Brake Thermal Efficiency Research Articles

A comparative study of diesel engine fueled by Jatropha and Castor biodiesel: Performance, emissions, and sustainability assessment

The increasing scarcity of fossil fuels and environmental concerns have driven the search for sustainable alternatives, such as biodiesel. This study aims to evaluate the performance, emissions, and sustainability of biodiesel derived from Jatropha and Castor seeds when used in diesel engines. Biodiesel production was achieved through the transesterification process, addressing atomization challenges, and enhancing combustion efficiency. The research compared various blends of biodiesel and conventional diesel fuel (B20, B40, and B60) across different engine loads, from no load to full load. Key findings revealed that biodiesel blends exhibited comparable properties to conventional diesel. Jatropha biodiesel showed superior performance and lower emissions compared to Castor biodiesel. The B20 blend consistently demonstrated the best performance and reduced emissions across all engine loads. Specifically, biodiesel resulted in lower brake thermal efficiency (BTE), carbon monoxide (CO), carbon dioxide (CO2), hydrocarbon (HC), and smoke emissions compared to conventional diesel, but higher exhaust gas temperature (EGT), brake-specific fuel consumption (BSFC), and nitrogen oxide (NOx) emissions. The increase in NOx emissions was linked to higher EGT, while other emissions were influenced by the biodiesel’s viscosity and cetane number. The study concluded that the B20 blend of Jatropha and Castor biodiesel offers a viable alternative to conventional diesel, reducing CO2 and CO emissions by 22–10 % and increasing NOx emissions by 8 %. These results suggest significant potential for biodiesel to contribute to sustainable transportation, highlighting the importance of optimizing biodiesel blends for improved engine performance and lower environmental impact. These findings highlight the promising potential of Jatropha and Castor biodiesel as substitutes for diesel fuel, indicating advancements in fuel technology.

Extraction and characterization of Cucumis melon seeds (Muskmelon seed oil) biodiesel and studying its blends impact on performance, combustion, and emission characteristics in an internal combustion engine

This study examines the performance, combustion, and emissions characteristics of a single-cylinder internal combustion diesel engine when fueled with a blend of diesel and biodiesel derived from muskmelon seeds. The kinematic viscosity of the extracted muskmelon seed oil was 6.1 cSt at 40 °C, which is higher than the kinematic viscosity of petroleum diesel of 2.6 cSt. Muskmelon biodiesel was further analyzed using thin-layer chromatography (TLC) and high-voltage separator tests. A comparison of the fuel properties of muskmelon biodiesel with conventional diesel fuel revealed that muskmelon biodiesel could be used alone or in a diesel–biodiesel blend to fuel compression diesel engines. In this study, muskmelon seed biodiesel was blended with diesel fuel at proportions of 10 %, 20 %, and 50 % (BD10, BD20, and BD50, respectively). At a relatively low rotational speed of 1200 rpm, the brake thermal efficiency (BTE) of the engine operated with BD10 and BD20 blends were 36.1 % and 36.0 %, respectively, while the brake-specific fuel consumption (BSFC) of the two blends were 0.260 kg/kWh, and 0.262 kg/kWh, respectively. These values closely resemble those typically observed in diesel fuel engines. Indeed, the average BTE of the BD20 blend was only 3.24 % less than the average BTE of diesel fuel. Diesel fuel generates less NOx and SO2 emissions compared to biodiesel blends: BD100 emitted the most NOx pollution of all fuels tested. In addition, BD10 released significantly more SO2 emissions compared to the other fuels tested. However, the BD20 blend outperformed all other blends in terms of CO, NOx, and SO2 emissions at high engine speeds. The only exception was H2S emissions, which were higher than BD50 and BD100. BD20 also exhibited significantly reduced CO emissions compared to diesel fuel, while BD10 emitted significantly more CO emissions than the other biodiesel blends. Our findings revealed that BD20 exhibited the best engine performance and lower emissions among all fuels tested. In other words, BD20 is the ideal fuel blend for use in diesel engines and does not require any alterations to the engine. Muskmelon waste seeds represent a non-edible waste stream that can be exploited in the production of biodiesel fuel, allowing for the upcycling of a potentially problematic thermochemical conversion feedstock. This potentially valuable use for waste muskmelon seeds in the energy sector could address the wastefulness associated with this particular waste stream.

The influence of injection pressure and exhaust gas recirculation on a VCR engine fueled by microalgae biodiesel

AbstractBiodiesel has been chosen as a decent alternative to diesel in the context of establishing environmentally pleasant conditions and saving petroleum‐based resources for future generations. It is well‐established that biodiesel‐powered diesel engines may achieve outcomes equivalent to those of diesel engines. The current investigation was conducted to study the effect of injection pressure (190, 210, and 230 bar) and exhaust gas recirculation (EGR) (5%, 10%, and 15%) on a single‐cylinder variable compression ratio (VCR) diesel engine running using a B20 (20% MB + 80% PD) blend of microalgae biodiesel (MABD). This experiment was conducted in two stages. During the first stage of experimentation, the efficiency and emission characteristics of a diesel engine with a B20 blend of MABD at various fuel injection pressures and fresh air were investigated. During the second phase, fresh air was mixed with 5%, 10%, and 15% exhaust gases, and the experiment was conducted. It was discovered that increasing injection pressure to 230 bar provided considerable improvements. Brake thermal efficiency increased by 2.35%, brake‐specific fuel consumption decreased by 3.57% and pollutants such as carbon monoxide (CO), hydrocarbon, and smoke were reduced by more than 50% compared to conventional diesel. These reductions were similarly significant (over 22%) as compared to the B20 blend at lower injection pressure (210 bar). However, there was a slight trade‐off: nitrogen oxide (NOx) emissions increased partially (3.14%), while exhaust gas temperature (EGT) increased by 1.72% at a higher pressure. The study then investigated the influence of EGR (5%, 10%, and 15%) at various injection pressures. The optimal value seems to be 10% EGR at 230 bar injection pressure. This combination substantially reduced NOx emissions (by over 41% compared to the normal B20 blend) and EGT (by more than 8%), while having no notable effect on other performance or emission variables. Overall, the results show that employing a B20 MABD blend with high injection pressure (230 bar) and moderate EGR (10%) improves engine performance while reducing hazardous emissions.

Investigation of engine performance, exhaust emissions, and combustion characteristics of a diesel engine fueled with Adansonia digitata methyl ester doped with nanosilica additive extracted from agricultural waste

AbstractRecent studies have used nanoparticle additions to enhance the fuel properties of biodiesel. However, it is unclear how these additives would affect engine operation. The effects of commercial nanoadditives on engines have been the subject of several studies. The current study focuses on nanoparticles derived from agricultural waste – specifically rice husk (RH) – to enhance their value. This study therefore examined silica (SiO2) doped with Adansonia digitata methyl ester (ADME) and tested it in a diesel engine. All nanofuel blends were prepared using an ultrasonication process, incorporating 400 ppm of SiO2 nanoparticles, fuels, and 1% surfactants. The results revealed that the brake thermal efficiencies (BTE) at maximum brake power (BP), for B20, B20 + SiO2, B100, and B100 + SiO2 fuels, were 29.9%, 28.2%, 28.44%, and 27.1%, respectively. Brake‐specific fuel consumption (BSFC) was also reduced when the engine ran from 4 to 16 kW BP. The exhaust gas temperature (EGT) of B100 and B100 + SiO2 increased more than that of B20. The peak heat release rates (HRR) of the B100 + SiO2 and B20 + SiO2 were slightly higher by 2.9% and 2.6%, respectively than the neat B100 at medium BP. However, in‐cylinder gas pressure (CGP) increased in the following order: B20 + SiO2 < B20 < B100 < B100 + SiO2 < B0. Moreover, the exhaust emissions of nanofuel blends showed a greater reduction in CO, total hydrocarbon (THC), CO2, NOX, and particulate matter (PM) in comparison with B20 and B100. Overall, this study recommends that SiO2 nanoadditive is a beneficial substitute fuel additive to use with biodiesel and its blends due to enhanced engine performance efficiency and reduced emissions.

Predicting combustion, performance, and emission characteristics of a compression ignition engine utilising coconut oil methyl ester and MoO3 nanoparticles

The present study used a blend of biofuel and nanoparticles to examine the effectiveness and emission properties of a four-stroke, single-cylinder, direct-injection diesel engine with an injection pressure of 250 bar. The use of MoO3 in biodiesel enhances its environmental sustainability and dependability, making it a promising substitute for traditional diesel fuel. The study emphasises the ecological advantages of using a combination of coconut oil and MoO3 to accomplish the production of renewable energy. MoO3 nanoparticles ultimately function as an oxidation catalyst, enhancing combustion. A study with MoO3 nanoparticles at 50 and 100 ppm concentrations was carried out. Utilising a photo spectrometer, stability was determined. The CI engine demonstrated improved thermal efficiency and reduced Fuel Consumption compared to diesel, both at full load conditions and at 64.5 bar pressure. The performance, combustion, and emission parameters were precisely forecasted using Design Expert, exhibiting a robust connection with the testing results. The Rb values for Brake Specific Fuel Consumption (BSFC), Brake Thermal Efficiency (BTE), Peak Cylinder Pressure (P-CA), Net Heat Release Rate (NHRR), Crankcase Heat Release Rate (CHRR), Carbon Monoxide (CO), Unburned Hydrocarbons (UHC), Nitrogen Oxides (NOX), and Smoke Opacity are 0.997, 0.9998, 0.8898, 0.979, 0.9838, 0.9815, 0.9917, 0.9958, and 0.9261 respectively.

Multi-objective RSM-based optimization of diesel-diethyl ether blends in diesel engine to achieve sustainable development goals

With the plummeting reserves of fossil fuels at present, there has been a growing imperative for sustainable energy technologies over the last couple of decades. This imperative highlight the need for a shift towards renewable sources, not just to fulfill the current energy demands but also to lessen environmental degradation, fostering an eco-conscious and sustainable future. One way to accomplish such a goal is the utilization of diesel-diethyl ether (D-DEE) blends, instead of neat diesel in compression ignition (CI) engines. This study presents the multi-objective RSM-based analysis and optimization of D-DEE blends (0,5 and 10 %. vol) at manifold engine speeds (1200, 1400, and 1600 rpm). The responses that were recorded in this research included brake power (B.P), brake thermal efficiency (BTE), brake-specific fuel consumption, and CO2 emissions. The results demonstrated an increment in brake power as well as brake thermal efficiency, along with the enhanced CO2 emissions whereas the BSFC decreased while using the Di-ethyl ether enrichment in a 4-stroke CI engine. Upon implementing optimization parameters, the results illustrated the optimal blend ratio of 9.5786 %. vol at 1600 rpm, along with the associated values of B.P, BTE, BSFC, and CO2 emissions which were, 1.26726 kW, 20.861 %, 0.3354, and 7.837 % vol., respectively for this optimized fuel. This study addresses the lack of research on optimizing engine conditions for diesel-DEE blends in CI engines, specifically focusing on diethyl ether as a renewable fuel. Using response surface methodology (RSM), it aims to bridge this gap and contribute to the understanding of optimal blend utilization. The current research also aligns with the attainment of an important sustainable development goal (SDG) which includes the availability of responsible consumption (SDG 12) and improved power generation, contributing towards a greener and cleaner future.

Impacts of pine oil and hydrogen induction with hemp oil methyl ester on dual fuel reactivity controlled compression ignition combustion in diesel engine

AbstractThe current research focuses on the impacts of pine oil injection and hydrogen induction separately with hemp oil methyl ester (HOME) in the single cylinder diesel engine in dual fuel‐reactivity controlled compression ignition (DF‐RCCI) combustion mode. The engine was tested under a DF‐RCCI mode for the different energy shares of 10% pine oil with HOME (10P‐HOME), 30% pine oil with HOME (30P‐HOME), 3‐lpm hydrogen with HOME (3‐lpmH2‐HOME), and 6‐lpm hydrogen with HOME (6‐lpmH2‐HOME) separately at 345 °CA bTDC of low reactivity fuel (pine oil and hydrogen) and 23°C bTDC injection timing of high reactivity fuel (HOME). The results showed a higher Brake Thermal Efficiency (BTE) of 7.44%, 5.32%, 5.72%, and 2.46% for 6‐lpmH2‐HOME, 3‐lpmH2‐HOME, 30P‐HOME, and 10P‐HOME fuel shares, respectively, over the conventional diesel combustion (CDC) at full load. 30P‐HOME, 3‐lpmH2‐HOME, and 6‐lpmH2‐HOME fuel combinations recorded 4.08% 4.42%, and 5.69% lower brake specific fuel consumption (BSFC), respectively, at full load. When comparing DF‐RCCI combustion to CDC, an increase in the heat release rate (HRR) of 2.89%–26.50% and a rise in peak cylinder pressure of 0.77%–12.99% were observed. The 30P‐HOME, 3‐lpmH2‐HOME, and 6‐lpmH2‐HOME emit less smoke in DF‐RCCI combustion mode by 13.06%, 4.84%, and 7.26%, respectively at full load condition. When using 30P‐HOME the exhaust gas temperature (EGT) decreased by 3.50% at full load condition. At part and full load conditions, the 30P‐HOME fuel share reduced oxides of nitrogen (NOX) emissions by 3.93% and 5.26%, respectively.

Analyzing the effect of carbon nanoparticles on the combustion performance and emissions of a DI diesel engine fueled with the diesel-methanol blend

With the energy crisis and worsening environmental pollution, methanol, as a carbon-neutral fuel, has become a research hotspot in the field of internal combustion engines. This study discusses the influence of different kinds (graphite oxide, GO; multilayer graphene, MG; carbon nanotubes, CNT) and concentrations of carbon nanoparticles, which do not introduce any new elements, added to the diesel-methanol blend on combustion performance and exhaust emissions in a direct injection (DI) diesel engine across diverse operating load conditions. The results showed that the nano-fuels with carbon nano-additives had a better combustion process, with higher peak cylinder pressure (Pmax) and peak heat release rate (HRRmax), and lower ignition delay (ID) and combustion duration (CD). Moreover, the presence of carbon nano-additives resulted in an improvement in brake thermal efficiency (BTE) and a decrement in the break-specific fuel consumption (BSFC). The nano-fuels with GO showed the best optimization effect on the combustion process, followed by MG and CNT. As for emission, the nano-fuels had fewer emissions of CO, HC, and smoke opacity. The nano-fuels with CNT achieved the most significant decrease in emissions of CO and HC. While the presence of GO had the best reduction effect in smoke opacity. However, there was a slight increase in NOx emission. The experimental findings demonstrate that the utilization of carbon nanoparticles in nano-fuels can effectively enhance the application of methanol in internal combustion engines.

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.

Utilization of hydrogen and methane as energy carriers with exhaust gas recirculation for sustainable diesel engines

Hydrogen and methane as secondary fuels in diesel engines can be promising solutions to meet energy demand. The current study investigated the effect of the specialty gases of different compositions on diesel engine performance and exhaust gases. Four gases with various compositions of exhaust gas recirculation (Carbon monoxide, Carbon dioxide, and Nitrogen) and fuels (Hydrogen and Methane) were used at various mass flow rates of 10, 20, and 25 LPM (liter per minute), and various engine speeds of 2000, 2500, 3000, and 3500 rpm (revolutions per minute). The procured results revealed that adding specialty gases improved brake thermal efficiency and power. Similarly, the brake-specific fuel consumption was also massively retarded compared to diesel due to the influence of the hydrogen and methane composition. However, the fuel with the higher nitrogen reported less BTE (brake thermal efficiency) and comparatively higher exhaust gas temperature owing to the higher presence of nitrogen in their composition. Regarding emissions, including exhaust gas recirculation dropped the formation of pollutants efficiently compared to diesel. Among various fuels, Case 1 (30 % H2, 5 % CH4, 5 CO2, and 60 % CO) reported the lowest emission of NOx, and Case 2 (25 % H2, 5 % CH4, 5 CO2, 30 % CO, and 35 % N2) of CO and CO2 emissions. Generally, specialty gases with a variable composition of exhaust gas recirculation gases can be a promising sustainable replacement for existing fossil fuels.

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.

Evaluating the effect of diethyl ether and moringa oleifera antioxidant additives on the performance and emission characteristics of jatropha biodiesel-diesel blended fuel on CI engine – An experimental investigation

Alternative fuels can be produced from both non-edible feedstocks and edible crops. The higher production costs and contaminating nature of vegetable biofuels, which cause engine component failure, make it conceivable to encourage the synthesis of biodiesel from non-edible sources. One of the most widely utilized alternative fuels is Jatropha biofuel, which has performance levels comparable to diesel fuels and can be used with CI (Compression Ignition) engines without any modifications. However when it comes to oxidative stability properties that impact shelf life and commercialization, the majority of biodiesels—including Jatropha—are lacking. Therefore, the objective of this study was to enhance the oxidative stability and other physicochemical parameters, such performance and emission characteristics, of Jatropha biodiesel with diesel blends by adding additives like DEE (diethyl ether) and MA (moringa oleifera antioxidant). The seeds of jatropha and moringa were harvested by hand and then mechanically extracted with a screw press. A conical flask containing the precisely weighed amount of oil is filled with 50 mL of neutral alcohol. The combination is then heated for an hour using a water condenser over a bath. Using phenolphthalein indicator, the contents are titrated with KOH solution after cooling. Weight of oil taken (w)/volume of KOH used (mL) × normality of KOH is the formula used to determine the acidity value of jatropha oil. It is therefore below the minimum level set by ASTM D 675, which is 2.5 mg KOH/g. Methanol was used in the transesterification process to produce biodiesel, and potassium hydroxide (KOH) was used as a catalyst. Then, using 5 % DEE and 10 % MA additives, the physicochemical properties of jatropha biodiesel—such as density, kinematics viscosity, calorific value, and oxidative stability—were characterized. The percentage of improvement of the biodiesel's mentioned properties with these additives was 0.68 %, 2.8 %, 0.73 %, and 33.8 %, respectively. The brake thermal efficiency (BTE) of B40MA10DEE05D45 increased by 8.52 % whereas the brake specific fuel consumption (BSFC) of B50MA10DEE05D35, which is Made up of 44 % diesel, 50 % jatropha biodiesel, 5 % DEE, and 10 % MA fuels, declined by 5.14 %. As a result of these additions, the blended fuel's CO, HC, and NOx emissions were reduced by 3.51 %, 2.25 %, and 8.64 %, respectively. Therefore, a 20 % blend of Jatropha biodiesel and diesel containing antioxidants from Moringa can be used in compression ignition engines without the need for engine modifications and with high oxidation stability.

Comparative analysis of ammonia and hydrogen fuel blends in diesel engines on performance, emission, vibration, and acoustic profiles

In the current study two kinds of gaseous fuels, ammonia and hydrogen tested along with the neat diesel. A series of test conducted in the diesel engine for the samples such as diesel, S1, S2, S3 and S4. The samples were varied based on the two different flow rates 5 LPM and 10 LPM. The parameters such as brake thermal efficiency (BTE), brake specific energy consumption (BSEC), combustion parameters, emissions, and noise levels were determined. The research suggests that the typical properties of ammonia and hydrogen blends contribute to engine performance and efficiency. The S4 blend, 10 LPM of NH3 and 10 LPM of H2, with a higher hydrogen content, was found to significantly enhance BTE across all engine brake powers compared to conventional diesel fuel. A notable increase in BTE with a climb on the brake power was observed, suggesting superior fuel energy utilization due to the blend's high-energy content. An inverse relationship was established between BTE and BSEC, where diesel demonstrated higher BSEC, indicative of greater thermal loss and inefficiency. Combustion analysis revealed a reduction in heat release rate for ammonia blends, this eventually compensated by hydrogen addition by optimizing autoignition and accelerating combustion. Emission studies highlighted a uniform increase in nitrogen oxides for all blends; however, the combination of hydrogen with ammonia was shown to mitigate NOx formation by lowering flame temperatures. Additionally, vibrational analysis demonstrated that ammonia and hydrogen blends reduce engine vibration, especially at higher loads, and contribute to decreased combustion and exhaust noise.

SUSTAINABLE PERFORMANCE: ENHANCING CI ENGINES WITH GREEN-SYNTHESIZED NANOPARTICLES AND BIODIESEL

This study investigates the potential of green-synthesized nanoparticles (NPs) doped with a 20% biodiesel blend to enhance the performance and emissions characteristics of a compression ignition (CI) engine. The green synthesis of NPs offers an environmentally friendly alternative to conventional methods, while the addition of biodiesel provides a renewable fuel source. Experimental trials were conducted using various concentrations of NP-doped biodiesel blends in a CI engine. Performance parameters such as brake specific fuel consumption (BSFC), brake thermal efficiency (BTE), and exhaust gas temperature (EGT) were measured. Additionally, emissions profiles, including smoke intensity, carbon monoxide (CO), oxides of nitrogen (NOx), and unburned hydrocarbons (HC), were analyzed. The results demonstrated that the incorporation of NP-doped biodiesel blends led to significant improvements in engine performance. A reduction in BSFC and an increase in BTE were observed, indicating enhanced fuel efficiency. Furthermore, the NP-doped blends contributed to a substantial decrease in smoke, NOx and other harmful emissions, suggesting a positive environmental impact. This research highlights the promising potential of green-synthesized NPs and biodiesel blends as a sustainable and efficient fuel alternative for CI engines.

Performance and Emission Analysis of Ethanol-Petrol Blends in Single-Cylinder Engines: A Sustainability Perspective

This study investigates the blending of ethanol and petrol in the Indian subcontinent, addressing the urgent need for sustainable fuel alternatives amid rising energy demands and environmental concerns. Ethanol, as a renewable biofuel, presents a viable option for enhancing the efficiency of internal combustion engines while reducing harmful emissions. Given the significant air pollution issues prevalent in urban areas of India, optimizing fuel blends can substantially improve engine performance and contribute to cleaner air. The primary objectives of this research include analyzing the impact of different ethanol-petrol blends on the performance of a single-cylinder petrol engine, assessing key performance metrics such as brake power, Indicated Mean Effective Pressure (IMEP), Brake Mean Effective Pressure (BMEP), and Brake Thermal Efficiency (BTHE). Emission analysis was conducted to measure hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO₂), oxygen (O₂), and nitrogen oxides (NOₓ) across various blends, quantifying the environmental impact of each. Grey Relation Analysis (GRA) was employed to rank the fuel blends based on their performance and emissions, helping identify the most effective blend for optimal engine operation. Additionally, the sustainability of ethanol blending as an alternative fuel solution in the Indian automotive sector was assessed. The study recorded key performance indicators and emissions using standardized techniques, with GRA calculating Grey relational coefficients to measure the degree of similarity between observed data and desired outcomes. This approach facilitated the ranking of blends, ultimately identifying the optimal ethanol-petrol blend. The findings revealed significant variations in both performance and emissions across different blends, indicating that ethanol blending holds substantial promise as a sustainable solution for the Indian automotive sector. These insights align with recent studies on the benefits of biofuels in enhancing engine performance and reducing emissions, providing valuable guidance for optimizing ethanol-petrol blends to improve sustainability in energy consumption.

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.

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

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.