Ethanol Blends Research Articles

Assessment of particulate PAHs toxicity from alcohol-diesel blends fuelled high compression ratio CI engine

Transport and power generation applications will play an important role in current and next-generation compression ignition (CI) engines. Methanol, ethanol, and butanol have emerged as potential alternative fuels for internal combustion engines capable of reducing overall greenhouse gases (GHG) and pollutant emissions. This study deals with the morphological characterization of particulate matter (PM) and toxicity assessment of polycyclic aromatic hydrocarbons (PAHs) for methanol, ethanol and butanol blending with diesel, and provides new findings and results in the specific literature. It defines new limits of alcohol fractions in diesel blends for their applications in CI engines. For the experimental assessment, a single-cylinder CI engine was used with an increased compression ratio (CR) from 17.5 to 26. Alcohol fraction of 20% (v/v) in diesel reduced the PM emissions in the range of 29–38% than diesel. PM was further reduced, up to ∼50%, for higher ethanol and butanol fractions (∼50%), and the soot morphological characteristics exhibit smaller particle sizes (400–600 nm) than diesel (up to 2 μm). Moreover, 20% of alcohol fraction led to a 34–60% reduction in PAHs. The toxicity evaluation of the tested alcohol-diesel blend indicates that high molecular weight PAHs and nitro-PAHs are the main contributors to the overall toxicity. Benzo[a]pyrene and dibenzo-anthracene were the prominent PAHs. Increasing the alcohol blend ratio significantly reduced the toxicity potential, ranging from 20 to 67%.

Optimizing CI Engine Ethanol Fuel Induction Techniques Using the AHP-PROMETHEE II Hybrid Decision Model

Ethanol along with nanoparticles stands out as a promising alternative in the pursuit of environmentally sustainable fuel options, offering a potential solution to the dual challenge of curbing NOx and PM/soot emissions while optimizing engine performance in compliance with stringent pollution regulations for compression ignition (CI) engines. The research study aims to optimize ethanol fuel induction techniques for CI engines. It utilizes a hybrid decision-making approach that integrates the analytic hierarchy process- AHP- for problem structuring and the derivation of preference weights. Subsequently, the preference ranking organization method for enrichment evaluations-PROMETHEE II is applied to assess and rank the existing alternatives. The study entails a methodical assessment of diverse ethanol induction methods across varying engine load ranges, considering multiple criteria including engine performance, emissions, combustion behavior, and exhaust after-treatment efficiency. Hybrid AHP-PROMETHEE II model provides criteria weights and ranks ethanol induction techniques and fuel blends across low, medium, and high engine loads for decision-making. It ensures that the method chosen aligns with goals, such as reducing NOx and soot emissions, optimizing engine performance, enhancing combustion, and minimizing exhaust after-treatment costs for CI engines. According to the research findings, the hybrid AHP-PROMETHEE II model identifies the CI engine operating at medium load with ethanol blending (DE10) and without the use of nanoparticles as the preferred choice. Additionally, AHP-PROMETHEE II (AHP derived criteria weights) and PROMETHEE II (direct rating derived criteria weights) models, suggested DE10 with nanoparticle (DE10_NP) using blending technique at low load and combined blending-fumigation technique with nanoparticles at high load. However, at medium load, PROMETHEE II recommends DE10_NP, while AHP-PROMETHEE II recommends DE10 blending technique. To assess the performance and reliability of this model, the consistency ratio and Spearman's rank correlation coefficient indices were computed, yielding values of 0.05 and 0.59, respectively. Both indices fall below the predetermined threshold limits, indicating a high level of consistency of the model.

Combustion Velocity Constant of Gasoline-Metanol-(Ethanol) Blend Using the Single Droplet Combustion Method

Now days, the use of fossil fuels is still the most widely used energy source. This condition causes its availability to start depleting and it has an impact on worsening air quality. Biofuel can improve air problems when used as a substitute or mixture of fossil fuels. Methanol is a potential candidate because it is cheap and easy to produce. The problem of gasoline-methanol fuel blends has been solved by adding a certain amount of ethanol. But the combustion speed characteristics have not been disclosed which is one of the urgent properties of SI Engine fuel. This study aims to measure the combustion speed in a homogeneous gasoline-methanol - (ethanol) blend from previous studies. The method used in this study is the single droplet combustion method. From the test results, the speed of gasoline - methanol - (ethanol) blend burning is faster than pure gasoline, one of which is due to the micro-explosion phenomenon that accelerates the rate of combustion. The more methanol-(ethanol) blend causes the flame to become less and micro-explosion phenomena.

Effects of ethanol addition to diesel–biodiesel blends on the CI engine characteristics

This research work investigates the effects of adding ethanol to biodiesel–diesel blends on the performance and emissions of a single-cylinder, four-stroke, air-cooled compression-ignition engine. The engine was half-loaded within a speed range of 1000–2500 rpm. Four different fuel blends are considered: B0 (no biodiesel or ethanol), B10 (10% biodiesel), B10E2.5 (10% biodiesel with 2.5% ethanol), and B10E5 (10% biodiesel with 5% ethanol). The findings show that adding biodiesel slightly affects the engine power at low and medium speeds but increases power by approximately 6% at high speeds. Ethanol addition has a more significant impact, with an increase in engine power of 16% at 1700 rpm and 13% at 2500 rpm for 2.5% and 5% ethanol blends, respectively. All blends show an increase in brake mean effective pressure (BMEP) compared to B0, with the maximum enhancement observed in B10 with an average increase of 13% across all speeds. Specific fuel consumption is reduced with both biodiesel and ethanol addition, with a slight advantage for biodiesel, particularly at low and medium speeds. Thermal efficiency shows a reverse behaviour, with a small negative impact of ethanol addition. Biodiesel addition significantly increases carbon monoxide (CO) emissions, reaching an average of 190% across all speeds. However, adding ethanol helps mitigate this increase, especially at low and medium speeds, with an average decrease of 32% for a 2.5% ethanol blend compared to B0. Carbon dioxide (CO2) and nitrogen oxides (NOx) emissions are reduced with biodiesel addition and further reduced with ethanol addition. Overall, CO2 and NOx emissions are reduced with both biodiesel and ethanol addition.

Ethanol Fuel Blending Program in India: Analysis of Environmental, Economic, and Policy Aspects Using System Dynamics Approach

India initiated its ethanol fuel blending program (EBP) two decades ago to enhance energy security, reduce crude imports, and promote low‐carbon transportation. However, despite government initiatives and policies, the EBP has made slower progress than anticipated. For the long‐term adoption and success of the EBP, the following critical areas must be analyzed: integrated ethanol production from multiple feedstocks, demand and linkage to industries requiring ethanol, impact on the environment and revenue prospects, and evaluation of the policy measures adopted. This study addresses these topics by analyzing the interaction between various industries (demand) and ethanol production from multiple sources (supply) using system dynamics modeling. Simulation and scenario analysis have been used to evaluate the environmental and economic performance of ethanol blends under the influence of various policy parameters. The findings indicate that, contrary to the conventional belief, the production of ethanol directly from sugarcane juice does not significantly threaten food security. Higher blending ratios yield enhanced environmental benefits and revenues in the short term, but these are outweighed by the long‐term benefits of lower blending ratios. The findings also indicate that encouraging second‐generation ethanol production from rice stalks and increasing the blending ratios will reduce CO2 emissions. However, the goals set for blending cannot be achieved until measures to diversify feedstocks and improve the infrastructure for ethanol production are scaled up.

Utilizing an integrated AHP-COPRAS approach for battery selection in electric vehicles

Internal combustion engine vehicles provide better performance and longer-range using fossil fuels such as gasoline and diesel. However, fossil fuels are non-renewable and cause environmental pollution, alternative fuels such as blends of ethanol and biodiesel, hydrogen etc have been sought for these vehicles. On the other hand, some researchers prefer to design alternative vehicles such as hybrid and electrical vehicles, instead of changing the fuel type. Among the studied topics for alternative vehicles, the battery is one of the most important components, especially in electrical vehicles. Batteries are diversified with different criteria such as battery life, nominal voltage, energy density, volumetric energy density, specific power, operating temperature, and production cost. In this study, the expert perspective was utilized when selecting the battery type to be employed for the energy source through utilizing the Integrated Analytical Hierarchy Process (AHP) - Complex Proportional Assessment (COPRAS), a multi-criteria decision-making approach. Various batteries such as Lead-acid (Pb-acid), Nickel-cadmium (Ni-Cd), Ni-MH, Sodium Nickel Chloride (Zero Emission Battery Research Activity-ZEBRA), Lithium –Ion (Li-Ion) Battery were evaluated in terms of different criterion. Among the alternatives the Li-ion battery type is chosen as the best option and the Ni-Cd battery is the least chosen alternative.

Influence of high compression ratio on the performance of ethanol-gasoline fuelled lean burn spark ignition engine at part throttle condition

As a viable solution to meet rising energy costs and reduce greenhouse gases, alcohol fuels are considered the most promising renewable fuel and ethanol is a potential fuel for spark ignition engines. In the present study, experiments were conducted on a spark ignition engine modified from a diesel engine that uses an ethanol-gasoline mixture as fuel under lean operating conditions. The engine was operated at 1500 rpm at a high compression ratio of 10.5:1. The different proportions of ethanol namely 5 %, 10 %, 20 %, and 30 % with gasoline, were studied and compared. The throttle was set to 25 % to operate the engine at various equivalence ratios to study the performance and emissions. Experimental outcomes reveal that 10 % ethanol with gasoline enhances the brake thermal efficiency and brake power by 7 % and 4.5 % respectively, due to an enhanced compression ratio. Further, the gasoline lean limit is also extended from 0.74 to 0.70 equivalence ratios. In addition, ethanol blending with gasoline enhances the combustion characteristics and heat release rates. The influence of ethanol greatly decreases cycle-by-cycle variations and hydrocarbon emissions. Adopting a high compression ratio and lean-burn operation can effectively improve performance and decrease emissions in an ethanol-gasoline-fuelled spark ignition engine.

Impact of Ethanol Blending Ratios on the Unregulated Emissions Issued from the Combustion of Diesel–Biodiesel–Ethanol Mixtures

Impact of Ethanol Blending Ratios on the Unregulated Emissions Issued from the Combustion of Diesel–Biodiesel–Ethanol Mixtures

Comparing Price Transmissions between a High Blend Ethanol Fuel and a Conventional Fuel: An Application of Seemingly Unrelated Regressions

This study compares how crude oil and ethanol price changes are passed through to the wholesale prices of a conventional fuel (E10), which contains 10% ethanol, and a high-blend ethanol fuel (E85), which contains 51% to 83% ethanol. Daily observations from October 2017 to June 2019 were obtained from a large market in the United States that provided wholesale fuel prices and ethanol prices. The Error Correction Model (ECM) was applied to each fuel specification using Seemingly Unrelated Regressions (SURs) in order to improve the efficiency of the estimates. Comparable to prior research, the long-run pass-through coefficient for E10 with respect to crude oil was 1.13. In contrast, the E85 long-run pass-through coefficient with respect to crude oil was 0.74. Estimates for the short-run analysis indicated asymmetry in the transmission of crude oil price changes to E10, with crude price increases passing through at greater rates compared to crude price decreases. Symmetry was found in the transmission of ethanol price changes to E85, indicating the same response to rising and falling ethanol costs. Despite the differences in ethanol requirements, the relative prices of crude oil and ethanol are still important for both fuels.

Granulate Ambrosia Beetle <i>Xylosandrus crassiusculus</i> (Motschulsky) (Coleoptera: Curculionidae: Scolytinae: Xyleborini) Bores into the Fuel Pipe of Petrol Vehicles

The granulate ambrosia beetle Xylosandrus crassiusculus (Motschulsky) has been reported to bore into the fuel pipe of petrol vehicles, leading to petrol leakage and fire accidents. Blending of ethanol in petrol due to the National Policy on Biofuels is implicated in X. crassiusculus getting attracted to the fuel pipe of petrol vehicles leading to burning of vehicles and loss of life.

Blending Carbon Intensity for Ethanol in Gasoline

<div>Greenhouse gas emissions reduction from the light-duty transportation fleet is urgent and should address both electric and conventional powertrain technologies. Internal combustion engines will continue to be employed for vehicle propulsion and fleet turnover is slow, encouraging reduction of carbon content in gasoline. Currently ethanol, a renewable fuel, is blended at the 10% level into petroleum to produce finished market gasoline. Ethanol enables a less carbon-intensive petroleum blendstock composition, providing for additional reduction, but this is often overlooked in studies. Carbon intensity, as a ratio of CO<sub>2</sub> mass to heat released upon combustion, is a measure of well-to-wheels greenhouse gas production. The well-to-wheels carbon intensity of ethanol does not include its chemical carbon content because it arises from a renewable source, but does consider all upstream farming, production, and transportation carbon impacts. The well-to-wheels carbon intensity of the petroleum fraction includes the chemically bound carbon, as well as production and transportation impact. Carbon intensity modeling results for ethanol vary widely, primarily due to differences in land-use change assessment. The GREET model has gained wide acceptance and provides a present-day carbon intensity for pure ethanol that is 43% lower than for petroleum gasoline. Ethanol exhibits a high blending octane number so that the petroleum component has a lower octane rating than required for purely petroleum gasoline. Fuel trends and modeling suggest that a 10% (by volume) ethanol addition enables a 9% reduction of aromatics, which have a high carbon intensity. If the carbon reduction benefits of the aromatic reduction are assigned to the agency of the ethanol, the blending carbon intensity of ethanol is 56% lower than for petroleum gasoline. Increase in ethanol blending therefore offers substantial immediate climate change reduction.</div>

Reduced Carbon Intensity of Ethanol Blend Gasoline

<div>Tank-to-wheels (TTW) CO<sub>2</sub> reduction for ethanol blends is determined from either gasoline composition or vehicle exhaust measurements. Fuels are characterized using a carbon intensity (CI), which is the ratio of carbon (as CO<sub>2</sub> mass) in the fuel to the net heating value. Our objective is to assess changes in CI of market gasoline with varying ethanol content that can be used to appreciate change in vehicle tailpipe greenhouse gases (GHG) in response to policy controlling the ethanol level in market fuels. Ethanol has both a reduced carbon content and a reduced net (lower) heating value relative to petroleum species, with a CI slightly lower than that of typical petroleum gasoline. However, ethanol blending offers additional CI reduction because it enables a reduction of aromatics in the petroleum blendstock for oxygenate blending (BOB) while maintaining octane rating of the blend. Aromatics have a CI about 20% higher than paraffins. The primary refinery option for aromatic reduction is through lower severity or throughput for the gasoline reformer, which ultimately reduces CI in the BOB and the finished blend. Expected gasoline market blends were projected by developing a model that addressed US refining and blending in response to octane requirements. A TTW blending CI, or BCI, for ethanol is proposed to describe the total CI reduction in the finished blend enabled by the ethanol. The ethanol BCI was found to average at 59 gCO<sub>2</sub>/MJ for E10, E15, and E20 (10%, 15%, and 20% ethanol by volume) market fuels in this study. This is substantially below the ethanol chemical CI of 71.0 gCO<sub>2</sub>/MJ and petroleum CI of 73.5 g CO<sub>2</sub>/MJ due to the enabling of aromatic reduction. E10 in comparison to E0 (purely petroleum) is estimated to offer a national US tailpipe CO<sub>2</sub> reduction of 16.6 billion kg annually.</div>

Exergoeconomic and exergoenvironmental analyses of a potential marine engine powered by eco-friendly fuel blends with hydrogen

Maritime vessels have increased in size to facilitate the transportation of more goods and fuels between continents, but these huge ships rely on diesel engines and consume more fossil fuels that negatively affect the environment. A potential strategy is to replace traditional fuels with clean and green choices and upgrade engine performance. This research paper introduces a newly developed hybrid integrated marine engine involving a gas turbine, a solid oxide fuel cell, and two organic Rankine cycles. This potential engine is then analyzed using exergy, exergoeconomic, and exergoenvironmental analyses and assessments. It is found that the engine combination can produce 15.8 MW, which is increased by 50% compared to a traditional marine engine, and the engine performance reaches 38% energetic efficiency and 47% exergetic efficiency. Also, the exergetic efficiency based on the fuel and product principle is 54 %. This engine has a 243 $/h levelized cost rate and a 132 mPt/h environmental rate. Finally, the average overall specific product exergetic cost and specifc product-based environmental impact are obtained to be 60 $/GJ and 20 mPt/MJ, respectively. By comparing five potential fuel blends (namely MF1 with 25% hydrogen and 75% methane, MF2: 25% hydrogen and 75% methanol, MF3: 40% hydrogen and 60 % ethanol, MF4: 40% hydrogen and 60% DME, and MF5: 40% hydrogen, 15% methanol, 15% methane, 15% DME and 15% ethanol), the blend of methane and hydrogen with marine fuel (MF1) is found to be the most economical with the lowest environmental impact while the second option is the ethanol and hydrogen blend (e.g., MF3).

Forecasting of Engine Performance for Gasoline-Ethanol Blends using Machine Learning

The incorporation of alternative fuels in the automotive domain has brought a new paradigm to tackle the environmental and energy crises. Therefore, it is of interest to test and forecast engine performance with blended fuels. This paper presents an experimental study on gasoline-ethanol blends to test and forecast engine behavior due to changes in the fuel. This study employed a machine learning (ML) technique called TOPSIS to forecast the performance of a slightly higher blend fuelled engine based on experimental data obtained from the same engine running on 0% ethanol blend (E0) and E10 fuels under full load conditions. The engine performance predictions of this ML model were validated for 15% ethanol blend (E15) and further used to predict the engine performance of 20% ethanol blend fuel. The prediction R2 score for the ML model was found to be greater than 0.95 and the MAPE range was 1% to 5% for all observed engine performance attributes. Thus, this paper presents the potential of TOPSIS methodology-based ML predictions on blended fuel engine performance to shorten the testing efforts of blended fuel engines. This methodology may help to faster incorporate higher blended fuels in the automotive sector.

Performance Analysis of Gasoline Engine with Different Ethanol Blends

Performance Analysis of Gasoline Engine with Different Ethanol Blends

Comparison of ethanol-, isobutanol-, and 2-methyl-3-buten-2-ol–gasoline sprays from a gasoline direct injector

Sprays of alcohol–gasoline fuel blends from a direct-injector were visualized with a high-speed camera utilizing a diffuse back-illuminated imaging technique. Blends of ethanol, isobutanol (2-methyl-1-propanol), and methylbutenol (2-methyl-3-buten-2-ol) with gasoline were injected into an environment representative of engine conditions. Ethanol was blended at 10, 20, and 30% by volume (E10, E20, and E30). Isobutanol and methylbutenol blends were matched to the ethanol blends on an oxygen weight percent basis resulting in blends of 16, 32, and 49% and 18, 37, and 56% by volume for isobutanol and methylbutenol, respectively. Changes in spray behavior were largely driven by changes in vapor pressure. Low-level blends of isobutanol and methylbutenol behaved nearly identically to the neat base gasoline due to their similar vapor pressures. Higher blends of isobutanol and 2-methyl-3-buten-2-ol reduced flash-boiling while ethanol blends increased it. The ambient-to-saturation pressure ratio was found to be sufficient to describe the flash-boiling transitions for all of the fuels. Measurements of spray width were found to become more dependent on ambient density with downstream distance. It was found that blending isobutanol or 2-methyl-3-buten-2-ol into gasoline in lieu of ethanol can result in significant changes to spray behavior depending on the blend level.

Emission Characterization of Petrol, Ethanol and Spent Engine Oil Blends for Two-Stroke Spark Ignition Engine

Exhaust emission has remained a big global concern in atmospheric change, and has thus, lead to stiffer polices on emission. To achieve the set emission targets different fuel mix and combustion process are continuously been investigated. This work is used to practically model the condition of a two-stroke engine that has run over time whose used lubricating oil finds its way from the sump to the combustion chamber and thus resulting to greater rate of incomplete combustion and higher emission. An exhaust analyser with a deep probe was deployed to access the out-going burnt gasses from a two-stroke spark ignition engine that is fed with multi blends of petrol, ethanol and spent engine oil. The characteristics of the emission constituents were investigated and compared to the global limits set by different organizations such as California Air Resources Board, Environmental Protection Agency in USA, International Council on Clean Transportation, Road Transport Bureau- in Japan, and European Emission Standard Agency, among others. The result shows an increase in , and emissions with samples that contain spent oil as against those with new engine oil which is also more effective. It was also found that samples with higher quantity of ethanol show lower emission of , and gases. This is likely due to interstation of ethanol molecules with that of the spent oil, thus making it more potent for further combustion. This was also supported with the fact that emission was higher in blends with higher quantity of ethanol. Thus, the presence of ethanol in fuel blend used in two-stroke spark ignition engine may be considered to be a source of improvement in combustion and hence a means of reducing emission in two-stroke port operated spark ignition engines.

Ethanol Blend Effects on The Spray Properties of a Biodiesel Fuel by Ambient Pressure Variation

Diesel engine spray nozzles are crucial to pollutant generation and engine efficiency. Nozzle performance can be enhanced by adjusting the nozzle's internals. A successful demonstration of the nozzle would be one in which the spray's outcome was uniformly dispersed throughout a wide area, with the grains scattered similarly. The purpose of this research was to examine how a diesel-ethanol characteristic under normal atmospheric pressure (spray tip penetration, the velocity of spray, and spray angle) and, in general, to assess the performance of biodiesel fuel on diesel engines, a substantial amount of biodiesel and operational expenses for the engine are necessary. It was an experimental approach to the study. The research involved recording spray fuel at the nozzle. Using a 480 fps high-speed camera, we tested BD20, BD20E5, and BD20E10 fuel at three different ambient pressures (1 bar, 2 bar, and 3 bar). The injection pressure was 15 MPa, and the fuel temperature was 28.2 degrees Celsius. Spray tip penetration and spray velocity decreased and spray angle increased after ethanol was added to the mixture, consistent with the studies' findings. Lowered spray tip penetration, slower spray speeds, and a complete spray angle result from the increased ambient pressure.

Knock-limited combustion of ethanol-, isobutanol-, and 2-methyl-3-buten-2-ol-gasoline blends in a direct-injected spark-ignition engine

Knock-limited combustion of alcohol-gasoline fuel blends was studied in a direct-injection spark-ignition engine. Ethanol, isobutanol (2-methyl-1-propanol), and methylbutenol (2-methyl-3-buten-2-ol) were splash-blended with a blendstock for oxygenate blending (BOB) gasoline. Ethanol was blended in fractions of 10%, 20%, and 30% by volume (E10, E20, and E30). Isobutanol and methylbutenol were blended to match the oxygen weight percentage of the ethanol blends, resulting in blends of 16%, 32%, and 49% (I16, I32, and I49) isobutanol by volume and 18%, 37%, and 56% (M18, M37, and M56) methylbutenol by volume. Neat BOB and gasoline primary reference fuels (PRF) with octane numbers (ON) of 87 (PRF87) and 100 (PRF100) were included for reference. The engine was operated at fixed speed, equivalence ratio, and injection timing while knock-limited spark advance was located across a range of intake pressures. Low-level alcohol blends E10 and M18 had similar knocking behavior and appeared to be slightly more knock-resistant than I16. For mid-level blends, E20 showed further improvement over I32 while M37 showed noticeably better knock resistance, able to match the knock-resistance of PRF100 for loads above 1000 kPa gross indicated mean effective pressure (GIMEP). For high-level blends, the difference between E30 and I49 was similar to their mid-level counterparts. However, M56 showed significant improvement over E30 and I49 throughout the entire range of loads tested. M56 exceeded the knock-resistance of PRF100 for loads above 700 kPa GIMEP. The improved knock-resistance combined with the increased volumetric energy density of methylbutenol resulted in improved fuel consumption and indicated efficiency. The overall results of this study indicate that the order of knock-resistance of these three alcohols, for direct-injection operation with injection during the intake stroke, is isobutanol < ethanol < methylbutenol when compared on an equal oxygen weight basis.

A comprehensive assessment of a new hybrid combined marine engine using alternative fuel blends

Large cargo that cannot be moved worldwide by air or rail transportation is typically conveyed via marine transportation, which relies on fossil fuels and contributes to global emissions. However, a more cost-effective solution is to utilize eco-friendly fuels to reduce carbon emissions. The design of a new hybridized powering system using environmentally friendly hydrogen-based fuel blends is investigated. This paper presents a new hybrid combined marine engine, which involves an internal combustion engine paired with a hybrid solid oxide fuel cell and gas turbine. The exergy, exergoeconomic, and exergoenvironmental analyses are conducted on this proposed engine. It is found that the average net power is about 27 MW with an increase of 30% and the energy and exergy efficiencies are 31% and 41%, respectively. In addition, the average exergetic efficiency based on fuel and product principle is 60%. This new marine engine has 228 $/h Levelized cost rate and 1109 mPt/h environmental rate. Finally, the average overall specific product exergy cost and environment are 64 $/GJ and 22 mPt/MJ, respectively. Also, carbon emissions are significantly reduced by 35%–61%, depending on the fuel blend. Comparing five fuel blends, the methane and hydrogen fuel blend is the most economical and has the least impact on the environment, and the second option is the ethanol blend.