Common Rail Direct Injection Research Articles

Performance Emission and Combustion Characteristics of CRDI Engine Operating on Jatropha Curcas Blend With EGR

The present experimental study uses dual cylinder common rail direct injection (CRDI) engine fuelled by Jatropha curcas biodiesel blends produced through Transesterification process along with application of water cooled exhaust gas recirculation (EGR) rates. Performance, emissions and combustion properties of an engine at constant speed were measured and analysed. The improvement in brake thermal efficiency (BTE) along with reduction in carbon monoxide (CO), unburned hydrocarbons (UBHC) and smoke opacity were observed for the B20 biodiesel blend with a marginal increase in oxides of nitrogen (NOx). EGR application has reduced the NOx emissions and peak pressure inside the combustion chamber due to lower flame temperature. Combining B20 blend ratio with 15% EGR rate has the potential to achieve ultra-low NOx without affecting other type of diesel engine exhaust emissions by maintaining same efficiency level.

A Study of Spill Control Characteristics of JP-8 and Conventional Diesel Fuel with a Common Rail Direct Injection System

Diversification of energy sources is a key task for decreasing environmental impacts and global emission of gases. JP-8, a fuel derived from natural gas, coal, biomass, and waste plastics, is a bright prospect. JP-8 is considered a multi-source multi-purpose fuel, with several applications. A preliminary characterization of the JP-8 injection rate and injection quantity behavior was investigated based on the high-pressure common rail injection system used in a heavy-duty engine. According to the spill injection and injection pressure, a trade-off trend between injection rate and injection quantity was observed. As expected, pilot injection of JP-8 aviation fuel and diesel fuel affects the spray quantity and injection evolution of the subsequent operation without pilot injection. The difference in spilling between diesel and JP-8 aviation fuel is greater than the difference in injection amount per time; in the process of controlling the injector solenoid through ECU (Electric Control Units), the oil pressure valve and the needle valve operate to a higher extent in order to maintain the diesel fuel’s injection quantity volume. It was found that the total injection quantity was decreased by adding 20% pilot injection duration. Because the pilot injection quantity causes solenoid response, loss and needle lift stroke friction loss.

Effects of triglyceride gasoline blends on combustion and emissions in a common rail direct injection diesel engine

This study presents the combustion and emission results using a blend of unrefined triglycerides (straight vegetable oils) and regular unleaded gasoline in a compression ignition engine typically used in farming machinery. Most farm equipment is powered by diesel engines. A sizable cost of producing a crop on a farm can be attributed to fuel—diesel in such cases. Farmers and researchers have been interested in the use of alternative fuels, especially triglycerides, which could potentially bring down the fuel cost portion of the farm input costs. One of the major drawbacks of using unrefined triglycerides is poor cold flow properties due to high density and viscosity. To overcome this, the triglycerides can be blended with gasoline to lower the density and viscosity. This blend has been used in existing diesel engines without the need for any modification to the engine or its control system. The experiments were conducted on a 4.5-L Tier 3 engine. The fuel used was a blend of unrefined canola triglyceride and regular unleaded gasoline (10% by volume). Measurements include mass fraction burned combustion pressure, fuel consumption and pollutant emissions. The fuel consumption of TGB10 was lower than most straight vegetable oils found in the literature, but higher than diesel. The peak pressure of TGB10 was slightly higher than diesel and occurred earlier than diesel. The brake-specific NOx was lower than diesel at lower and no load points. Particulate matter emissions of TGB10 were higher than diesel at rated speed. Total hydrocarbon emissions were generally higher than diesel. CO emissions were lower than diesel except at low or no load points where they were significantly higher.

Comparison of performance and emissions of a CRDI diesel engine fuelled with biodiesel of different origin

In the present paper, laboratory produced, animal origin biofuels (swine lard and turkey lard had been used as raw material for biofuel production) were evaluated in terms of physicochemical parameters and compared with commercial mineral diesel fuel and its mixture with rapeseed oil methyl esters. Basing on the results of physicochemical parameters assessment, mixtures containing 75% share of bio-component were preselected for further engine tests. The engine tests were performed on a medium-duty, turbocharged, Common Rail, Direct Injection (CRDI) diesel engine, using factory control maps. The scope of experiments included steady state measurements for two rotational speeds (1500 and 3000 RPM), for which full load sweep had been performed. Two injection strategies were utilized: single pulse (for 3000 RPM) and multi-pulse injection (1500 RPM). The research covered evaluation of engine performance parameters and full exhaust emissions. Furthermore, detailed combustion analysis was performed.The study confirmed that high quality fuel can obtained from waste fatty material. The mixtures containing up to 75% of bio-component are suitable for modern CRDI combustion engines, though slight deterioration of engine performance parameters can be expected. An average brake specific fuel consumption increased by 13% compared to reference, for biodiesel mixtures derived from animal fatty material. At the same time a 3% increase against rapeseed oil/diesel mixture was recorded. This was correlated with a minor reduction of brake fuel conversion efficiency, but the average drop didn’t exceed 2% for all examined biodiesels.A significant reduction in exhaust gas emissions was observed, when comparing biofuel operation to reference diesel. The use of swine lard methyl ester/diesel mixture caused average reduction of hydrocarbon concentration (THC) by 13%, carbon monoxide (CO) by 22% and carbon dioxide (CO2) by 7%. The turkey biodiesel emission results were respectively: 9%, 20% and 6% reduced. NOx emission increased on average by 7% for both animal origin biofuels.

Method of Identifying Injector Coking From the Spray Field of Mechanical and CRDi Injectors Using Intensity of Scattered Light

The influence of injector coking deposits on the spray field of single-hole mechanical port fuel injectors and multihole common rail direct injection (CRDi) injectors was studied using light scattering technique coupled with image processing and analysis. Instead of employing the traditional accelerated coking process to study injector spray field deterioration, in-service injectors were selected and cleaned using a commercial fuel system cleaning procedure. Variation in atomization characteristics of coked and cleaned injectors were observed based on the spatial distribution of fine, medium, and coarse droplets in the near-field region of the injector spray zone and analyzed as a function of the intensity of scattered light. The improvement in the atomization perceived by this method was compared with traditional techniques like spray cone angle measurement, speed characterization of spray jets, and weight reduction of injector nozzles and needles. It was observed that after the fuel system cleaning procedure, a reduction in the number of coarse droplets in the near-field region and an increase in the number of medium and finely sized droplets was observed, suggesting better atomization of fuel in the near field spray zone.

Effect of exhaust gas recirculation rate on performance, emission and combustion characteristics of a common-rail diesel engine fuelled with n-butanol–diesel blends

ABSTRACTIncreasing fears of fossil fuel attenuation and tough emission protocols compel the research community to explore alternative renewable fuels for diesel engines. Butanol is desirable among renewable fuels due to its properties favorable to diesel engines. This study focused on the suitability of exhaust gas recirculation (EGR) and optimum injection timing on the performance, combustion and exhaust emission characteristics of common-rail direct-injection (CRDI) engine fueled with n-butanol-blended diesel using experimental and computational fluid dynamics (CFD) simulation. Various EGR rates and injection timings are considered for different butanol–diesel blends (0, 10, 20 and 30%). Obtained simulation results are validated with experimental data and found to be in good agreement. For all EGR rates and blends, nitrogen oxide (NO) emission is reduced drastically, whereas carbon monoxide (CO) and soot emissions are decreased moderately, with increase in n-butanol–diesel blends. The CO and soot emissions increase with EGR rate due to oxygen deficiency as well. Brake thermal efficiency is reduced by approximately 1% for neat diesel (Bu0) with increase in EGR rates. Soot emission for Bu30 (15 ° Before top dead centre (BTDC) is decreased by 23, 25, 24 and 26% for 0, 10, 20 and 30% EGR rates, respectively, compared to Bu0 (12° BTDC).

Performance, emission, and combustion characteristics of twin-cylinder common rail diesel engine fuelled with butanol-diesel blends.

Nitrogen oxides and smoke are the substantial emissions for the diesel engines. Fuels comprising high-level oxygen content can have low smoke emission due to better oxidation of soot. The objective of the paper is to assess the potential to employ oxygenated fuel, i.e., n-butanol and its blends with the neat diesel from 0 to 30% by volume. The experimental and computational fluid dynamic (CFD) simulation is carried out to estimate the performance, combustion, and exhaust emission characteristics of n-butanol-diesel blends for various injection timings (9°, 12°, 15°, and 18°) using modern twin-cylinder, four-stroke, common rail direct injection (CRDI) engine. Experimental results reveal the increase in brake thermal efficiency (BTE) by ~4.5, 6, and 8% for butanol-diesel blends of 10% (Bu10), 20% (Bu20), and 30% (Bu30), respectively, compared to neat diesel (Bu0). Maximum BTE for Bu0 is 38.4%, which is obtained at 12° BTDC; however, for Bu10, Bu20 and Bu30 are 40.19, 40.9, and 41.7%, which are obtained at 15° BTDC, respectively. Higher flame speed of n-butanol-diesel blends burn a large amount of fuel in the premixed phase, which improves the combustion as well as emission characteristics. CFD and experimental results are compared and validated for all fuel blends for in-cylinder pressure and nitrogen oxides (NOx), and found to be in good agreement. Both experimental and simulation results witnessed in reduction of smoke opacity, NOx, and carbon monoxide emissions with the increasing n-butanol percentage in diesel fuel.

Effect of exhaust gas recirculation, fuel injection pressure and injection timing on the performance of common rail direct injection engine powered with honge biodiesel (BHO)

The experimental investigations on a compression ignition (CI) engine fitted with common rail direct injection (CRDI) facility is an effort towards the reduction of exhaust emissions without compromising the fuel efficiency. This work demonstrates the performance, combustion and engine out emissions of a single cylinder, four stroke, water cooled, CRDI engine powered with Honge oil biodiesel (BHO) by varying the fuel injection timing (t), fuel injection pressure (p) and exhaust gas recirculation (e). The experiments were conducted as per the full factorial design (FFD). The response surface methodology (RSM) based mathematical models have been developed to predict the identified engine characteristics. The response surface analysis reveals that ‘t’ of 10° bTDC and ‘p’ of 900 bar yield higher brake thermal efficiency (BTE) and lower smoke, carbon monoxide (CO), hydrocarbon (HC), oxides of nitrogen (NOx) emissions. Under these two operating conditions, ignition delay (ID) as well as combustion duration (CD) were minimum with higher peak pressure (Pmax) and heat release rate (HRR). The employment of 15% ‘e’ reduces the NOx emission by 36.9%; but the use of 21% ‘e’ leads to the drastic reduction in NOx by 46.8%, without much compromising the BTE. Also, the engine operation provides the complete freedom from diesel fuel and thereby providing energy security and sustainable source of energy.

Fuel-Injection Strategy for PCCI Engine Fueled by Mineral Diesel and Biodiesel Blends

Premixed-charge compression ignition (PCCI) combustion is a novel combustion concept, whereby a partially homogeneous fuel–air mixture burns predominantly in a premixed combustion phase, which results in lower emissions of nitrogen oxides (NOx) and particulates. This experimental study explored the possibility of PCCI combustion using three test fuels, namely, 20% (v/v) biodiesel blended with mineral diesel (B20), 40% (v/v) biodiesel blended with mineral diesel (B40), and baseline mineral diesel. To investigate the combustion, performance, and emission characteristics of the PCCI engine, experiments were performed in a single-cylinder research engine equipped with a common rail direct injection (CRDI) system. The effects of the fuel-injection pressure (FIP) and the timing of the start of main injection (SoMI) were investigated by varying the FIP from 400 to 1000 bar and the SoMI timing from 12° to 24° bTDC, respectively. Detailed investigations of the particulate morphology, particulate number–size distri...

Performance, emission and combustion characteristics of a multicylinder common rail direct injection diesel engine fuelled with ethanol-acid oil methyl ester-diesel blends

ABSTRACTIn the present work biodiesel was used as an emulsifier for diesel and ethanol mixtures and used for diesel engine applications. The biodiesel was produced from acid oil, a waste by-product of vegetable oil refineries. The fatty acid methyl ester mixture, called acid oil methyl ester (AOME), was blended with diesel and ethanol. Characterization of these ethanol-biodiesel-diesel (EBD) blends was done to ascertain their suitability for common rail direct injection (CRDI) engines. The objective of the present work is to determine the optimal use of EBD blends. The selected blends were tested in a four-cylinder CRDI engine for different loads and at engine speeds of 1200, 1500 and 1800 rpm. Performance, emission and combustion characteristics of these blends ware then compared with standard diesel fuel. The studies indicate decreased brake thermal efficiency and increased carbon monoxide, hydrocarbon and smoke emissions as alcohol concentration in the blends increased while NOx emissions were significantly reduced. As engine speeds increased from 1200 to 1800 rpm, brake thermal efficiency increased, carbon monoxide, hydrocarbon and smoke emissions were reduced and NOx emissions increased significantly. Knocking was observed for engine speeds beyond 1800 rpm.

Experimental investigation of a turbocharged CRDI diesel engine fueled with Tung oil-diesel-ethanol microemulsion fuel

Vegetable oils are being considered as a renewable energy alternative for diesel fuel. Microemulsification can be used to reduce vegetable oil viscosity without complex chemical transformation processes. In this paper, a turbocharged common rail direct injection (CRDI) diesel engine was used to investigate the properties, performance, combustion and emission characteristics of the microemulsion fuels consisting of Tung oil, diesel, ethanol and surfactant. The experimental results presented that, with the volume fraction of ethanol increase, the viscosity and density of the microemulsion fuels were decreased and approached to that of diesel fuel. The ignition delay of the microemulsion fuels was longer than that of diesel fuel, and the curves of in-cylinder pressure, pressure rise rate and heat release rate showed different trend from that of diesel fuel. The brake specific fuel consumptions (BSFC) were slightly higher for the microemulsion fuels, but the brake thermal efficiencies (BTE) were also higher than those of diesel fuel. The microemulsion fuels showed evidently lower smoke emissions, but higher nitrogen oxides (NOx) emissions at high engine loads. The hydrocarbon (HC) and carbon monoxide (CO) emissions were slightly higher at low engine loads for the microemulsion fuels.

Development and Demonstration of Control Strategies for a Common Rail Direct Injection Armoured Fighting Vehicle Engine

<p class="Abstract">The development of a controller which can be used for engines used in armoured fighting vehicles is discussed. This involved choosing a state of the art reference common rail automotive Diesel engine and setting-up of a transient engine testing facility. The dynamometer through special real-time software was controlled to vary the engine speed and throttle position. The reference engine was first tested with its stock ECU and its bounds of operation were identified. Several software modules were developed in-house in stages and evaluated on special test benches before being integrated and tested on the reference engine. Complete engine control software was thus developed in Simulink and flashed on to an open engine controller which was then interfaced with the engine. The developed control software includes strategies for closed loop control of fuel rail pressure, boost pressure, idle speed, coolant temperature based engine de-rating, control of fuel injection timing, duration and number of injections per cycle based on engine speed and driver input. The developed control algorithms also facilitated online calibration of engine maps and manual over-ride and control of engine parameters whenever required. The software was further tuned under transient conditions on the actual engine for close control of various parameters including rail pressure, idling speed and boost pressure. Finally, the developed control strategies were successfully demonstrated and validated on the reference engine being loaded on customised transient cycles on the transient engine testing facility with inputs based on military driving conditions. The developed controller can be scaled up for armoured fighting vehicle engines.</p>

Effect of Hydrogen and Hydrogen Enriched Compressed Natural Gas Induction on the Performance of Rubber Seed Oil Methy Ester Fuelled Common Rail Direct Injection (CRDi) Dual Fuel Engines

Renewable fuels are in biodegradable nature and they tender good energy security and foreign exchange savings. In addition they address environmental concerns and socio-economic issues. The present work presents the experimental investigations carried out on the utilization of such renewable fuel combinations for diesel engine applications. For this a single-cylinder four-stroke water cooled direct injection (DI) compression ignition (CI) engine provided with CMFIS (Conventional Mechanical Fuel Injection System) was rightfully converted to operate with CRDi injection systems enabling high pressure injection of Rubber seed oil methyl ester (RuOME) in the dual fuel mode with induction of varied gas flow rates of hydrogen and hydrogen enriched CNG (HCNG) gas combinations. Experimental investigations showed a considerable improvement in dual fuel engine performance with acceptable brake thermal efficiency and reduced emissions of smoke, hydrocarbon (HC), carbon monoxide (CO) and slightly increased nitric oxide (NOx) emission levels for increased hydrogen and HCNG flow rates. Further CRDi facilitated dual fuel engine showed improved engine performance compared to CMFIS as the former enabled high pressure (900 bar) injection of the RuOME and closer to TDC (Top Dead Centre) as well. Combustion parameters such as ignition delay, combustion duration, pressure-crank angle and heat release rates were analyzed and compared with baseline data generated. Combustion analysis showed that the rapid rate of burning of hydrogen and HCNG along with air mixtures increased due to presence of hydrogen in total and in partial combination with CNG which further resulted into higher cylinder pressures and energy release rates. However, sustained research that can provide feasible engine technology operating on such fuels in dual fuel operation can pave the way for continued fossil fuel usage.

Effect of Hydrogen and Hydrogen Enriched Compressed Natural Gas Induction on the Performance of Rubber Seed Oil Methy Ester Fuelled Common Rail Direct Injection (CRDi) Dual Fuel Engines

Effect of Hydrogen and Hydrogen Enriched Compressed Natural Gas Induction on the Performance of Rubber Seed Oil Methy Ester Fuelled Common Rail Direct Injection (CRDi) Dual Fuel Engines

Evaluation of ethanol and isopropanol as additives with diesel fuel in a CRDI diesel engine

In this study, alcohol fuels such as ethanol and isopropanol were used as additives with diesel fuel and two blends (15% ethanol-85% diesel fuel, and 15% isopropanol-85% diesel fuel) were prepared. Detailed and comparative performance, combustion, injection, and emission analysis of these blends and pure diesel fuel were performed in a common rail direct injection (CRDI) diesel engine. The test engine was operated under three engine speeds (1500, 2000 and 2500rpm) and four engine loads (BMEP: 3.3, 5.0, 6.6 and 8.3Bar) test conditions. According to the experimental results, alcohol fuel blends with diesel fuel caused higher brake specific fuel consumption (BSFC) values. Maximum cylinder pressure (MCP) values of the fuel blends were slightly higher than those of pure diesel fuel on average. The pilot and main injection characteristics of the CRDI fuel system showed different trends with respect to the engine load and speed. Outcomes of emission tests revealed that the CRDI diesel engine fueled with alcohol-diesel fuel blends emitted higher THC, CO and NOx emissions compared to neat diesel fuel. Alcohol fuel blends did not significantly affect CO2 emissions. Ethanol-diesel and isopropanol-diesel fuel blends had similar combustion and emission results to each other.

Effect of bioethanol–diesel blends, exhaust gas recirculation rate and injection timing on performance, emission and combustion characteristics of a common rail diesel engine

ABSTRACTThis investigation is focused on the effect of exhaust gas recirculation (EGR) and injection timing on the performance, combustion and exhaust emission characteristics of common rail direct injection (CRDI) engine fueled with bioethanol-blended diesel using computational fluid dynamics (CFD) simulation. Simulation is carried out for various EGR rates (0, 10, 20 and 30%), two different injection timings, and two different bioethanol–diesel blends (10 and 20%) at injection pressure. The equivalence ratio is kept constant in all the cases of bioethanol–diesel blends. The results indicate that the mean CO formation and ignition delay increase, whereas mean NO formation and in-cylinder temperature decrease, with increase in the EGR rate. Further, with an increase in percentage of the bioethanol blends, CO and soot formation decrease as compared to neat diesel. A significant increase in in-cylinder pressure (15%) is found at 14° before top dead centre (BTDC) compared to 9° BTDC, which leads to an increase in indicated thermal efficiency of 4% for neat diesel at 30% EGR. In the present study, maximum indicated thermal efficiency is obtained in the case of 10 and 20% bioethanol–diesel blend, and remains constant for all EGR rates considered in the study. Obtained results are validated with the available literature data and indicate good agreement.

Influence of low-temperature combustion and dimethyl ether-diesel blends on performance, combustion, and emission characteristics of common rail diesel engine: a CFD study.

Due to presence of more oxygen, absence of carbon-carbon (C-C) bond in chemical structure, and high cetane number of dimethyl ether (DME), pollution from DME operated engine is less compared to diesel engine. Hence, the DME can be a promising alternative fuel for diesel engine. The present study emphasizes the effect of various exhaust gas recirculation (EGR) rates (0-20%) and DME/Diesel blends (0-20%) on combustion characteristics and exhaust emissions of common rail direct injection (CRDI) engine using three-dimensional computational fluid dynamics (CFD) simulation. Extended coherent flame model-3 zone (ECFM-3Z) is implemented to carry out combustion analysis, and k-ξ-f model is employed for turbulence modeling. Results show that in-cylinder pressure marginally decreases with employing EGR compared to without EGR case. As EGR rate increases, nitrogen oxide (NO) formation decreases, whereas soot increases marginally. Due to better combustion characteristics of DME, indicated thermal efficiency (ITE) increases with the increases in DME/diesel blend ratio. Adverse effect of EGR on efficiency for blends is less compared to neat diesel, because the anoxygenated region created due to EGR is compensated by extra oxygen present in DME. The trade-off among NO, soot, carbon monoxide (CO) formation, and efficiency is studied by normalizing the parameters. Optimum operating condition is found at 10% EGR rate and 20% DME/diesel blend. The maximum indicated thermal efficiency was observed for DME/diesel ratio of 20% in the present range of study. Obtained results are validated with published experimental data and found good agreement.

Experimental investigations on CRDI diesel engine fuelled with acid oil methyl ester (AOME) and its blends with ethanol

Biodiesel which is propelled as substitute to diesel fuel though attractive is not viable at present state because of its high production cost with the major concern of finding a permanent resource. As basically biodiesel is a assortment of fatty acid methyl ester it can also be produced from non-glyceride sources like acid oil which is non-edible, easily obtainable in significant amounts at the majority of the vegetable oil processing plants. This paper mainly focuses on the utilization of Acid Oil Methyl Ester (AOME) and its combinations with diesel and ethanol in different proportionsin a modified diesel engine fitted with Common Rail Direct Injection (CRDI) facilities. Acid oil was suitably trans-esterified to obtain its ester AOME and was subsequently blended with diesel and ethanol and characterization of the obtained fuels were done. A functional single cylinder diesel engine was duly converted to CRDI engine in which Conventional Mechanical Fuel Injection System (CMFIS) was replaced with CRDI facilities in order to inject biodiesel at higher injection pressures. Experiments were conducted to examine the influence of Injection Timing (IT), and Injector opening Pressure (IP) on the performance of modified CRDI engine fuelled with AOME and its blends with diesel and ethanol for improved engine performance. The experimental examination revealed IT of 10obTDC as well as IP of 900 bar as the most excellent engine operating parameters to achieve the highest Brake Thermal Efficiency (BTE) with lowered Hydro-Carbon (HC), Carbon Monoxide (CO), smoke emissions while, oxides of nitrogen (NOx) emissions were found to be superior for the fuel combinations employed in the investigation.Keywords: Diesel, Ethanol, Acid oil methyl ester (AOME), Common Rail Direct Injection (CRDI), Emissions

A Study on the Optimal Actuation Structure Design of a Direct Needle-Driven Piezo Injector for a CRDi Engine

Recently, the high-pressure fuel injection performance of common-rail direct injection (CRDi) engines has become more important, due to the need to improve the multi-injection strategy. A multiple injection strategy provides better emission and fuel economy characteristics than a normal single injection scheme. The CRDi engine performance changes with the type of high-pressure electro-mechanical injector that is used and its injection response in a multi-injection scheme. In this study, a direct needle-driven piezo injector (DPI) was investigated, to optimize its actuation components, including the plate length, number of springs, and the elasticity of the spring between the injector needle and the piezo stack. Three prototype DPIs were proposed by this research. They were classified as Type 1, 2, and 3, depending on whether the injector needle was hydraulic or mechanical. Then, the optimal prototype was determined by conducting four evaluation experiments analyzing the maximum injection pressure, injection rate, spray visualization, and real engine combustion application. As a result, it was found that the Type 3 DPI prototype, with several pan-springs and plates, had the highest injection pressure, a steady injection rate, and the fastest spray speed. It also demonstrated the most effective emission reduction for a two-stage rapid spray injection in a single-cylinder CRDi engine. The Type 3 DPI displays an increased elasticity from its hydraulic needle that provides a synergy effect for improving DPI actuation.

Modelling and optimization of exhaust pollutants and the properties and characteristics of ethanol‐diesel through a statistical approach

AbstractThis work assesses the influence of diesel additives on chemico‐physical properties (flash point, density, viscosity, and cetane number) and exhaust emissions (CO, CO2, nitrogen oxides, and soot). Experimental tests are performed in a 4‐cylinder turbocharged, common rail direct injection engine. Experiments are conducted in different percentages of ethanol (5 and 10 %) and nitrogenate additives (2 and 5 %). The current essay applies various types of tertiary additives (nitro methane, nitro ethane, and 2‐methoxy ethyl ether). All the compositions of ethanol in the diesel make the cetane index, flash point, density, and viscosity reduce. In contrast, these properties get enhanced by adding tertiary additives. Experimental studies demonstrate that nitro ethane is more effective on the decrease of soot emissions and the increase of CO, CO2, and nitrogen oxides.