Biofuel, a cost-effective, safe, and environmentally benign fuel produced from renewable sources, has been accepted as a sustainable replacement and a panacea for the damaging effects of the exploration for and consumption of fossil-based fuels. The current work examines the classification, generation, and utilization of biofuels, particularly in internal combustion engine (ICE) applications. Biofuels are classified according to their physical state, technology maturity, the generation of feedstock, and the generation of products. The methods of production and the advantages of the application of biogas, bioalcohol, and hydrogen in spark ignition engines, as well as biodiesel, Fischer–Tropsch fuel, and dimethyl ether in compression ignition engines, in terms of engine performance and emission are highlighted. The generation of biofuels from waste helps in waste minimization, proper waste disposal, and sanitation. The utilization of biofuels in ICEs improves engine performance and mitigates the emission of poisonous gases. There is a need for appropriate policy frameworks to promote commercial production and seamless deployment of these biofuels for transportation applications with a view to guaranteeing energy security.

An Overview of the Classification, Production and Utilization of Biofuels for Internal Combustion Engine Applications

Study of hydrogen impact on lean flammability limit and burning characteristics of a kerosene surrogate

<div class="section abstract"><div class="htmlview paragraph">Lean combustion is an approach to achieving higher thermal efficiency for spark ignition engines. However, it faces low burning velocity and unstable combustion problems near the lean flammability limits region. The current work is attempting to investigate the combustion characteristics of iso-octane flame with 0% and 30% H<sub>2</sub> up to near lean limits (λ = 1.7) at 100-300 kPa and 393-453 K. The flame appeared spherically by 37 mJ spark energy at λ = 0.8-1.2, whereas the ultra-lean mixtures, λ ≥ 1.3, ignited at 3000 mJ under wrinkles and buoyancy effects. The impact of initial pressure and temperature on the lean mixture was stronger than the stoichiometric mixture regarding flame radius and diffusional-thermal instability. The buoyancy appeared at the highest burning velocity of 27.41 cm/s. The buoyancy region extended from λ = 1.5 to λ = 1.3 at 393 K, λ = 1.6 to λ= 1.4 at 423 K and λ = 1.7 to λ = 1.5 at 453 K with an increase in initial pressure (higher pressure, more λ under buoyancy effect), but initial temperature decreased the region from λ= 1.5 to λ = 1.7 at 100 kPa, λ = 1.4 to λ = 1.6 at 200 kPa and λ = 1.3 to λ = 1.5 at 300 kPa. OH mole fraction <7.6642×10<sup>-3</sup> for H<sub>2</sub> = 0% and <7.7765×10<sup>-3</sup> for H<sub>2</sub> = 30% required 3000 mJ for ignition at 393 K and 100 kPa, and buoyancy appeared at ≤4.8788×10<sup>-3</sup> for H<sub>2</sub> = 0% and ≤4.9547×10<sup>-3</sup> for H<sub>2</sub> = 30%.</div></div>

Sandeep Kumar

Papers

Experimental Investigations on Lean Burn Spark Ignition Engine Using Methanol - Gasoline Blends