Conventional Combustion Research Articles

Nitrous Oxide/Ethanol Cylindrical Rotating Detonation Engine for Sounding Rocket Space Flight

There are few experimental studies on rotating detonation engines (RDEs) with liquid propellants. This study reveals the static thrust performance of a cylindrical RDE with ethanol and liquid nitrous oxide as propellants under atmospheric pressure. This RDE had an inner diameter of 40 mm, a maximum combustor length of 230 mm, a nozzle contraction ratio of 1.7, and a nozzle expansion ratio of 9.1. Nineteen experiments were conducted at total mass flow rates of 184–210 g/s, mixture ratios of 3.6–5.9, and combustion pressures of 0.35–0.46 MPa, resulting in a maximum detonation velocity of 1840 m/s (approximately 80% of the theoretical detonation velocity, 2251 m/s), maximum thrust at sea level of 294 N, and maximum specific impulse at sea level of 148 s. In addition, the maximum characteristic exhaust velocity, c*, was 1716 m/s, which was 99% of the theoretical value. The characteristic length of the combustion chamber at this time was 0.15 m. Since conventional rocket combustion requires 1.57 m to achieve the same c* efficiency, this study shows that detonation combustion can reduce the combustor size by 88%.

Exploring in-situ combustion effects on reservoir properties of heavy oil carbonate reservoir

Laboratory modeling of in-situ combustion is crucial for understanding the potential success of field trials in thermal enhanced oil recovery (EOR) and is a vital precursor to scaling the technology for field applications. The high combustion temperatures, reaching up to 480 °C, induce significant petrophysical alterations of the rock, an often overlooked aspect in thermal EOR projects. Quantifying these changes is essential for potentially repurposing thermally treated, depleted reservoirs for CO2 storage.In this study, we depart from conventional combustion experiments that use crushed core, opting instead to analyze the thermal effects on reservoir properties of carbonate rocks using consolidated samples. This technique maintains the intrinsic porosity and permeability, revealing combustion's impact on porosity and mineralogical alterations, with a comparative analysis of these properties pre- and post-combustion. We characterize porosity and pore geometry evolution using low-field nuclear magnetic resonance, X-ray micro-computed tomography, and low-temperature nitrogen adsorption. Mineral composition of the rock and grain-pore scale alterations are analyzed by scanning electron microscopy and X-ray diffraction.The analysis shows a significant increase in carbonate rocks’ porosity, pore size and mineral alterations, and a transition from mixed-wet to a strongly water-wet state. Total porosity of rock samples increased in average for 15%–20%, and formation of new pores is registered at the scale of 1–30 μm size. High-temperature exposure results in the calcite and dolomite decomposition, calcite dissolution and formation of new minerals—anhydrite and fluorite. Increased microporosity and the shift to strongly water-wet rock state improve the prospects for capillary and residual CO2 trapping with greater capacity. Consequently, these findings highlight the importance of laboratory in-situ combustion modeling on consolidated rock over tests that use crushed core, and indicate that depleted combustion stimulated reservoirs may prove to be viable candidates for CO2 storage.

A Green Vehicle Adoptions and Its Impediments: A Bibliometric Review

The green vehicle is responsible for considerably lower emissions than conventional internal combustion engine vehicles and is one of the important components of meeting global commitments on climate change. However, the consumers’ adoption is far beyond expectations. To this end, this paper contributes to the extant literature on green vehicle adoption and its impediments by assessing the publication trends and network visualization leveraging the bibliometric analysis method. Meanwhile, key research clusters are outlined and visualized to analyse the underlying knowledge structure. The 347 articles collected from the Scopus database were later analysed using bibliometric tools, VOSviewer, and Harzing’s Publish or Perish. The results presented in this paper assist researchers with a structured understanding and knowledge of green vehicle adoption research and its impediments.

The Environmental and Economic Importance of Mixed and Boundary Friction

One route to reducing global CO2 emissions is to improve the energy efficiency of machines. Even small improvements in efficiency can be valuable, especially in cases where an efficiency improvement can be realized over many millions of newly produced machines. For example, conventional passenger car combustion engines are being downsized (and also downspeeded). Increasingly, they are running on lower-viscosity engine lubricants (such as SAE 0W-20 or lower viscosity grades) and often also have stop–start systems fitted (to prevent engine idling when the vehicle is stopped). Some of these changes result in higher levels of mixed and boundary friction, and so accurate estimation of mixed/boundary friction losses is becoming of increased importance, for both estimating friction losses and wear volumes. Traditional approaches to estimating mixed/boundary friction, which employ real area of contact modelling, and assumptions such as the elastic deformation of asperities, are widely used, but recent experimental data suggest that some of these approaches underestimate mixed/boundary friction losses. In this paper, a discussion of the issues involved in reliably estimating mixed/boundary friction losses in machine elements is undertaken, highlighting where the key uncertainties lie. Mixed/boundary lubrication losses in passenger car and heavy-duty internal combustion engines are then estimated and compared with published data, and a detailed description of how friction is related to fuel consumption in these vehicles, on standard fuel economy driving cycles, is given. Knowing the amount of fuel needed to overcome mixed/boundary friction in these vehicles enables reliable estimates to be made of both the financial costs of mixed/boundary lubrication for today’s vehicles and their associated CO2 emissions, and annual estimates are reported to be approximately USD 290 billion with CO2 emissions of 480 million tonnes.

Performance Evaluation of Low-Concentration Methane Combustion in a Four-Layer Gradually-Varied Porous Burner

ABSTRACT Porous media combustion (PMC) has made a comeback as a practical technology for the utilization of low-concentration methane (LCM) from coal mining. However, the conventional direct-fired PM burner still suffers from the rampart of flame stability and combustion efficiency not addressing industrial demands. Herein, a four-layer gradually-varied porous burner was innovatively developed for LCM combustion to investigate combustion performance under lean combustion conditions (CH4 volume fraction below 5%). The methane conversion, pollutant emissions, and flue gas temperature were also evaluated in detail. The results indicated that the burner offered a favorable combustion resistance due to the gradually-varied PM arrangement to heighten combustion stability with subtle temperature fluctuation and flame migration. The flammability limit of LCM was extended to the lowest equivalence ratio of 0.43 with stationary combustion at 240°C for 120 min. The energy efficiencies of the LCM combustion under lean combustion conditions were greatly boosted with the highest combustion and thermal efficiencies attained at 99.52% and 70.05%, respectively. The maximum 99.93% CH4 conversion was acquired at an equivalence ratio of 0.45 and a flow rate of 80 L/min. LCM combustion in the burner achieved extremely low pollutant emission levels and the overall CO and NOx emissions were 58.04 ppm and below 23 ppm respectively under the experimental conditions. In addition, the high-quality flue gas with an average temperature of more than 516°C was detected in the operating process, which allowed the available heat utilization at the coal mine scenes or in other industries.

Using Hydrogen to Decarbonize the Brick and Tile Industry

For a significant reduction of carbon dioxide (CO2) emissions, it is assumed that hydrogen (H2) will substitute natural gas in the upcoming years. Therefore, the operational limitations of the existing burner technology must be evaluated when the hydrogen content in the fuel is increased. To investigate the H2-readiness of typical burners, numerical simulations and experimental investigations were carried out in test facilities and in an industrial tunnel kiln system in the brick and tile industry. The results of the examination of the existing conventional burner for natural gas and an additive manufactured dual-fuel burner for natural gas and H2 will be presented. The investigations carried out so far suggest that it is possible to use H2 in addition to natural gas as a fuel gas for tunnel kilns in the brick and tile industry. Ongoing investigations by means of simulations and measurements of the industrial tunnel kiln will provide further insights into this.

Beyond the Current State of the Art in Electric Vehicle Technology in Robotics and Automation

The improvement of electric vehicles and their parts is currently the subject of several recent innovations, with an emphasis on advancements in batteries, energy management systems, autonomous features, and charging infrastructure. The current logistics and transportation (L&T) systems comprise heterogeneous fleets made up of both conventional internal combustion engine cars and other vehicle types that use environmentally friendly technology, such as electric and plug-in hybrid vehicles. This helps significantly to the development of the upcoming generations of electric vehicles and promotes a more sustainable and effective ecosystem. This article offers insights into the most recent advancements in the field of electric cars (EVs) as new and innovative EV technologies based on data and statistics from science that may prove to be technically possible by 2030. Potential design and modeling techniques, including digital twins with linked IoT, are discussed in this paper. Additionally, all EV-related topics are covered, including hard-core battery material sciences, power electronics, and powertrain engineering, as well as market and environmental considerations and prospective technological obstacles and research gaps. This investigation is interesting since it offers thorough information on every facet of EVs. In conclusion, we offer to the readers several open issues in the field of EV as well as specific research directions to wrap up our work.

Optimization of PEMFC pressure control using fractional PI/D controller with non-integer order: design and experimental evaluation

The fuel-based proton exchange membrane (PEM) fuel cell is a promising technology for clean energy production owing to the several advantages including high efficiency (around 80% theoretical), quiet in operation, and almost zero emission as compared to conventional internal combustion engine. Only hydrogen and oxygen are supplied at the anode and cathode, respectively to generate power and water is produced as by product. However, it suffers to achieve its maximum theoretical efficiency due to lack of flow/pressure management of hydrogen and oxygen in the PEMFC stack which also causes flooding within the cell and reduce the performance of the catalyst and reduces the efficiency. The higher efficiency can be achieved with the proper control of the hydrogen and oxygen inlet flow rate and pressure at the PEMFC. Since it’s crucial to maintaining a consistent supply of exponential pressure, the main focus of this work is pressure regulation at the PEMFC cathode side. A fractional PI/D controller is designed to operate the PEMFC system more realistically. There are three primary objectives of this research work. In the first step, monitoring the PEMFC operating pressure to find out the suitable fractional PI-D controller for a given resilience level, which has the lowest Integration Absolute Error (IAE) to disturbances. The robustness level and/or threshold peak is considered as a tuning parameter for the evaluation. Second, compare the best IAE performance of the fractional PI-D controller with that of simple SIMC rules, where a certain level of resilience is achieved by varying the SIMC tuning variable. Through this comparison, the effectiveness of the recommended controller in achieving the optimal plant performance is evaluated. Thirdly, design a non-integer order PEMFC plant with a fractional controller using MATLAB software and compare the results with existing models. This comparison provides insight into the practical performance of the proposed controller. The results shows that the developed fractional PI/D controller is able to control the pressure very efficiently at the PEMFC cathode side. The findings further emphasise on the important to consider the resilience and robustness levels at the time of developing control systems for PEMFCs. The efficacy of the suggested unique technique is further confirmed by contrasting the suggested controller with the developed models.

Potential of Hydrogen Internal Combustion Engine for the Decarbonised Passenger Vehicle

CO2 regulations are becoming very stringent due to the goal of reducing greenhouse gases and achieving carbon neutrality. It has already become a common situation that electric vehicles are emerging as eco-friendly power systems rather than vehicles equipped with conventional internal combustion engines and their share in the market is increasing. However, even with an internal combustion engine, CO2 can be drastically reduced if a carbon-free fuel such as hydrogen is used. Raw nitrogen oxides (NOx) emissions can be overcome to a certain level through ultra-lean burn operation, but in order to balance the amount of hydrogen and air in the limited space of the combustion chamber, a drop in the engine’s maximum output should be accepted. Hyundai Motor Company (HMC) also previously developed an engine using hydrogen fuel (), but was unable to progress to mass production. Since then, hybrid technology has become popular, and with the development of hydrogen injection devices, an era has arrived where mass production becomes a possibility. For this reason, studies on internal combustion engines using hydrogen fuel based on existing spark ignition or compression ignition engines are rapidly increasing. In this study, a hydrogen fuel engine was designed and manufactured based on the mass produced gasoline spark ignition engine. CO2 level was confirmed from initial performance evaluation, and it was found that raw NOx levels and maximum power were in a trade-off relationship with each other under the same air-charging system application. In addition, the method to improve maximum engine torque was verified while maintaining the raw NOx level, and the maximum engine power improvement level was confirmed when raw NOx emissions were allowed to increase. Thereby the potential of the carbon-neutral internal combustion engine has been demonstrated.

Factors influencing household VMT considering differences between ICE and electric vehicles

AbstractThis study examines factors affecting household vehicle miles traveled (VMT) with a focus on the differences between electric vehicles (EVs) and conventional internal combustion engine vehicles (ICEVs). This study mainly utilizes detailed individual‐level data from the 2017 National Household Travel Survey‐California Add‐on (2017 NHTS‐CA). We first classify households into three groups such as (1) households with only ICEVs, (2) households with only EVs, and (3) households with both ICEVs and EVs. We then employ ordinary least square regression models to analyze the determinants of household VMT across three groups. Second, we focus on households with both ICEVs and EVs to look at the substitute patterns between ICEVs and EVs. We employ a fractional logit model to analyze the factors affecting the share of EVs' VMT in total household VMT. Key findings are as follows. First, households with only EVs tend to have lower household VMT than others. Second, available charging stations near residential locations lead to longer households VMT in households with only EVs. Third, employment density has different effects on household VMT by groups. For instance, high employment density leads to shorter household VMT in households with only ICEVs and with both ICEVs and EVs. On the other hand, high employment density reveals a statistically positive effect on household VMT in households with only EVs. Lastly, in households with both ICEVs and EVs, the share of EVs' VMT is likely to increase in total household VMT if EVs are used more for work trips and shopping/family errands.

Experimental study on variation characteristics of combustion heat load in circulating fluidized bed under fuel high-temperature preheating modification

This study introduces an innovative application of fuel high-temperature preheating modification technology to circulating fluidized bed (CFB), intending to enhance the variable load rate of CFB and reduce its NOx emissions. The variable combustion heat load (CHL) experiments were conducted on a novel CFB experimental platform comprising a preheating modification device (PMD) and CFB. The findings indicate that implementing fuel high-temperature preheating modification technology allows the CFB to operate stably within the range of 30%–100% CHL while maintaining superior combustion efficiency. Moreover, it reduces NOx emissions by over 28% compared to conventional combustion. The decrease in NOx emissions can be attributed to the fuel's preheating modification process inhibiting NOx production and establishing conditions conducive to NOx reduction in CFB. Furthermore, after employing the fuel high-temperature preheating modification technology, the CHL change rate of CFB reached 1.79%/min and 2.27%/min for the transition from 50% CHL to 75% CHL and from 75% CHL to 100% CHL, respectively. These rates represent an increase of 1.59 and 1.80 times compared to the rates observed in conventional combustion processes. The increase in the CHL change rate of different CHL variation intervals is primarily due to the production of high-temperature coal gas and modified char following fuel preheating modification. High-temperature coal gas exhibits a rapid combustion rate, while modified char has a smaller particle size, more developed pore structure, and enhanced reactivity than raw coal.

Simulation methodology and numerical comparison of boxer and opposed free piston linear generator configuration in 0D/1D environment

Free Piston Linear Generators (FPLGs) are thermal machines suitable for both stationary power generation unit (PU) and vehicle propulsion. They convert chemical energy from the fuel into electric energy to charge a battery using a linear electric generator. Due to the reduction of friction losses and the ability to work with different compression ratios, FPLGs are potentially characterized by high overall global efficiency with respect to a conventional alternative internal combustion engine. Like conventional internal combustion engines, FPLGs have several configurations: single piston, dual piston, opposed piston and boxer are the configurations considered in this work. Two configurations are compared in this paper from a functional and energetic perspective: opposed piston (Opposed) and Boxer. This is done with the aim to highlights pro and cons of these configurations. They are modelled using the 0D/1D modelling coupling GT-Power® and Simulink®. The comparison between the two configurations was done modelling the architecture with the same size and in two-strokes operating mode. The comparison of the two configurations highlights differences between them in terms of scavenging process, thermodynamic efficiency and global energy efficiency, putting in evidence what aspects need to be improved for each configuration and what are their advantageous features. Boxer configuration can provide less power due to lower volumetric efficiency compared to the Opposed configuration. Boxer configuration can provide 102.2 kW while Opposed can provide 110.0 kW at full load with a frequency of 20 Hz (equivalent to 1200 rpm). The Opposed configuration results in lower heat loss but higher energy lost at the exhaust. The final balance shows that Boxer configuration has a slightly higher brake efficiency (equal to 28.9 %) compared to the value found for Opposed (27.6 %).

Film Cooling Modeling in a Turbine Working under the Unsteady Exhaust Flow of Pulsed Detonation Combustion

Pressure gain combustors (PGCs) have demonstrated significant advantages over conventional combustors in gas turbine engines by increasing the thermal efficiency and reducing the pollution emission level. PGCs use shock waves to transfer energy which contributes to the increase in outlet total pressure. One of the major obstacles in the actual implementation of PGCs in the gas turbine cycle is the exploitation of the highly unsteady flow of the combustor outlet with the downstream turbine. Because of the higher outlet temperature from the PGCs, the turbine blade cooling becomes essential. Due to the highly fluctuating unsteady flow of PGCs, 3D CFD simulation of turbines becomes very expensive. In this work, an alternative approach of using a 1D unsteady Euler model for the turbine is proposed. One of the novel aspects of this paper is to implement the turbine blade cooling in the unsteady 1D Euler model. The main parameters required for the turbine blade cooling are the cooling air mass flow rate, temperature, and pressure. Due to the introduction of coolant flow, the blades are no longer adiabatic and the mass flow rate across the turbine is not constant. Comparing the 1D Euler results against zero-dimensional calculation and 3D CFD approach showed a very good match for both steady and unsteady simulations confirming the applicability of the 1D method.

Technical, Environmental, and Economic Analysis Comparing Low-Carbon Industrial Process Heat Options in U.S. Poly(vinyl chloride) and Ethylene Manufacturing Facilities.

Electrification and clean hydrogen are promising low-carbon options for decarbonizing industrial process heat, which is an essential target for reducing sector-wide emissions. However, industrial processes with heat demand vary significantly across industries in terms of temperature requirements, capacities, and equipment, making it challenging to determine applications for low-carbon technologies that are technically and economically feasible. In this analysis, we develop a framework for evaluating life cycle emissions, water use, and cost impacts of electric and clean hydrogen process heat technologies and apply it in several case studies for plastics and petrochemical manufacturing industries in the United States. Our results show that industrial heat pumps could reduce emissions by 12-17% in a typical poly(vinyl chloride) (PVC) facility in certain locations currently, compared to conventional natural gas combustion, and that other electric technologies in PVC and ethylene production could reduce emissions by nearly 90% with a sufficiently decarbonized electric grid. Life cycle water use increases significantly in all low-carbon technology cases. The levelized cost of heat of viable low-carbon technologies ranges from 15 to 100% higher than conventional heating systems, primarily due to energy costs. We discuss results in the context of relevant policies that could be useful to manufacturing facilities and policymakers for aiding the transition to low-carbon process heat technologies.

Proposed solution for the electrification of a motor vehicle formerly powered by an internal combustion engine (case study: Oltcit)

A vehicle powered by electricity is a kind of alternative fuel-powered automobile that uses electrically powered engines and controllers for them in place of a conventional internal combustion engine. Instead of burning a carbon-based fuel, power is generated using battery packs. This not only results in monetary savings but also has an extremely reduced negative influence on the surrounding natural environment. The high price that a buyer must pay to get one of the electric cars that are now on the market is one disadvantage. In this article, we explore the possibility of developing an electric vehicle with the use of an electrical conversion kit. The fundamentals and constituent parts of electric car systems will be broken down, and the procedure for transitioning from an internal combustion engine vehicle to an electric vehicle will be analyzed in this paper.

Experimental investigation and optimization of dual fuel combustion using diesel/gasoline and Bio-oil extracted from Co-thermal liquefaction of paint/biomass wastes: An approach towards waste to energy

A higher-grade transport fuel from both non-biodegradable paint waste and biomass plant Prosopis Juliflora is obtained in the most economical and eco-friendly way by hydrothermal liquefaction process. The yielded bio-oil is experimented on a diesel engine in dual fuel combustion (DFC) strategy and compared with the conventional diesel combustion (CDC). In DFC, the secondary fuels (gasoline, bio-oil, and premixed gasoline-bio-oil blends) are port injected at different premixed ratios (10, 20 and 30%), while the primary diesel fuel is directly injected into the cylinder. DFC of diesel - bio-oil (DB) exhibited higher brake thermal efficiency than premixed gasoline at all power outputs and performed closer to neat diesel. Lower smoke emission is observed in DB than neat diesel and the DFC of diesel-gasoline (DG) at all conditions. At 30% premixed ratio, the smoke opacity of DFC of diesel and premixed bio-oil - gasoline (DGB) is 65.7% and 68% respectively compared to that of CDC (76.4%). At all loads, average NOx emission of DGB (20% gasoline) is abated by 23.2, 7.8 and 12.9% than CDC and 20% of DB and DG respectively but almost equal to neat diesel at full load. The experimental data are used to train an artificial network (ANN) and the trained ANN is used to generate sufficient data for optimizing the fuel concentration using TOPSIS algorithm to realize an overall improved performance and emissions. The optimized combustion modes arrived from this study are: CDC for 25% load, DFC of DGB (D90G2B8) for 50% load and DFC of DB for 75% (D89B11) and 100% (D86B14) loads.

Experimental study of peripheral fuel injection for higher performance in diesel engines

In conventional diesel combustion (CDC), a centrally located multi-hole injector supplies fuel radially outwards. This study introduces and explores the concept of peripheral fuel injection (PeFI) to supply fuel from multiple locations on top of the combustion chamber using several single-hole injectors. The PeFI concept is designed to eliminate flame-wall and jet-wall interactions, and, ideally, to produce independent flames without any interference. PeFI is also intended to increase air entrainment in the near field and thus, reduce equivalence ratio at the lift-off length and subsequent soot formation. PeFI reduces wall heat transfer compared to CDC although this feature is not considered in the present study. The two methods of fuel injection are compared in a non-reacting optical chamber via high-speed imaging of the jets. N-heptane fuel at 1500 bar supply pressures is injected into a test chamber filled with nitrogen at engine relevant ambient densities of 23.0 and 18.5 kg/m3. Four configurations are trialed including a six-hole central injector and six, single-hole PeFI injectors with holes oriented at a layout angle, defined as the angle between the center of the fuel jet and chamber radius, of 0°, 15°, and 30°. Flow visualizations show jet-to-jet interactions at small layout angles for PeFI, but little to no jet-to-jet (or jet-wall) interference as the layout angle increases to 30°. Image analysis reveals that PeFI provides faster rate of injection, longer jet penetration length, greater width near the jet tip, and larger jet volume compared to those for the central injector. Overall, results demonstrate the potential of PeFI to simultaneously improve fuel efficiency and reduce emissions in diesel engines.

Multi-Criteria Analysis of Semi-Trucks with Conventional and Eco-Drives on the EU Market

The research provides a comparative theoretical investigation of the operational characteristics of an electric semi-truck and vehicles powered by conventional combustion engines using diesel fuel, hydrotreated vegetable oil (HVO), and methane (including biomethane) in the dual fuel configuration. The Volvo tractor units that are offered for retail in 2024, namely the Volvo FH Electric, Volvo FH500 in dual fuel configuration, and Volvo FH500TC Diesel Euro VI, were chosen for comparison. The considerations encompassed include the road tractor’s mass, energy usage, power-to-weight ratio, dynamics, ability to recharge or refuel, payload restrictions, impact on logistics expenses, compliance with regulations on drivers’ working hours, and a report on carbon dioxide emissions. The study concludes by discussing and drawing conclusions on the competitiveness of different drive types in truck tractors, specifically in relation to identifying the most suitable areas of application. Synthetic conclusions demonstrate the high effectiveness of the electric drive in urban and suburban conditions. However, vehicles equipped with internal combustion engines using renewable fuels fill the gap in energy-intensive drives in long-distance transport.

Stability of a Ro-Ro Ship: An Assessment of the Impact of Electric Vehicle Transportation

In terms of service lives, ships have the ability to remain operational for extended periods of time, potentially exceeding several decades. Changes in machinery and equipment are dependent on technological improvements. The above change is most noticeable in the components that make up ship systems. Nonetheless, the movement of ships on the water involves research into a variety of topics, including static-dynamic equilibrium and the demands of speed and power. The study focuses on the growing fascination with electric automobiles, which can be ascribed to technology improvements, environmental policies, and the concept's widespread acceptance. As a result, there has been a boom in interest in purchasing electric vehicles and using them for transportation. When conventional internal combustion engine automobiles are considered during the design process of marine vessels that transport land vehicles, it is expected that electric vehicles (EVs) will be primarily transported by Roll-on/Roll-off (Ro-Ro) ships in the foreseeable future. However, weight discrepancies exist between electric vehicles and other models in the same category. The significant weight attributed to batteries emphasizes the significant possibility for advancement in modern battery technology. The purpose of this research is to look into the variations in the stability of a Ro-Ro vessel when transporting an equal number and weight of EVs and conventional automobiles.

Engine behavior analysis on a conventional diesel engine combustion mode powered by low viscous cedarwood oil/waste cooking oil biodiesel/diesel fuel mixture – An experimental study

Binary biofuel is the best alternative source that completely replaces petroleum-based fuel. In this study, we have experimented with the waste cooking oil and cedarwood oil as biofuel in a DI CI engine for various proportions and related its combustion, emission, and performance characteristics to those of base diesel. This study aims to eliminate the utilization of fossil fuel in a diesel engine by introducing green binary fuel (low viscous fuel resulting from the blending of cedarwood oil with WCO biodiesel) successfully. The objective of the study is to convert cedarwood – WCO into green binary fuel and investigate its performance, emission, and combustion properties. The transesterification process is utilized for the enhancement of WCO as biodiesel. It occasioned a reduction in brake thermal efficiency as the addition of waste cooking oil in the blend increased. At the same time, the maximum value of BTE of 27.8% was attained for B10C90 (10% transesterified waste cooking oil and 90% cedarwood oil in volume), whereas it was 28.1% for diesel at maximum load conditions. The BSEC was 15.4 MJ/kW-hr for B10C90 and 12.8 MJ/kWhr for diesel. The emission characteristics, CO, HC, NOx, CO2, and smoke for B10C90 were 17.93 g/kWhr, 0.55 g/kWhr., 20.09 g/kWhr, 2210.9 g/kWhr, and 25.55%. Combustion features such as NHRR, burn duration, MPRR, combustion efficiency, Ignition delay, and coefficient of variance for B10C90 were 53.74 bar, 29.38 CAD, 4.71 bar/CAD, 99.7%, 7.01 CAD, and 4.73% respectively. It showed that B10C90 had comparable performance (BTE) and combustion values to mineral diesel with better emission characteristics.