Brake Specific Fuel Consumption Research Articles

Exploring the multifarious blend ratios of waste fried edible oil biodiesel/diesel/low carbon methanol in an automotive engine: An approach towards fuel characterization, experimental, and multicriteria decision making method

AbstractA low‐cost, high‐performance alternative fuel to traditional fossil fuels is required due to rising energy demand, fossil fuel depletion, and rising prices. In this case, one of the green fuels could be synthesized using transesterification from waste‐fried edible oil (WFEO). The current study deals with neat diesel (D100) and waste‐fried edible oil biodiesel (B100) as the baseline fuels. By volume, a binary blend of 50% diesel and 50% WFEO biodiesel was prepared. The biodiesel/methanol/diesel mixture was considered a ternary blend under two different ternary ratios, such as B40M10D50 and B30M20D50, respectively. The fuel characterization and the rheological study were performed for all the fuel blends as per the ASTM standards. According to engine experimental results, the B30M20D50 blend has 25.42% higher brake thermal efficiency (BTE) than B100 but 3.4% lower than D100 at full load due to the higher methanol percentage. When compared with D100, adding 20% methanol to the ternary blend reduced brake‐specific fuel consumption (BSFC) by 33.34%. Both ternary blends increased NOx emissions by 27.38% and 22.97% compared to D100 but decreased them by 14.23% and 18.68% compared to B100. Both ternary blends produced 0.4 and 0.36 kg/kWh at lower loads, while the D100 and B100 produced 0.46 and 0.42 kg/kWh. Finally, the entropy‐weighted technique for order preference by similarity to the ideal solution (TOPSIS) multi‐criteria decision‐making method was used to determine the best blend for engine performance and emissions. The entropy‐weighted TOPSIS technique likewise found that a B30M20D50 ternary blend with 75% loading had the lowest emissions and best performance.

Investigation of performance and emission characteristics using ethanol-blended gasoline fuel as a flex-fuel in two-wheeler vehicle mounted on a chassis dynamometer

Abstract This study investigated the performance and emissions of flex fuels in a 110-cc BS6-compliant fuel-injected two-wheeler without ethanol adaptation adjustments. The tests were carried out under controlled conditions on a chassis dynamometer at 1000, 2000 and 3000 r.p.m. using ethanol blends from 10% ethanol (E10) to 85% ethanol (E85). Parameters examined included brake power (BP) output, brake-specific fuel consumption (BSFC), peak in-cylinder pressure and exhaust temperature. Emissions, including carbon monoxide (CO), hydrocarbons (HC), nitrogen oxide (NOx) and unregulated emissions, were also assessed. As the percentages of the ethanol blend increased from E10 to E85, there was a noticeable improvement in power output. At 1000 r.p.m., the BP ranged from 2.4 to 4.6 kW for different blends. The BSFC and the peak in-cylinder pressure followed a similar pattern, indicating enhanced performance and fuel efficiency with higher ethanol concentrations. Interestingly, using E85 at 1000 r.p.m. resulted in a significant 41.08% reduction in exhaust temperature compared with E10, although this difference decreased with higher blend percentages. Furthermore, replacing E10 with E85 at 1000 r.p.m. reduced CO and HC emissions by 9.17% and 38.34%, respectively. In contrast, NOx emissions increased at all r.p.m. levels with higher-ethanol blends, peaking at a 415 parts per million increase at 3000 r.p.m. However, unregulated emissions decreased significantly with increased r.p.m. and ethanol content. In summary, the use of flex-fuel blends in a two-wheeler resulted in a modest increase in BP output, improved fuel efficiency and lower CO and HC emissions. These findings are vital for optimizing ethanol blend utilization in two-wheeler engines under low-load conditions, considering both performance and environmental aspects.

Investigation of nanoparticle (Fe3O4) addition to 3rd generation biodiesel (spirulina microalgae)/diesel mixture as an innovative fuel according to different engine variables: An RSM optimization

In order to reduce dangerous air pollution and lessen the hazards associated with climate change, biofuels made from vegetable biomass can be utilized as fuel in diesel engines. However, feedstocks and the crop space needed for their cultivation are unavoidable barriers that hinder its adoption and result in a shortage of farmland for increasing food profits. Nevertheless, microalgae are the most reliable and competent biodiesel supply because they are not edible and do not require cropland. Additionally, the addition of nanoparticles has become popular to improve the negative aspects of biodiesel. Based on these, in this study, multi-purpose optimization research was conducted on the addition of iron oxide (Fe3O4) nanoparticles in three different amounts (25, 50, and 75 ppm) to 20 % synthesized spirulina microalgae biodiesel (SSMB)/80 % diesel mixtures. Tests were conducted at three different compression ratios (14.5:1, 15.5:1, and 16.5:1) (CoR) and four different engine loads (25 %, 50 %, 75 %, and 100 %). The response surface methodology (RSM) optimization process was performed with the test results. According to RSM, a desirability coefficient of 0.8299, 15.80:1 CoR, 68 ppm AoN, and 45 % LoE were the ideal conditions. The optimum responses under these circumstances were 421.9653 g/kWh, 19.4014 %, 0.0939 %, 4.0785 %, 73.1716 ppm and 253.0620 ppm for brake-specific fuel consumption (BSFC), brake-thermal efficiency (BTHE), carbon monoxide (CO), carbon dioxide (CO2), hydrocarbon (HC), and nitrogen oxide (NOx), respectively. RSM could be used successfully because the error rates (maximum 6.5 %) when comparing the test results with the RSM optimization outcomes were within reasonable bounds.

Effect of exhaust gas recirculation on the performance and emission characteristics of diesel engine with hydrogen fuel and nano additives

One of the most popular techniques for reducing emissions, in particular nitrogen oxide (NOX), carbon monoxide (CO), carbon dioxide (CO2), and particulate matter (PM), is exhaust gas recirculation (EGR). In an EGR system, the intake manifold is used to re-introduce some of the exhaust gases into the combustion chamber. Diesel engine performance could be enhanced by employing the right number of nano additives. Nano additions aid in increasing efficiency when using hydro fuel. The following systems are impacted by the use of EGR: brake specific fuel consumption (BSFC), diesel engine combustion characteristics, brake thermal efficiency (BTE), engine speed, CO2 and HC emissions, turbocharged diesel engine performance characteristics, fuels, temperature, and on EGR.

A comparative investigation of the operating performance and emission characteristics of various diesel engines driving the firefighting pump

The investigation of engines with different performances driving the same load-consuming device is necessary for practical applications. In this paper, three diesel engines with varying capacities for driving the same firefighting pump for high-rise residential buildings were studied and compared for their performance, combustion parameters, and emissions by the simulation method. The AVL BOOST software is utilized to establish theoretical combustion models for these engines. The operating balance point of each engine is determined, and the appropriate transmission ratio of the drive train system is proposed to be applied. The results show that the working partial load modes of Model 1 at 91 % engine load and 2970 rpm, Model 2 at 74 % engine load and 2960 rpm, and Model 3 at 57 % engine load and 2490 rpm. The engine works in its higher load mode, producing higher brake specific fuel consumption (BSFC), higher NOx and CO emissions, lower soot formation, and vice versa. The engine operates at its lower load, resulting in decreased BSFC, less NOx and CO emissions, and more soot generation. The results suggest that Model 2 in the present work is the option that can balance the factors of engine power, initial investment cost, fuel consumption economics, and emissions. The findings obtained from this work are the scientific foundations to support the design of the firefighting pump systems when considering comprehensive factors of technical technology, investment cost, and environmental consideration.

Study on the engine characteristics (CI) of using pumpkin-maize-blended biodiesel mixed with additive (diethyl ether)

This paper focused on the engine characteristics of a diesel engine fuelled using ternary blends. Initially, pumpkin and maize biodiesel were mixed in a volume ratio of 50:50. With a constant 0.5% diethyl ether (DEE) content, the binary combination of pumpkin and maize biodiesel was mixed with diesel at proportions of 10:90, 20:80, 30:70, 40:60, and 50:50 by volume. The prepared ternary mixtures were evaluated at varying engine loads to improve engine performance. Compared to diesel, the tested ternary blends had a reduced brake thermal efficiency (BTE). However, up to a 30% blending ratio, the BTE demonstrated by ternary blends was within the range of less than 0.5% concerning diesel fuel. The ternary blends' BSFC declined as the binary biodiesel mix increased. Diesel has a brake specific fuel consumption (BSFC) of 1.4%, 2.2%, and 3.4% lower than the ternary blends of 10%, 20%, and 30%. The decrease in the heat release rate of the ternary mixes meant that emitted less CO and NOx than diesel. In contrast, ternary blends exhibited an increasing trend in smoke and HC emissions because of the rise in incomplete combustion that occurs as biodiesel content rises. Therefore, with appropriate engine modifications, the pumpkin and maize binary biodiesel blend can replace diesel by up to 30%. KEY WORDS: Biodiesels, Binary blend, DEE, Ternary blend, Efficiency Bull. Chem. Soc. Ethiop. 2024, 38(4), 1145-1161. DOI: https://dx.doi.org/10.4314/bcse.v38i4.26

A Review on Investigation of Petrol and Ethanol Blend as fuel on Performance of Spark Ignition Engine

Abstract: Finding substitute fuels has been more popular in recent years as a response to escalating pollution levels and fuel shortages. The goal of this research is to find the ideal gasoline to ethanol ratio that will maximize engine performance and reduce emissions in spark ignition engines. In order to analyse the performance of different blending ratios, the research looks at metrics such carbon monoxide (CO) emissions, brake power (BP), brake specific fuel consumption (BSFC), and brake thermal efficiency (BTE). Blends of gasoline and ethanol with a 15% ethanol content greatly increase engine thermal efficiency at higher engine speeds. E12 mixes of gasoline and ethanol boost engine braking power while lowering CO emissions and breakspecific fuel usage. Blends of gasoline with ten to fifteen percent ethanol present a possible substitute.

Experimental investigation on the effect of diesel-ethanol blends for a constant-speed diesel engine

ABSTRACT Keeping the need for energy security and the world’s transition to a thriving low-carbon economy in mind, the research, on the feasibility of diesel ethanol blends, has gained momentum. The present work is related to comparing the performance and emission characteristics of pure diesel [D100] with 4 diesel-ethanol blends [D90E10, D85E15, D80E20 and D75E25]. The single-cylinder 4-stroke un-modified diesel engine running at constant 1500 rpm was used for experimentation which ran at different loads. Experimental results showed that with the addition of ethanol in blends, the brake thermal efficiency (BTE) and exhaust gas temperature (EGT) reduced while brake-specific fuel consumption (BSFC) increased. The addition of ethanol shortened the combustion duration. Hence, D75E25 showed a rapid rise in combustion pressure and heat release rate (HRR). As the concentration of ethanol increases in blends, the oxide of nitrogen (NOx) is reduced and carbon monoxide and hydrocarbon (HC) are increased. Thus, D75E5 was good blend producing less NOx with the penalty of fuel consumption on an unmodified diesel engine. In the long run, the effect of blends on the engine should be checked to make ethanol a feasible fuel for diesel engines. Abbreviations: CA: Crank Angle; ATDC: After Top Dead Centre; BMEP: Brake Mean Effective Pressure; BSFC: Brake Specific Fuel Consumption; BTE: Brake Thermal Efficiency; BTDC: Before Top Dead Centre; CO: Carbon Monoxide; COV: Coefficient of Variation; D100: 100% Diesel + 0% Ethanol, Pure petroleum diesel; D90E10: 90% Diesel + 10% Ethanol; D85E15: 85% Diesel + 15% Ethanol; D80E20: 80% Diesel + 20% Ethanol; D75E25: 75% Diesel + 25% Ethanol; HC: Hydrocarbon; IMEP: Indicated Mean Effective Pressure; LHV: Lower Heating Value; NOx: Nitric Oxide.

The Impact of Utilizing Waste Sunflower Oil as a Biodiesel Blend on Four-Stroke Engine Performance and Emissions

The blending of biodiesel with petroleum diesel attracts much attention due to its high potential in reducing emissions. In this work, waste sunflower oil was converted to biodiesel by the trans-esterification method, and it was blended with petroleum diesel in three ratios (10, 30, and 50%). The impact of using these blended fuels in a four-stroke engine on engine performance and exhaust emissions at three engine loads (2, 4, and 6 N.m) was investigated and compared with the use of petroleum diesel and biodiesel. The engine performance was evaluated by determining the brake-specific fuel consumption (BSFC), engine effective power (Ne), brake-specific energy consumption (BSEC), brake thermal efficiency (BTE), and noise intensity. The evaluation of emissions from the engine exhaust was carried out by measuring the levels of carbon oxides (CO and CO2), hydrocarbons (HC), nitrogen oxides (NO and NO2), and particulate matter (PM). The results show that blending diesel with up to 30% biodiesel can reduce CO, HC, and PM emissions by 29.6 ± 1%, 26.0 ± 4%, and 31.0 ± 3%, respectively. However, this decrease is associated with increasing CO2 and NOx emissions by 18.5 ± 2.5% and 29.0 ± 6%, respectively. In addition, the engine showed acceptable performance when using up to 30% biodiesel, where the increase in fuel consumption was limited to 5.8 ± 0.3%. In addition, the engine’s effective power increased with the blending ratio of 10% by 2.0 ± 0.6%, but then decreased with the blending ratio of 30% by only 2.0 ± 0.6%. The noise intensity was also decreased by 2.4%, while BSEC and BTE were reduced by only 2.9 ± 0.9% and 3.5 ± 1%, respectively. The results of this work provide deep insights regarding the utilization of waste sunflower oil as biodiesel to be blended with petroleum diesel, which is a considerable novel approach in the energy and environmental sectors.

Screening nano additives for favorable NOx/smoke emissions trade-off in a CRDI diesel engine fueled by industry leather waste fat biodiesel blend

The depletion of petroleum reserves and increasing environmental concerns prompted significant research into alternative fuels. This work, biodiesel, is extracted from the byproduct of industrial leather waste fat to generate beneficial energy.The main objective of this study is to enhance common rail direct injection (CRDI) diesel engine outcome characteristics by substituting industrial leather waste fat biodiesel (ILWFB) with the mixing of aluminium nitrate (Al (NO3)3) nanoparticles and graphene oxide nanoplates (GONPS) in the proportion of 50 ppm (parts per million) as catalysts to enhance ignition process. This research found that with the mixing of Al (NO3)3 nanoparticles and GONPS 50 ppm into the ILWFB blend, the in-cylinder pressure increased by 0.463% and 1.5%, and the heat release rate (HRR) improved by 4.19% and 12.04% than diesel and ILWFB blend at maximum load circumstances. Brake thermal efficiency (BTE) increased by 3.1% and 5.27%, and brake specific fuel consumption (BSFC) decreased by 3.57% and 7.14% in D50ILWFB50+Al (NO3)3 50 ppm blend and D50ILWFB50+GONPS 50 ppm blend related to diesel fuel. The carbon monoxide (CO), hydrocarbon (HC), and smoke emissions were reduced by 26.84%, 13.11%, and 5.75% in D50ILWFB50+Al (NO3)3 50 ppm blend and 38.94%, 21.31%, and 9.12% decreased in D50ILWFB50+GONPS 50 ppm blend than diesel fuel. Oxides of nitrogen (NOx) emissions marginally increased by 3.66%, 5.42%, and 8.94% in ILWFB blend, D50ILWFB50+Al (NO3)3, and D50ILWFB50+GONPSrelated to pure diesel at peak load conditions. This work concluded that the nano additives effectively enhanced BTE and decreased BSFC, CO, HC, and smoke emissions in diesel engine applications.

Investigation of the performance and emissions of a diesel engine fuelled with bio-oil generated through microwave-assisted pyrolysis of a blend of hazelnut, walnut, and polyethylene terephthalate waste

New and renewable energy sources are the most important issue nowadays. Bio-oil which can replace fossil fuel is an alternative source of energy. In this study, the performance effects and emissions of bio-oil produced by microwave-assisted pyrolysis system (MAP) from the walnut shell (WS), hazelnut shell (HS), and polyethylene terephthalate (PET) waste mixtures on a single-cylinder diesel engine were investigated. For this purpose, WS, HS, and PET wastes were mixed in two different proportions and converted into pyrolytic oil in the MAP system at 700 watts of microwave power and a 30-minute retention time. Produced pyrolytic oils were converted into bio-oil as S1 (46.25% WS + 46.25% HS + 2.5% PET) and S2 (43.75% WS + 43.75% HS + 7.5% PET) through a 3-stage basic upgrading steps. Experimental results showed that MAP of mixed WS, HS, and PET resulted in high hydrocarbon content bio-oil. In the engine experiments, bio-oil was mixed with diesel at 10%, 20%, and 30% ratios by volume and used in a diesel engine at different Brake Mean Effective Pressure (BMEP) (1.4, 2, 2.7, and 3.4 bar). Engine performance has been found to be comparable to diesel at low blend percentages. At 3.4 bar BMEP, while the brake-specific fuel consumption (BSFC) of diesel was 712 g/kWh, it was obtained as 832 and 804 g/kWh at S1 and S2, respectively. However, when the emissions were evaluated in general, it was determined that the emission values increased with increasing bio-oil/diesel blend ratios due to the high viscosity, higher density, and low cetane number of bio-oil compared to diesel.

Performance enhancement of diesel engine using Karanja oil methyl ester as a fuel blend with diesel by variable injector nozzle hole

Diesel engines may run on biodiesel, a sustainable fuel that can be made from a variety of feedstocks using various alcohols and catalysts. The type of alcohol has a direct impact on the biodiesel’s fuel qualities. Variations in fuel qualities can lead to variations in diesel engine performance, combustion, and injection characteristics. Using blends of 10%, 20%, 30%, and 40% with Karanja oil and regular diesel fuel separately, experimental tests were conducted to assess the performance and emissions of a direct injection, water-cooled Kirloskar diesel engine at 1500 rpm with variable load. The 3-hole and 5-hole fuel injectors are the subjects of this investigation. Because Karanja methyl esters (KME) have a lower calorific value than diesel, their value increases with the proportion of KME in the mix. For a 20% blend, this means that brake-specific fuel consumption increases. As the amount of KME in the gasoline increases, the brake thermal efficiency falls. At a 20% mix, Brake thermal efficiency is almost identical to diesel fuel. For all blends, CO and HC emissions rise with load and fall with the fraction of KME in the mix. For every combination of KME, the density of smoke rises as the load increases. Smoke density falls as the fraction of mixes containing KME rises. It has been observed that when nozzle holes are increased from three to five, brake thermal efficiency rises with load. When comparing a 5-hole to a 3-hole with load, the Brake-specific fuel consumption (BSFC) will fall. Nozzles have an influence on emissions in that as nozzle holes grow, so do CO, HC, and smoke opacity. According to the findings, a 20% KME blend for a 5-hole fuel injector nozzle is a good substitute for diesel.

Experimental investigations of CI engine performance using ternary blends of n-butanol/biodiesel/diesel and n-octanol/biodiesel/diesel

This study explored the ternary blends of biodiesel-diesel-n-butanol and biodiesel-diesel-n-octanol on common rail direct injec-tion (CRDI) diesel engines. The compositions of fuels, which varied from 0% to 100%, were altered by up to 5%. On the basis of their properties, these blends were chosen, with various concentrations of alcohol at 5% and 10%, 5% diesel, and the remainder being biodiesel. Two ternary fuel blends of waste cooking oil biodiesel (90–85%), diesel (5%), and butanol (5–10%), namely BD90D5B5 and BD85D5B10, and subsequently, another two ternary similar blends of waste cooking oil biodiesel (90–85%), diesel (5%), and octanol (5–10%), namely BD90D5O5 and BD85D5O10, were used to conduct the experiments. The experiments were done with varying injection pressure from 17° to 29° crank angle (CA) before top dead centre (bTDC). The optimum con-dition for the blends is achieved at 26°CA bTDC for 80% loading. So, the engine trials were conducted on 26°CA bTDC to attain the results. The BD90D5O10 blend achieved the lowest brake specific fuel consumption (BSFC) reading of 0.308 kg/kWh while operating at full load. The maximum brake thermal efficiency (BTE) was 31.46% for BD90D5B5. The maximum heat release rate (HRR) achieved with BD85D5O5 fuel blend was 58.54 J/°CA. The quantity of carbon monoxide that BD85D5B10 created was the lowest (25.86 g/kWh). BD85D5B10 had a minimal unburned hydrocarbon emission of 0.157 g/kWh while operating at full load. Oxides of nitrogen (NOx) were emitted in the maximum quantity by BD85D5O10, which was equal to 6.01 g/kWh. This study establishes the viability of blends of biodiesel and alcohol as an alternative for petro-diesel in the future to meet the growing global energy demand.

Experimental investigation of performance, emission, and combustion characteristics of a variable compression ratio engine using waste cooking vegetable oils blended with diesel

The availability of crude oil and petroleum products has become scarce and costly over the years leading to a stiff rise in engine fuel. Due to the depletion of conventional fuels; alternative fuels are gaining importance in recent times and Waste Cooking Vegetable Oils (WCVOs) are the viable option for the same. The present study highlights the performance, emission, and combustion characteristics of the Variable Compression Ratio (VCR) engine using three varieties of WCVOs (Ground Nut (GDN), Palm (PM), and Sunflower (SF)). Their inferior fuel features (density, viscosity, calorific value, etc.) are enhanced by blending 30 % of these oils with 70 % Diesel. The experiments are then conducted in the VCR engine using these blended oils under varying loading conditions (0–8 N) and at a constant speed of 1500 (RPM) with a compression ratio (18:1). It is seen that a single blend of Palm oil (PM) increases the engine Brake Thermal Efficiency (BTE) by 5 % in comparison to Diesel and other blended fuels (GDN, SF) owing to its lower calorific value and greater viscosity. The engine Brake Specific Fuel Consumption (BSFC) decreases with the increase in load and the lower loads reduce the BSFC for WCVOs by 9–15 % compared to Diesel. Engine emissions like Carbon Monoxide (CO), Nitrogen Oxide (NOx), and Hydrocarbons (HC) are also reduced significantly (by 12–15 %) using these blended oils compared to Diesel. The surge in both the Peak Cylinder Pressure (PCP) and Heat Release Rate (HRR) is also observed using these blended fuels, especially for Sunflower. Hence, these WCVOs are an appropriate option to advance the VCR engine performance and decrease its emissions.

Effect of Variable-Nozzle-Turbocharger-Coupled Exhaust Gas Recirculation on Natural Gas Engine Emissions and Collaborative Optimization

Equivalent combustion natural gas engines typically utilize exhaust gas recirculation (EGR) systems to tackle their high thermal burden and NOx emissions. Variable nozzle turbochargers (VNT) can increase the engine intake and EGR rate simultaneously, resulting in NOx reduction while ensuring robust power performance. Using a VNT along with engine bench testing, the impact of VNT- and EGR-coordinated control on the performance and emissions of equivalent combustion natural gas engines was investigated under different operating conditions. Subsequently, multi-objective optimization was performed using a support vector machine. The results demonstrated that the use of VNTs in equivalent combustion natural gas engines could bolster the capacity to introduce EGR under several operative conditions and extend the scope of EGR regulation, thereby decreasing the engine’s thermal burden, improving fuel efficiency, and curbing emissions. Owing to the implementation of a multi-objective optimization method based on a support vector regression model and NSGA-II genetic algorithm, VNT and EGR control parameters could be optimized to slightly improve the economy and significantly reduce NOx emissions while maintaining the original engine power performance. At 20 operating points optimized for validation, brake-specific fuel consumption (BSFC) and NOx decreased by 0.94% and 47.0%, respectively, and CH4 increased by 3.7%, on average.

Investigation of the effect of injection rate shaping on combustion and emissions in heavy-duty diesel engine under steady and transient conditions

The fuel injection rate (ROI) is a crucial factor that affects the combustion and emissions of diesel engines. This study focuses on the injection pressure in a common rail system, which is divided into a high-pressure section and a low-pressure section. A control-oriented ROI shaping (ROIs) model is developed based on the switching strategy between high and low injection pressure. Three types of ROI were generated, namely ROIB (conventional ROI), boot-ROI (low followed by high injection pressure), and anti-boot-ROI (high followed by low injection pressure) respectively. The 1-D and 3-D numerical simulations are conducted to analyze the impact of the shaped ROI on combustion and emissions for steady condition and transient condition. In terms of overall results, boot-ROI shows significant advantage among the three types of ROI. For the steady condition, the boot-ROI was able to increase the IMEP (indicated mean effective pressure) (1.57 bar) at high load conditions with almost unchanged NOx emission. For low load conditions with delayed SOI (start of injection), the exhaust temperature is close to that of the ROIB with a reduction of 0.51 g/kW·h in NOx emissions. For transient condition, the boot-ROI also shows its advantage. It was found to improve the BSFC (brake specific fuel consumption) with almost unchanged NOx emission during load-down process. And in load-up process, the BSFC and soot emission also could be improved with slightly increase in NOx emission through advance of SOI when boot-ROI was adopted. The one-dimensional model using boot-ROI reduces fuel consumption by 2 g/kW·h in experiment with WHTC cycles, with slightly higher soot emission and similar NOx emission.

Numerical and experimental investigation of performance and emission characteristics of hydrogen enrichment with prosopis juliflora biodiesel in CI engine using RSM and ANN optimization

IC engines need renewable fuel due to environmental degradation and fossil fuel depletion. Biodiesel was a popular alternative fuel. However, hydrogen has zero emissions and a higher auto ignition temperature. This study examines diesel engine operation with hydrogen-enriched juliflora biodiesel/diesel blend (B20). The 4-Stroke, direct injection diesel engine (KIRLOSKAR-AV1) produces 5.2 kW at 1500rpm. A B20 compound was injected into the combustion cylinder via the intake manifold during testing. Hydrogen was supplied through the intake manifold. Diesel (D0), B20, and B20 with hydrogen are tested on 6 lpm, 9 lpm, and 12 lpm respectively. Increase in hydrogen concentration with B20 blend will increased brake thermal efficiency. The mixture B20 at a flow rate of 12 L per minute increased the BTE by 27.51%, which is a 4.88% improvement compared to the original B20. Similarly, this concentration exhibit an 18.75% reduced Brake Specific Fuel Consumption (BSFC) compared to the B20 combination. CO and HC emissions decreases and increased in NOx emissions while increasing H2 flow. Further, to develop the RSM and ANN predicted model for optimization of CI engine characteristics responses. The RSM model analyzed the lower mean square error (MSE) and actual relative error (ARE) for the engine responses compared to the ANN model.

Effect of multi ferrites nanoparticles added Terminalia bellirica biodiesel on diesel engine: Combustion, performance, and emission studies

The objective of current investigation is to assess the diesel engine performance, combustion, and emissions fuelled with bismuth ferrite codoped with zinc and manganese (BZnFMO) nanoparticles dispersed Terminalia bellirica biodiesel. BZnFMO nanoparticles were uniformly dispersed in B20 together with the surfactant and the dispersant at a concentration of 50 ppm and 75 ppm, respectively, and the stability of the nanoparticles in B20 was evaluated by UV photo spectroscopy. In addition, the experimental analysis of all nano-fuel samples was tested on diesel engines with different injection timing (i.e. 21°bTDC, 23°bTDC and 25°bTDC). The addition of nanoparticles in B20 led to an improvement in performance and combustion properties while simultaneously reducing emissions. The dispersion of BZnFMO nanoparticles in B20 led to a significant improvement in cylinder pressure (CP), cumulative heat release rate (CHRR), rate of pressure rise (RoPR) and brake thermal efficiency (BTE), while reducing brake specific fuel consumption (BSFC), carbon monoxide (CO), unburnt hydrocarbons (UHC), nitrogen oxides (NOx) and diesel engine smoke opacity. The increase in injection timing also led to an improvement in performance and combustion characteristics, as well as a reduction in emissions, with the exception of NOx. At 25°bTDC, a CP of 71.14 bar, a CHRR of 3.27 J/°CA and a RoPR of 5.3 bar/°CA were found, while BTE and BSFC were 35.03 % and 0.391 kg/kWh, respectively for B20 + 75 ppm BZnFMO + 75 ppm TWEEN 80. The values for CO, UHC, NOx, smoke opacity and nitrogen oxides were 0.01 %, 22 ppm, 826 ppm and 35.85 % respectively.

Effects of green synthesized copper oxide nanoparticle additive on diesel engine performance and emission characteristics

ABSTRACT The use of copper oxide nanoparticles (CuONPs) as an additive for diesel engines shows much promise in reducing emissions. Because copper is a transition metal, it helps reduce emissions by transferring heat from the engine to the exhaust. In this study, experimental research was carried out to find out the impact of copper oxide (CuO) made from Cherry laurel leaves (Prunus laurocerasus) extract on a diesel engine using a new green synthetic strategy. The existence of synthesized CuO was examined by UV, XRD, SEM, EDS, and FTIR. According to the green synthesis results, a CuO peak was obtained at 330 nm in the UV analysis. In addition, according to XRD, EDS, and SEM analyses, it was seen that CuO had a crystal and circular structure and consisted of 100% CuO. In engine experiments, CuONPs were mixed with diesel at different rates such as 10 ppm and 15 ppm. In the results, the D100 + 15 ppm CuO mix shows a notable decrease in carbon monoxide (CO) and hydrocarbon (HC) emissions 45.9% and 19.57%, compared to pure diesel at 2000W. Moreover, it was revealed that the brake specific fuel consumption (BSFC) of the D100 + 15 ppm CuO mixture at 3000 W decreased by 1.80% compared to diesel. However, both smoke and NOx increased with nanoparticles as compared to diesel.

Emission and performance investigation of mango seed oil biodiesel supplied with n-pentanol and n-hexanol additives and optimization of fuel blends using modified deep neural network

Abstract In this study, the emission and performance characteristics of single-cylinder diesel engines were tested using various biodiesel blends prepared by mixing diesel with mango seed oil biodiesel (MSOB). Furthermore, the effect of n-amyl and n-hexanol alcohol additions on the performance and emission results of manufactured biodiesel blends is investigated and compared with diesel fuel. On the other hand, a hybrid deep neural network (DNN) based on the manta ray foraging optimization (MRFO) method is developed to forecast ideal biodiesel blends in order to reduce emissions from diesel engines while improving performance. The optimal brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC) for this study were 32.3916 % for 75 % diesel + 20 % MSOB + 5 % n-hexanol fuel and 0.0453 kg/kWh for 75 % diesel + 20 % MSOB + 5 % n-amyl fuel, respectively. The optimal emissions from the test engine were 0.1034 % CO from 60 % diesel + 20 % MSOB + 20 % n-hexanol and 28.886 ppm HC from 75 % diesel + 20 % MSOB + 5 % n-hexanol fuel. The optimal smoke and NO x levels are achieved with a blend of 60 % diesel, 20 % MSOB, 5 % n-amyl, and 5 % n-hexane. Moreover, the developed DNN-MRFO achieved 0.9979, 0.9992 and 0.9975 overall regression coefficients during training, validation and testing. The root mean square error (RMSE) of DNN-MRFO also ranges from 0.019 to 0.032.