a potential candidate for passenger segment, while LNG and Hydrogen are found to be suitable for the freight segment.
... Several experimental studies were carried out on standard SI units, with different architectures and injection systems, powered by gasoline-ethanol blends with different blending ratios and tested on different operating points (OP). As a general trend, each experimental dataset confirms the benefits in terms of carbon monoxide (CO) and unburnt hydrocarbons (UHC) emissions reduction increasing the ethanol content in the blend [9,12,13,14,15,16,17,18]. The impact of gasoline-ethanol fueling on nitrogen oxides emissions is still a widely debated topic in the researchers' community since no clear trends emerge from the literature. ...
... The impact of gasoline-ethanol fueling on nitrogen oxides emissions is still a widely debated topic in the researchers' community since no clear trends emerge from the literature. While in [13,18] increasing emissions were registered with an increasing ethanol content, opposite results were found in [14,16]. The opposed trends shown by different experimental campaigns can be explained by the high sensitivity exhibited by nitrogen oxides to the specific engine OP and ethanol content, as shown in [12,15]. ...
Nowadays, most of the engineering development in the field of Spark-Ignited (SI) Internal Combustion Engines (ICEs) is supported by 3D-CFD simulations relying on flamelet combustion models. Such kind of models require laminar flame speed as an input to be specified by the user. While several laminar flame speed correlations are available in literature, for gasoline and pure ethanol at ambient conditions, there is a lack of correlations describing laminar flame speed of gasoline-ethanol blends, for different ethanol volume content, at conditions deemed to be representative of engine-like conditions. Toluene Reference Fuel surrogates with addition of ethanol (ETRF), suitable for representing gasoline-ethanol blends up to 85% vol. ethanol content are formulated. Thanks to these surrogates, 1D premixed laminar flame speed calculations are performed at selected engine-relevant conditions for a E5, E20 and E85 fuels. As a final outcome, three different laminar flame speed correlations based on the chemistry-based calculations are derived for E5, E20 and E85 gasoline-ethanol fuel blends focusing on typical full-load engine conditions. Such kind of correlations can be easily implemented in any 3D-CFD code to provide a chemistry-grounded estimation of laminar flame speed during combustion calculations. Such correlations are of practical use, since they might help in developing the next generation of bio-fuels powered internal combustion engines.
... Different gasoline-ethanol blends in terms of ethanol content were investigated. As a general trend, each experimental dataset confirmed the benefits in terms of CO and unburned hydrocarbons (UHC) reduction increasing the ethanol content in the blend [9][10][11][12][13][14][15][16][17]. The impact of gasoline-ethanol mixtures on NOx emissions still requires deeper investigations since no clear trends emerge from literature. ...
... The impact of gasoline-ethanol mixtures on NOx emissions still requires deeper investigations since no clear trends emerge from literature. In fact, while in [12,17] higher NOx emissions were registered increasing ethanol content, opposite results were found in [13,15]. Contradictory trends shown by the different experimental tests can be explained considering the high sensitivity exhibited by nitrogen oxides to the specific engine OP and ethanol content, as shown in [11,14]. ...
... In order to further validate the proposed methodology and the formulated surrogates, in Figs. 3 and 4 the properties reported in Table 3 are compared with the ones provided by a wide dataset available in literature [7][8][9][10][11][12][13][14][15]17,18,58,59,[60][61][62][63][64][65][66][67][68]. It must be underlined that most of the aforementioned studies are based on experimental measurements of several gasoline-ethanol blends using base gasolines with different properties. ...
Several environment agencies worldwide have identified biofuels as a viable solution to meet the stringent targets imposed by future regulations in terms of on-road transport emissions. In the last decades, petroleum-based gasoline has been increasingly blended with oxygenated fuels, mostly ethanol. Blending ethanol with gasoline has two major effects: an increase of the octane number, thus promoting new scenarios for engine efficiency optimization, and a potential reduction of soot emissions.
3D-CFD simulations represent a powerful tool to optimize the use of ethanol-gasoline blends in internal combustion engines. Since most of the combustion models implemented in 3D-CFD codes are based on the “flamelet assumption”, they require laminar flame speed as an input. Therefore, a thorough understanding of the gasoline-ethanol blend chemical behavior at engine-relevant conditions is crucial. While several laminar flame speed correlations are available in literature for both gasoline and pure ethanol at ambient conditions, none is available, to the extent of authors’ knowledge, to describe laminar flame speed of gasoline-ethanol blends (for different ethanol volume contents) at engine relevant conditions. For this reason, in the present work, laminar flame speed correlations based on 1D detailed chemical kinetics calculations are derived targeting typical full-load engine-like conditions, for different ethanol-gasoline blends. A methodology providing a surrogate able to match crucial properties of a fuel is presented at first and validated against available experimental data. Then, laminar flame speed correlations obtained from 1D chemical kinetics simulations are proposed for each fuel blend surrogate.
... In Italy, the share of the two-wheelers among the total passenger vehicle fleet is approximately 25% [10,11]. Previous studies carried out on two-wheeler vehicles confirmed the reduction in carbon monoxide (CO) and hydrocarbon (HC) emissions [12] and the increase in nitrogen oxide (NOx) emissions by adding ethanol up to 20% v in gasoline [13,14]; furthermore, it was found that motorcycle engines fuelled with ethanol-gasoline had enhanced formation of ethylene and acetaldehyde emissions compared to unleaded gasoline [15][16][17][18][19][20]. ...
The objective of this study is to investigate the effect of bioethanol–gasoline blends on the exhaust emissions
and engine combustion of a four-stroke motorcycle. Ethanol is known as an alternative fuel for
spark-ignition engines and is suitable for making blends with gasoline, increasing the oxygen content
and decreasing emission of incomplete combustion products. An experimental investigation was performed
on a Euro 3 large-size motorcycle fuelled with commercial gasoline and bioethanol/gasoline
blends (range of bioethanol 5% v to 30% v). Regulated and unregulated emissions and fuel consumption
were quantified over the execution of chassis-dynamometer tests. The combustion analysis, realized by
acquiring the pressure cycle inside the cylinder, highlights the auto adjustment of the engine control unit
and guarantees use within the same parameters of several tested fuels, with the except of fuel injection
time, which increases with increasing ethanol percentage. A significant reduction in carbon monoxide
and particle number is associated with the ethanol content of the fuel. Volatile organic compounds,
mainly alkanes and aromatics, are not substantially influenced by the bioethanol content of the fuel.
The contribution of carcinogenic benzene ranges between 2 and 5%.
... Figure 2 shows the different mentioned companies and their farming trends during the last seven years Fig 2. Peruvian Sugar Industry harvested area (ha). [1] Then, regarding ethanol industrial production in Peru, a 7.8% in volume of ethanol is the current mixture percentage, though a 10% is achievable without modifying the engine [4]. In Sullana (Piura), Sucroalcolera del Chira S.A. owns 6800 hectares and produces 350 000 liters/day. ...
... Pyrolysis This process can be used to produce bio-fuel, mainly, if fast pyrolysis is used, resulting in high conversion efficiencies (up to 80%) [4] of biomass to fuel oil. ...
The scope of this paper is to make a feasibility analysis for energy production from sugarcane residues in Peru. Therefore, it is shown the history, methods, current scenario and future prospects of sugarcane plantations related to the ethanol industry and the sugar industry. Bagasse is a mill residue, produced after sugarcane juice which is extracted from the sugarcane. Nowadays this residue is burnt in boilers and this energy is used to generate steam. On the other hand, harvest residues represent a significant part of the energy contained in the sugarcane, but it is left in the field, or worse; burnt before the harvest. On this paper methods for optimizing the energy use are presented. There will also be shown an estimated value of the electricity generation potential from sugarcane residues.
This study presents the way to use renewable fuel like ethanol in its hydrous form. The higher cost required for anhydrous ethanol production beyond the azeotropic point is the need to use ethanol in the hydrous form. As ethanol can be produced from a renewable energy source using various bio-mass, many countries are targeting to increase ethanol usage as fuel. Specific methods for using hydrous ethanol in SI and CI engines are discussed. Blending hydrous ethanol with gasoline and diesel using various additives is a good alternative for using biofuel-like ethanol in its hydrous form. Combustion techniques like (GPI+EDI), HCCI, RCCI, and PCCI have incorporated hydrous ethanol, reducing harmful emissions like NOx and Soot with good energy conversion efficiency. Using hydrous ethanol as an engine fuel has shown reasonable cost savings in countries like the USA, India, and Brazil.
