Base Diesel Research Articles

An analysis of environment effect on ethanol blends with plastic fuel and blend optimization using a full factorial design

There is a growing amount of plastic waste that needs to be properly disposed of in order to protect the environment from the negative effects of increasing reliance on plastic products. Recent interest has focused on chemical recycling as a means of reducing plastic's negative environmental effects. Converting waste plastics into basic petrochemicals allows them to serve as hydrocarbon feedstock or fuel oil through pyrolysis operations. Scientists have taken a keen interest in the production of bioethanol from renewable feedstocks due to its potential as a source of energy and alternative fuel. Due to its beneficial effects on the environment, ethanol has emerged as a promising biofuel. In this paper, energy recovered from low-density polyethylene and high-density polyethylene waste was converted into an alternative plastic fuel and evaluated for its environmental impact with the blending of ethanol in a diesel engine. Ternary fuel blends with 20%, 30%, and 40% waste plastic fuel and 10%, 15%, and 20% ethanol with standard diesel were tested. The study found that blending 10% ethanol with 20% plastic fuel decreased fuel consumption by around 7.9% compared to base diesel. Carbon monoxide emissions are reduced by about 10.2%, and hydrocarbon emissions are reduced by about 13.43% when using the same ternary blend. The optimum values of fuel consumption and emissions were obtained by full factorial design for a ternary fuel blend of 10% ethanol and 20% plastic fuel at the full load condition.

Experimental Investigation of Biohythane Performance on Thermal Barrier-Coated Compression Ignition Engine

Abstract The performance, combustion, and emission parameters of a thermal barrier-coated (TBC) compression ignition (CI) engine were experimentally examined using biohythane (biohydrogen + biomethane) as leading fuel and diesel as secondary fuel. The mixture of supplied fuel was blended with 85–95% biomethane and 5–15% biohydrogen, mixed with the inlet air, and supplied through the intake manifold for both coated and uncoated conditions. Yttria-stabilized zirconia with a thickness of 0.4 mm was used as the top coat on the valves and piston crown over 0.1 mm thickness NiCrAlY bond coat using the plasma spray method. Baseline data were obtained by running the engine with conventional diesel fuel, and the same was compared with dual-fuel operation at constant engine speed and variable loading conditions. Results indicated that 15% biohydrogen enrichment with TBC operation improved the engine brake thermal efficiency (BTE) by 6% compared to diesel-only mode. Further, peak cylinder pressure and heat release rate were improved up to 16.5–20% with TBC and biohythane under dual-fuel mode compared to diesel-only mode. Moreover, the emission characteristics such as hydrocarbon (HC), carbon monoxide (CO), and smoke were reduced up to 16.2, 29.1, and 62.6%, respectively, with TBC and biohythane compared to the base diesel operation owing to low carbon concentration and improved combustion characteristics.

Experimental investigation to study combustion and emission characteristics of diesel engine by application of EGR and heated intake air

Diesel engines are widely used over petrol engine due to their higher torque and higher thermal efficiency. However, the major problem of diesel engine is that it produces carbon dioxide which contribute in greenhouse gas emissions. The recent stringent norms about engine pollution needs to focus on the techniques to reduce the exhaust emissions. The exhaust gas loss is an important loss which affect the performance of engine fueled with diesel. The attempt of implementing systematic designed exhaust gas recovery system was examined for various test modes of diesel engine. A heat exchanger of counter current shell and tube type based heat recovery technique was developed and implemented to heat intake air of the engine and the effects of heated air on diesel engine characteristics studied. The exhaust gas recirculation(EGR) method was also employed for 6 % & 12 % EGR with and without heat exchanger and studied its effects on engine characteristics. The experimentation was conducted on kirloskar make four stroke diesel engine for varying load and at constant speed 1500 rpm for six different test modes of diesel including base diesel test mode. The six modes tested were 1: Base Engine (Diesel WHE) 2. Base Engine test mode withoutHeat Exchanger and with 6 % EGR (DIESEL WHE 6 % EGR) 3.: Base Engine test mode withoutHeat Exchanger and with 12 % EGRN(DIESEL WHE 12 % EGR) 4: Engine withHeat Exchanger (DIESEL HE 0 % EGR) 5: Engine test mode DIESEL HE 6 % EGR) 6. Engine test DIESEL HE 12 %EGR. The experimental results indicate that mechanical efficiency increased by 8.3 % for test mode of Diesel WHE 12 % EGR than base engine condition. The application of heat exchanger indicated improved CO2 emission in the engine exhaust The test mode of diesel WHE 12 % EGR reported higher in cylinder pressure and higher amount of heat release 52.5 J/ °CA at full load.

Production of modified fuels based on Isfahan diesel by adding [formula omitted] nanoparticles, surfactant and 2-ethylhexyl nitrate

An experimental study was performed to identify the performance effects of non-stabilized and surfactant stabilized CeO2 nano-particles (NPs) in the absence and presence of 2-Ethylhexyl nitrate. The motivation is to improve diesel properties. Various concentrations of NPs were dispersed in base diesel fuel. The stability of the nano-fuels was studied using Nephelometric Turbidity Unit (NTU). The results showed that modified fuel containing 20 mgL−1 of CeO2 NPs and Blended Diesel Fuel (BDF) with Hydrophilic-Lipophilic Balance (HLB) number as 7.6 were the most stable prepared samples after 48 h. It was also realized that addition of CeO2 NPs results in increasing calculated cetane index (CCI), initial boiling point (IBP), flash point, density and viscosity and reducing pour point and volatility. Furthermore, the addition of Tween 65 and Span 80 tends to reduce CCI, volatility and pour point as well as increase flash point, density and kinematic viscosity. Although 2-Ethylhexyl nitrate has a slight influence on volatility, density and viscosity, it can dramatically enhance CCI and pour point due to providing oxygen buffer for the ignition of the diesel fuel and decrease CO and unburned hydrocarbons (HC) in exhaust gas.

Numerical and experimental investigation of hydrogen enrichment in a dual-fueled CI engine: A detailed combustion, performance, and emission discussion

An effort has been made to simulation a compression ignition engine using hydrogen-diesel, hydrogen-diethyl ether, hydrogen-n-butanol and base diesel fuel as alternatives. The engine measured for the simulation is a single cylinder, four stroke, direct injection, diesel engine. During the simulation the injection timing and engine speed are kept constant at 23°bTDC and 1500 rpm. Diesel-RK, a piece of commercial software employed for this project, can forecast an engine emission, performance and combustion characteristics. The examination of the anticipated outcomes reveals that adding hydrogen to diesel leads in a small increase in efficiency and fuel consumption. With the usage of hydrogen-blend fuels, the majority of dangerous pollutants in exhaust are greatly decreased. The shortest ignition delay was consistently given by 5H295DEE. The lowest CO2 (578.61 g/kWh) was given by 5H295nB at CR 19.5. Hydrogen blends increase NOx emissions more than base diesel fuel. In the case of smoke and particulate matter emission, the reduce tendency was seen.

Effect of pilot fuel injection pressure and injection timing on combustion, performance and emission of hydrogen-biodiesel dual fuel engine

The present study highlights the influence of fuel injection pressure (FIP) and fuel injection timing (FIT) of Jatropha biodiesel as pilot fuel on the performance, combustion and emission of a hydrogen dual fuel engine. The hydrogen flow rates used in this study are 5lit/min, 7lit/min, and 9lit/min. The pilot fuel is injected at three FIPs (500, 1000, and 1500 bar) and at three FITs (5°, 11°, and 17˚bTDC). The results showed an increase in brake thermal efficiency (Bth)from 25.02% for base diesel operation to 32.15% for hydrogen-biodiesel dual fuel operation with 9lit/min flow rate at a FIP of 1500 bar and a FITof17˚bTDC. The cylinder pressure and heat release rate (HRR) are also found to be higher for higher FIPs. Advancement in FIT is found to promote superior HRR for hydrogen dual fuel operations. The unburned hydrocarbon (UHC) and soot emissions are found to reduce by 59.52% and 46.15%, respectively, for hydrogen dual fuel operation with 9lit/min flow rate at a FIP of 1500 bar and a FIT of 11˚bTDC. However, it is also observed that the oxides of nitrogen (NOX) emissions are increased by 20.61% with 9lit/min hydrogen flow rate at a FIP of 1500 bar and a FIT of 17˚bTDC. Thus, this study has shown the potential of higher FIP and FIT in improving the performance, combustion and emission of a hydrogen dual fuel engine with Jatropha biodiesel as pilot fuel.

Preparation and characterization analysis of biofuel derived through seed extracts of Ricinus communis (castor oil plant)

The current study assesses the prospect of using R. Communis seed oil as a substitute fuel for diesel engines. Biodiesel is prepared from the R. Communis plant seed oil by a single-step base catalytic transesterification procedure. The investigation deals with the Physico-chemical characteristics of R. Communis biodiesel and has been associated with the base diesel. It has been perceived that the characteristics of biodiesel are well-matched with the base diesel under the ASTM D6751 limits correspondingly. R. Communis biodiesel is blended in different proportions with base diesel such as D10, D20, D30, D40, D50 and D100 and is tested in a Kirloskar TV1 single-cylinder, 4 blows DI engine under altered loading conditions. Outcomes demonstrate that BTE and BSFC for D10 as well as D20 are similar to base diesel. BSFC indicates that the precise BSFC of base diesel, D10, D20, D30, D40 and D50 was 0.87, 1.70, 2.60, 3.0, 3.4, and 3.5 kg/kW-hr, respectively. The extreme BTE at full load condition for base diesel, D10, D20, D30, D40, D50 and D100 are 28.2%, 28.1%, 27.9%, 25.5%, 24.1%, and 23.6% , respectively. In the case of engine emissions, R. Communis biodiesel blends provided an average decrease in hydrocarbon (HC), Carbon-monoxide (CO) and carbon dioxide (CO2) associated with base diesel. Nevertheless, R. Communis biodiesel blends discharged high stages of nitrogen oxide (NOx) compares to base diesel. Base diesel, D10, D20, D30, D40, D50, and D100 had UBHC emissions of 45 ppm, 40 ppm, 44 ppm, 46 ppm, 41 ppm, and 43 ppm, respectively. The reduction in CO emissions for D10, D20, D30, D40, D50 and D100 are 0.13%, 0.14%, 0.17%, 0.18% and 0.21% respectively. The dissimilarity in NOx attentiveness within brake powers for D10, D20, D30, D40, and D50 and base diesel are 50-ppm, 100 ppm, 150 ppm, 250 ppm, 350 ppm, and 500 ppm, respectively. The dissimilarity of CO2 emanation with reverence to break powers for the base-diesel, D10, D20, D30, D40, D50, and D100 are 4.8%, 4.9%, 4.8%, 4.56%, 4.9% and 5.1%, respectively. The present research provides a way for renewable petrol blends to substitute diesel for powering diesel engines in that way dropping the reliance on fossil fuels.

Emissions Reduction in an Automotive Compression Ignition Engine using Hydrogen and Exhaust Gas Recirculation

ABSTRACT This paper deals with the experimental investigation of an automotive compression ignition (CI) engine under dual fuel mode (hydrogen-diesel) with exhaust gas recirculation (EGR). The engine was operated under different speeds at 16 Nm (maximum torque). Smoke, CO, and HC emissions decreased drastically with hydrogen. However, maximum hydrogen energy share (HES) is limited to 56% at 2000 rpm and 63% at 2400 rpm due to combustion with knock and NOx emission raised drastically. EGR technique was used to enhance the knock limited HES and reduce NOx emission. The maximum HES without knock is extended to 68% with 20% EGR (2000 rpm). NOx emission decreased to near-zero level. Brake thermal efficiency increased. CO and HC emissions decreased significantly. However, smoke increased but still lower than base diesel. The combined effect of hydrogen and EGR could reduce the emissions, energy efficiency improvement, and extend the maximum HES limit.

Blended fuel property analysis of butyl-exchanged polyoxymethylene ethers as renewable diesel blendstocks

Methyl-terminated polyoxymethylene ethers (MM-POMEs), having the formula CH3O-(CH2O)n-CH3 (n = 3–6), are a class of oxygenates with desirable diesel-like fuel properties including high cetane number and low soot formation. However, their low energy density and high water-solubility present barriers to their adoption. Both concerns were recently addressed by our research group by synthesizing a mixture of POME structures having butyl end-groups and n = 1–6, termed B*POME1–6. B*POME1–6 maintained the advantageous properties of the parent MM-POMEs, and exhibited improved energy density and most notably, dramatically decreased water solubility. For evaluation against a set of criteria for a blended diesel blendstock, a 20 vol% blend of B*POME1–6 with a base diesel fuel was investigated here. Oxidation stability, cetane number, sooting tendency, lubricity and conductivity were improved in the B*POME1–6 blend compared with the base diesel, while also maintaining the flash point, cloud point, energy density, viscosity, and boiling point requirements. The B*POME1–6 product demonstrated a synergistic blending behavior at 10 vol% and a linear blending behavior at 20–30 vol% blends, in agreement with similar POME blends at comparable blend levels. Finally, common environmental and toxicity models performed on B*POME1–6 component molecules suggested they have a greater propensity to partition into the water compartment compared to a common diesel surrogate, but with a lower tendency to bioaccumulate.

Vegetable oils as effective additives and replacements of diesel fuel in agriculture machinery engines

The article presents the results of experimental studies of possible partial replacement of traditional diesel fuel by biofuel. The term biofuel refers to a mixture of diesel fuel with vegetable oils such as palm or peanut oils. The optimal supply of vegetable oils is determining under conditions of preservation or deterioration of diesel engine performance in the range of 5 … 8%. The experiments suppose a diesel engine operation without any interfering within design or regulation of the diesel engine and its fuel equipment. Hydrogen peroxide or kerosene is used to improve the physicochemical properties of vegetable oils. It has been found that under these constraints, the optimal supply of palm oil is 20%. In case of peanut oil, experimentally found that its volume part in biofuel can be increased up to 40%. To provide an equal density and viscosity of the biofuel and the base diesel fuel 30% of diesel fuel were replaced by kerosene. In the range of low and medium engine loads, an emission of main toxic components of nitrogen oxides NOx, emission of solid carbon particles with exhaust gas C, carbon oxides changes insignificantly, and even decreases. The concentration of unburned hydrocarbons is significantly reduced. At engine loads above 50% for peanut oil and 75% for palm oil biofuels, presumably due to worse mixture formation, there is a sharp decrease in nitrogen oxide emissions and an increase in carbon monoxide concentrations.

Расчетные исследования динамических качеств дизельного двигателя и гусеничной машины

Power and dynamic characteristics are the most important indicators of internal combustion engines and vehicles equipped with them. The article considers a method for improving these indicators by transferring a four-stroke engine to work on a two-stroke cycle in modes with low rotational frequencies and the indicators of the dynamic qualities of a diesel engine and a vehicle. A dynamic model of a diesel engine and a tracked vehicle is proposed. Computational studies of the acceleration dynamics of a tracked vehicle weighing 6000 kg, equipped with a base D-245 diesel engine (4 ChN 11.0/12.5) and a modernized engine that can be switched from a four-stroke cycle to a two-stroke cycle in modes with low rotational speed, have been carried out. An analysis of the calculation results showed that when the base diesel engine was replaced with an upgraded one, the acceleration time of the tracked vehicle to a speed of 54.85 km/h went down by 12.4 %, and the acceleration distance decreased by 15.3 %.

Comparison of Diesel Engine Performance between a Mechanical Pump and a Common Rail Fuel Injection System Equipped with Real-Time Non-Surfactant Emulsion Fuel Supply System

The global focus in emulsion fuels is due to the advantages over conventional diesel fuels. It has the capabilities to simultaneously reduce the emissions of NOx and smoke. It also said to reduce the fuel consumption of diesel engine by significant percentages. However, due to the interdependency on surfactant, emulsion fuel does not seem to be possible as alternative fuel in an economic perspective. This is because of the high market price of the commercial surfactant. Therefore, this research focused on non-surfactant W/D that produced by a system known as Real-Time Non-Surfactant Emulsion Fuel Supply System (RTES). RTES has been applied with the goal of investigating the impact on exhaust emissions and fuel consumption of a mechanical pump fuel injection system diesel vehicle (MP) and a common rail fuel injection system diesel vehicle (CR). A one-ton truck represents as MP (Mechanical Pump) and an SUV represent as CR (Common rail) are the test vehicles for the said research. The non-surfactant W/D with 6.5 wt.% of water produced by the RTES used as the test fuel and named as E6.5. It has been emulsified in the RTES right before being injected into the diesel vehicles. The testing was performed on a chassis dynamometer following the West Virginia University 5-peak cycles. The findings show that the utilization of non-surfactant W/D has increased the fuel consumption by 7.39% for MP and 3.2% for CR respectively as compared with base diesel fuel. NOx, smoke emissions and exhaust temperature have significantly reduced by the MP relative to CR vehicles. Overall, the concept of non-surfactant W/D seems to have implementation potential for reducing harmful emissions from both diesel-powered vehicles.

Influence of piston crown shape with different positions of spark plug and fuel injector, %EGR, and fuel system control on emissions from modified GDI engines compared with a base diesel engine

In this study, the combustion chamber profiles were developed for spray, wall, and air-guided gasoline direct injection (GDI) engines. For each combustion chamber geometry of GDI engine, the piston crown surface was modified, from hemispherical bowl, to trapezoidal bowl, and a pent roof shape that included a scoop type bowl on one side (towards injector position) to impart better squish, swirl, tumble, and turbulence effects to improve the mixing characteristics. Also, the cylinder heads were modified for each combustion chamber geometry by changing the locations of the spark plug and fuel injector. Further, the fuel split injection timings with duration, ignition timing, and the percentage of exhaust gas recirculation were optimized to reduce an engine out emissions; especially soot and nitrogen oxides. Emission tests were conducted on the base diesel engine and the GDI engine with the three different combustion chamber geometries. It is clear from the results that the emission of nitrogen oxides in the wall-guided mode was reduced by 5% till 75% of the load when compared with spray-guided and air-guided combustion modes. Overall, the GDI engine with the wall-guided combustion chamber geometry produced better results at 150 bar fuel injection pressure when compared with the base diesel engine; nitrogen oxides emission was reduced from 377 to 77 ppm and soot emissions were reduced from 29.3 to 4.5 g/km at high torque.

Effect of Cerium oxide nanoparticles derived from biosynthesis of Azadirachta indica on stability and performance of a research CI engine powered by Diesel-Lemongrass oil blends

The effects of performance and emission parameters of a mono-cylinder CI engine have been studied using new alternate fuel: Lemongrass oil (LGO) with nano additive (Cerium Oxide). The study focuses on a novel biosynthesis method (Plant-mediated synthesis) of CeO2 nano-additives from the Azadirachta indica plant, which is less toxic and more compatible with other chemical methods. The biosynthesis method is a simple, high-yielding, environmentally friendly alternative to chemical methods. Recently, a green technique based on impulsively decreasing elements such as polysaccharides, microorganisms (bacteria and fungas), or plant extract has been developed. This is due to the fact that the process is a simpler, non-hazardous, and environmentally friendly alternative technique when compared to the intricate chemical techniques of synthesis of nano-additives. The engine tests were carried out by using three different volumetric percentages (LGO25, LGO25 + 50 ppm and LGO25 + 100 ppm) and related with base diesel. The test outcomes revealed that the BSFC decreased by 4.98% and 6.83% and BTE increased by 1.76% and 2.27% at LGO25 + CE 50 ppm and 100 ppm concentrations, correspondingly. The CO emission decreased by 18.18% and 24.2%, HC emission decreased by 3.03% and 9.1%, NOx emission decreased by 14.8% and 31%, Smoke emission decreased by 10.5% and 15.1% for LGO25 + CE 50 ppm and 100 ppm correspondingly.

Experimental Studies of Low-Load Limit in a Stoichiometric Micro-Pilot Diesel Natural Gas Engine

While operating at light loads, diesel pilot-ignited natural gas engines with lean premixed natural gas suffer from poor combustion efficiency and high methane emissions. This work investigates the limits of low-load operation for a micro-pilot diesel natural gas engine that uses a stoichiometric mixture to enable methane and nitrogen oxide emission control. By optimizing engine hardware, operating conditions, and injection strategies, this study focused on defining the lowest achievable load while maintaining a stoichiometric equivalence ratio and with acceptable combustion stability. A multi-cylinder diesel 6.7 L engine was converted to run natural gas premix with a maximum diesel micro-pilot contribution of 10%. With a base diesel compression ratio of 17.3:1, the intake manifold pressure limit was 80 kPa(absolute). At a reduced compression ratio of 15:1, this limit increased to 85 kPa, raising the minimum stable load. Retarding the combustion phasing, typically used in spark-ignition engines to achieve lower loads, was also tested but found to be limited by degraded diesel ignition at later timings. Reducing the pilot injection pressure improved combustion stability, as did increasing pilot quantity at the cost of lower substitution ratios. The lean operation further reduced load but increased NOx and hydrocarbon emissions. At loads below the practical dual-fuel limit, a transition to lean diesel operation will likely be required with corresponding implications for the aftertreatment system.

Lignocellulosic Bioethanol and Biobutanol as a Biocomponent for Diesel Fuel.

In this paper, the fuel properties of mixtures of diesel fuel and ethanol and diesel fuel and butanol in the ratio of 2.5% to 30% were investigated. The physicochemical properties of the blends such as the cetane number, cetane index, density, flash point, kinematic viscosity, lubricity, CFPP, and distillation characteristics were measured, and the effect on fuel properties was evaluated. These properties were compared with the current EN 590+A1 standard to evaluate the suitability of the blends for use in unmodified engines. The alcohols were found to be a suitable bio-component diesel fuel additive. For most physicochemical properties, butanol was found to have more suitable properties than ethanol when used in diesel engines. The results show that for some properties, a butanol–diesel fuel mixture can be mixed up to a ratio of 15%. Other properties would meet the standard by a suitable choice of base diesel.

Emulsifier Free Emulsion as Fuel in a Common Rail Turbocharged Diesel Electric Generator

In present study, performance and emissions of a 100 kVA common rail turbocharged diesel engine electric generator installed with an emulsifier free emulsion fuel supply system, known as Real-Time Non-Surfactant Emulsion Fuel Supply System (RTES) was investigated experimentally. This system uses a novel mixing system design upgraded from previous RTES design, with an omission of ultrasonic agitator component. In this system, water was injected into an emulsification device where water and diesel fuel were mixed and supplied to the engine as an emulsion fuel. It was found that water-in-diesel emulsions produced from this system increased the engine's Brake Thermal Efficiency (BTE) to a maximum point of 42.7%, a marked increase of 28.6% from the base diesel. Furthermore, Brake Specific Fuel Consumption (BSFC) was reduced as water percentage increases. Additionally, Nitrogen Oxides (NO x ) emissions and smoke opacity was also reduced. However, water-in-diesel emulsion emitted increased carbon monoxide (CO) in lower to middle loads before a reduction was observed in higher loads. Meanwhile, unburned hydrocarbons (UHC) emission was reduced as 14% to 22% water percentage was achieved. In short, emulsifier free emulsion fuel produced by RTES was able to improve thermal efficiency and reduce fuel consumption and harmful emissions.

Improvement of Diesel Fuel to Enhance Engine Performance and Emissions Using Zinc Oxide Nanoparticle Additive

The nanoparticles diesel additives played a major role in enhancing diesel performance by improve its efficiency and alter the emissions of CO, NOx and HC including several hazardous air pollutions. Zinc oxide nanoparticles (ZONP) is used in diesel engines which blended with diesel by using ultra sonicator and a mechanical homogenizer to achieve good dispersing. Five concentration of ZONP are studied in this study. To demonstrate and access the enhanced performance of the nano-diesel blend a comparison of fuel consumption, brake power and engine efficiency with base diesel are made. The addition of ZONP promote combustion by increasing engine performance and reducing the emissions. To evaluate the impact of ZONP on engine performance and environment, several experiments performed on the diesel engine at 1400 rpm which is kept constant throughout the experiment with different range of loads. The results show clearly that by adding the nanoparticles, namely ZONP into the diesel fuel has significant improvement of high the brake thermal efficiency (BTE) and low Brake Specific Fuel Consumption (BSFC) as compared to diesel. Also, the average reduction in CO is 33% for high ZONP concentrations and applied high loads while average increases in CO2 is 8%, and NOx is 33% and more for high ZONP concentrations and applied high loads compared to pure diesel. Furthermore, 100% eliminated HC is observed when compared to pure diesel at different loads.

A Parametric Study on a Diesel Engine Fuelled Using Waste Cooking Oil Blended with Al2O3 Nanoparticle—Performance, Emission, and Combustion Characteristics

As the environment is humiliated at a disturbing rate, most governments have persistent calls following global energy policies for the utilization of biofuels. This paper essentially examines the portrayal investigations of fatty acid methyl esters and fatty acid pentyl esters obtained from palm oil. The characterization studies such as gas chromatogram, mass spectrometry, and Fourier transformed infrared spectrometry have been performed to study biodiesel’s chemical composition. This article likewise shows biodiesel’s physiochemical properties and concentrates on biodiesel blends’ hypothetical combustion properties with Al2O3 nanoparticles. The spectroscopic investigations demonstrate the contiguity of eight methyl esters and five pentyl esters prevalently of palmitic acid, oleic acid, octanoic acid, and stearic acid. The esters’ nearness was additionally affirmed by the FTIR range, where the peaks in the scope of 1700 cm−1 to 1600 cm−1 can be observed. Looking at the thermophysical properties of the mixes with that of the base diesel fuel yielded the compromising results by giving the comparative density to that of the diesel fuel. The palm oil biodiesel’s calorific value is, by all accounts, diminished by 10% when contrasted with diesel fuel. The addition of the nanoparticles up to 1 g has raised the calorific value most closely to the diesel’s value. Correspondingly, the theoretical burning examinations have demonstrated the limit of biodiesel to go about as an option compared to consistent diesel in the conventional DI–CI engine. This article talks about the combustion attributes of the blend containing 60% diesel, 20% fatty acid methyl ester (FAME), and 20% fatty acid pentyl ester (FAPE) with aluminium oxide (Al2O3) nanoparticles at two distinctive concentrations. This article primarily concerns the inquiry of combustion criterion, such as in-chamber pressure variation, rate of heat release, start of combustion, end of combustion, and ignition delay for considered fuel blends when contrasted with neat diesel fuel in a four-stroke, direct-injection, single-cylinder diesel engine. The results showed a decrease in in-cylinder pressure at all loads of engine operation for biodiesel blends when compared with neat diesel, irrespective of the nanoparticle concentration. Biodiesel blends at all nanoparticle concentrations showed an increase in ignition delay compared with diesel fuels at all engine operation loads. The performance results show a slight deterioration in the engine’s thermal efficiency using biodiesel blends, irrespective of the nanoparticle concentration. Additionally, the emissions show a considerable fall in trends for all loads in contrast with diesel fuel.

The effects of increasing FAME biodiesel content on combustion characteristics and HC emissions in high-EGR low temperature combustion

An experimental study was performed on a single-cylinder high-speed direct-injection diesel research engine to determine the effects of increasing biodiesel content on the combustion characteristics and HC emissions during high-EGR low temperature combustion operation. Two test points, a moderately dilute low-load condition and a high-EGR medium-load condition, were examined at a constant speed of 1500 rpm with a fixed input fuel energy content and start of injection timing.The results show the two operating conditions to have very different sensitivities to the fuel’s biodiesel content and, as a result, to demonstrate contrasting behaviour with respect to the variation of HC emissions with blend composition. For the low load, medium dilution case, ignition delay, combustion phasing and combustion duration are essentially independent of biofuel content while HC emissions are reduced with respect to the base diesel. For the high-EGR, medium load condition, ignition delay is reduced and combustion phasing advances with increasing levels of biofuel content. HC emissions increase with increasing biofuel content. Crank-angle aligned HC measurements indicate the significance of the piston/wall crevice volume as an HC source in high-EGR LTC.