Cumulative Heat Release Rate Research Articles

Mechanical properties of cellulose nanocrystal modified cement/fly ash pastes under various water/binder ratios

This study investigates the effect of cellulose nanocrystal (CNC) on the mechanical properties of cement/fly ash pastes under various water/binder ratios through a series of tests, including mechanical test, isothermal calorimetry test, X-ray diffraction test, and mercury intrusion porosimetry test. The results indicate that CNCs have a significant enhancing effect on the mechanical properties of cement/fly ash-cement pastes, with this enhancement being influenced by fly ash and water/binder ratio. CNC has an evident promoting influence on the cumulative heat and heat release rate of cement/fly ash-cement pastes. Higher CNC dosage exhibits a faster hydration reaction in cement pastes with 10 % fly ash. Additionally, with an increase in CNC dosage, there is a rise in the hydration product dosage of cement/fly ash-cement pastes, accompanied by an increase in the proportion of gel pores and transition pores. The study provides insights into potential applications of CNC to enhance the mechanical performance of cement/fly ash-based composites in construction industry.

Role of analytical methods in verifying biodiesel upgrades: Emphasis on nanoparticle and acetone integration for enhanced performance, combustion, and emissions

AbstractThis study aims to address critical challenges such as global warming and energy sustainability by targeting the reduction of high NOx emissions in diesel engines. The effects of acetone (AC) and magnesium oxide (MgO) nanoparticles (NPs) as additives in improving the physicochemical properties of biodiesel derived from renewable, nonedible Pistacia terebinthus oil, which is abundant in Turkey and has a high free fatty acid (FFA) content of 5.8%, were investigated. Due to the high FFA content, a two‐step (esterification followed by transesterification [TR]) method was used for biodiesel production. Additionally, a quantitative analysis of biodiesel obtained by both single (TR) and two‐step methods was performed to address a gap in the literature. The addition of AC and MgO NPs to B20 (80% diesel fuel and 20% biodiesel) fuel resulted in reductions in the rate of pressure rise, instantaneous energy release, cylinder pressure, mean gas temperature, and cumulative heat release rate. However, brake‐specific fuel consumption increased, and brake thermal efficiency decreased. Emissions analyses showed a reduction in CO emissions by 6.65% with AC and 2.10% with AC + MgO, and a reduction in NOx emissions by 41.64% with AC and 46.03% with AC + MgO. However, hydrocarbon emissions increased by 26.48%. The study highlights the synergistic benefits of AC and MgO additives in biodiesel, presenting a viable strategy for improving the environmental and performance metrics of biodiesel blends. It provides new insights into alternative fuel formulations.

Effect of using borax decahydrate as nanoparticles additive in blends of spirulina biodiesel/diesel on combustion characteristics and knock intensity

Abstract In this extensive investigation, the impact of borax decahydrate as a fuel additive in a diesel single-cylinder engine was rigorously examined. Borax decahydrate was introduced at concentrations of 5, 15, 25 and 35 g in 500 ml of biodiesel, forming five unique fuel mixtures with conventional diesel: 90% diesel + 10% spirulina biodiesel (SB10), SB10 + 1 g borax decahydrate (SB10B1), SB10 + 3 g borax decahydrate (SB10B3), SB10 + 5 g borax decahydrate (SB10B5) and SB10 + 7 g borax decahydrate (SB10B7). The investigation encompassed four diverse loading conditions and yielded insightful findings. Notably, at full load, SB10B3 exhibited a higher cylinder peak pressure than diesel, reaching 69.25 bar. Heat release rate profiles demonstrated superior efficiency for SB10 at 50% load, with a cumulative heat release rate of 950 J/°CA, which is lower than the 1050 J/°CA of diesel. Knock intensity (KI) evaluations revealed that, although SB10 and SB10B1 exhibited higher KI than diesel at full load due to elevated peak pressure, SB10B7 showed no knocking across all loads, indicative of reduced in-cylinder combustion. This meticulous numerical analysis emphasizes the potential of borax decahydrate as a catalyst and enhancer, providing valuable insights into the combustion dynamics of these alternative fuel blends and their viability for sustainable and efficient engine performance. In summary, out of all the blends, SB10B3 could be a potential diesel fuel replacement fuel for compression-ignition engines.

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

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

The Combustion and Emission Characteristics of Corn Oil Biodiesel with Titanium Oxide (TiO2) Nano-additive

This experiment produced biodiesel from corn oil through transesterification. Fuel mixture proportions were changed to assess engine performance and reduce fossil fuel emissions. This study examined brake power, mean effective pressure, mechanical efficiency, brake thermal efficiency and indicated thermal efficiency, and emissions such as hydrocarbons, carbon monoxide and NOx. 20% of corn oil was blended with diesel to make biodiesel. The fuel characteristics of the corn oil methyl ester matched ASTM standards. Experimental results were obtained by operating a single-cylinder four-stroke diesel engine under various load conditions. Titanium oxide nanoparticles in the biodiesel reduced HC and CO engine emissions whereas, there was an increase in CO2 and NOx emissions. Combustion parameters such as cumulative net heat release rate and fuel line pressure decreased whereas, cylinder pressure and net heat release rate increased; the sample BD20 + 100 ppm TiO2 sample exhibited appreciable results.

Experimental Studies to Reduce Usage of Fossil Fuels and Improve Green Fuels by Adopting Hydrogen–Ammonia–Biodiesel as Trinary Fuel for RCCI Engine

Experimental Studies to Reduce Usage of Fossil Fuels and Improve Green Fuels by Adopting Hydrogen–Ammonia–Biodiesel as Trinary Fuel for RCCI Engine

Experimental investigation of Chia (Salvia Hispanica L) seed oil as a novel promising feedstock for the CI engine

Chia (Salvia hispanica L.) seed oil is a novel renewable energy resource for synthesis of biodiesel. In the current research work, chia seed oil methyl ester (CSME) was synthesized by transesterification using an alkaline catalyst (CH3ONa-0.42%) and alcohol (methanol to oil molar ratio of 6:1) at 65 °C, which yields 96.58%. The synthesized CSME was characterized by GC-MS and FTIR analysis. Effect of various CSME biodiesel-diesels blends (CSME10, 20 and 30) on engine performance, exhaust emission, and combustion was studied at various engine loads. The obtained results reveal that maximum brake thermal efficiency (BTE) using CSME10 was observed to be 30.29%, which is closer to diesel fuel (DF). Similarly, the brake specific energy consumption (BSEC) of the diesel engine using CSME10 increased only by 2.14%, whereas using CSME20 and CSME30, the BSEC increased to about 4.55% and 8.16%, respectively. The combustion parameters showed a maximum reduction in cylinder pressure and cumulative heat release rate as 1.87% and 1.32%, respectively, for CSME10 as compared to DF. The emissions showed significant reductions of NOx, HC, CO, and smoke as 1.24%, 1.51%, 3.03%, and 2.14%, respectively, with CSME10 as compared to DF. Therefore, CSME10 is the optimal alternative fuel for diesel engines.

Combined mixture process design approach for flexible fuel maps development of ternary blends operated gasoline engine

Alternate means of harnessing energy are currently being researched. However, not all demographics are in a position to switch over to these alternatives while complying with the change in existing infrastructure. The present study aspires to evaluate the effectiveness of ternary fuel blends in existing automotive engines to offer a more flexible mode of operation without demanding any modifications to the existing spark-ignition (SI) engine. It focuses on the compatibility between biofuels and pure gasoline as a flexi-fuel alternative in internal combustion engines (ICE) for improved combustion characteristics. Butanol and Lemon Peel Oil (LPO) are highly competitive renewable biofuels for use in internal combustion engines due to their many advantages. Empirical research is conducted on studying mixtures at different engine speeds and blend concentrations. Accordingly, a combined mixture process design model is developed by virtue of the Design of Experiments (DOEs). ANOVA or analysis of variance method is employed, in addition, to determine the influence of input parameters on output parameters. From the results, it is observed that utilizing pure gasoline or a blend with 90% gasoline produced the least amount of peak cylinder pressure (Pmax) alongside minimum levels of mean gas temperature (MGT), and cumulative heat release rate (CHRR). This indicated a lower efficiency of fuel combustion when using higher proportions of gasoline in the blend. Additionally, engine speed is found to have a significant influence over all the performance parameters where it exhibited an inverse relationship which showed that higher engine speed produced inferior results and vice versa. The desirability matrix yields the most optimal blend, displaying a substantial desirability score of 0.683 running on 50% gasoline, 20% n-butanol, and 30% LPO, at 1523.485 rpm. A comparison between the results of Pmax, CHRR, and MGT between pure gasoline and the optimal blend yields a performance enhancement of 16%, 0.5%, and 6.4%, respectively. Overall, from the research, both butanol and LPO meet the ascribed expectations and are observed to significantly enhance the different combustion parameters. These results can thus be further extrapolated to ascertain the partial replacement of straight gasoline in real-life scenarios with butanol and LPO.

Analysis of an innovative combustion chamber with the wall guided fuel injection in a small diesel engine

This paper has included the effects of different bowl geometries which has the wall guided fuel injection. Bowl geometries, which affect in-cylinder air flows, have a great influence on the change of mixture formation. Also, the region where the fuel hits in the bowl affects all engine parameters. In this presented numeric study, the standard combustion chamber geometry of a single-cylinder, air-cooled, and direct-injection diesel engine is compared with the designed new combustion chamber. Four different rotation angles (0°, 7.5°, 10°, and 15°) were determined for the new combustion chamber geometry and compared with the standard geometry. The three-dimensionally modeled bowl geometries in 3D Computational Fluid Dynamics simulation were examined in terms of in-cylinder pressure and temperature, instantaneous and cumulative heat release rate, exhaust emissions (NO, soot, CO, and CO2), temperature/spray, and equivalence ratio/spray at different CA’s. The effects of the different rotation angles of the designed new bowl geometry on both the air movement and the region where the fuel hits were investigated for the engine parameters. When the results obtained are examined, maximum in-cylinder pressures for standard combustion chamber, new combustion chamber 1, new combustion chamber 2, new combustion chamber 3, and new combustion chamber 4 geometries were obtained 79.5, 75.2, 78, 78.1, and 78 bar respectively, and the maximum in-cylinder temperatures were found 1766, 1742, 1805, 1817, and 1818 K, respectively. According to the results obtained from the numerical analysis, CO, CO2, and soot emissions decreased while NO emissions increased in the new combustion chamber, compared to the standard combustion chamber. Examined the spray distributions in bowl, it was seen that the fuel sprays distributed more homogeneously and flame propagates which is spread throughout the chamber in the new combustion chamber type, which improved the mixture formation. The wall guided fuel flow in the novel designed chamber geometries beneficial to turbulence kinetic energy, spray distribution, emissions.

Experimental study on combustion and emission characteristics of diesel engine with high supercharged condition

The effect of diesel engine continuous strengthening on combustion and emission remains to be clarified. This study tested combustion and emission processes at different intake pressures on a single-cylinder diesel engine. The results show that the combustion of diesel engine after continuous strengthening is concentrated in diffusion and post-combustion periods, the overall heat release slows down, and the power increment decreases gradually. When the intake pressure increases to 0.25MPa, the premixed heat release peak almost disappears, while the value of diffusion combustion period increases significantly. Meanwhile, the gravity center of combustion moves backward and the cumulative heat release rate decreases. The power increases by 95% as the intake pressure increases from 0.15MPa to 0.25MPa, but only 44% as it further increases to 0.36MPa. Meanwhile, the exhaust temperature increases after high supercharging. The above effects are more prominent at high excess air coefficient and low speed. Moreover, with the decrease of excess air coefficient, the proportion of heat release in the post-combustion stage to the whole combustion increases and the power increment is limited. However, the thermal efficiency decreases approximately linearly and the fuel consumption rate increases sharply. In addition, as the excess air coefficient decreases, the exhaust temperature increases, PM increases and NOx decreases. The above effects are more pronounced at higher boost ratio.

Feasibility study on raw Simarouba glauca oil as an alternate fuel in a diesel engine and comparative assessment with its esterified oil

In this work, the influence of raw Simarouba glauca Seed Oil (SSO) and its biodiesel (SSOB) is studied in terms of its performance, combustion and emissions of a four-stroke, single-cylinder, direct injection and water-cooled diesel engine. 10 different fuel blends are used such as R10 (10% SSO + 90% diesel), R20, R40, R60, R100 (100% SSO), B10 (10% SSOB + 90% diesel), B20, B40, B60 and B100 (100% SSOB), and they are compared with the diesel. The experiment is carried out at a constant speed of 1800 rpm and a compression ratio of 17.5:1 with four loading conditions of 0, 1.75, 3.5 and 5 kW. The results have shown a slight loss in the performance and inferior combustion on higher blends. At higher loads, Brake Thermal Efficiency (BTE) of SSO and SSOB blends have decreased in the range of 4.11–9.00% and 0.96–7.53%, respectively, while the Brake Specific Energy Consumption (BSEC) of SSO and SSOB blends get increased when compared to the neat diesel. For SSO blends, the Net Heat Release Rate (NHRR) and Cumulative Heat Release Rate (CHRR) are in the range of 15–48% and 1.8–15.8% which is lower than the diesel, respectively. On the other hand, SSOB blends have proved with higher BTE, NHRR and CHRR than the respective SSO blends. NOx emissions of SSO blends are in the range of 9.22–20% which is lower than that of the pure diesel at higher loads. Meanwhile, HC and CO emissions of SSO blends are slightly higher than the pure diesel and SSOB blends, respectively. It is due to the reasons such as reduced viscosity, better atomisation, and enhanced heating value of SSOB blends after the esterification process compared to the SSO blends. From the investigation, it has been concluded that the Compression Ignition (CI) engine could run satisfactorily on raw oil blends without any alterations in the engine. However, the performance and emission levels are inferior to the Bio-Diesel (BD) blends.

A numerical approach in the investigation of the effects of diethyl ether and ethanol mixtures on combustion characteristics and NO emissions in a DI diesel engine

In this study, the effects of adding ethanol and diethyl ether to diesel fuel on combustion characteristics and NO emissions were numerically investigated. 100% diesel fuel (D100) and by volume 90% diesel+10% ethanol blend (D90E10), 80% diesel+20% ethanol blend (D80E20), 80% diesel+10% ethanol+10% diethyl ether blend (D80E10DEE10) and 85% diesel+ 10% ethanol+5% diethyl ether mixture (D85E10DEE5) was used as fuel. Analyzes were carried out using a single cylinder direct injection diesel engine at 2000 and 3000 rpm engine speed conditions. AVL FIRE software was used for numerical study. In-cylinder pressure, cumulative heat release rate, turbulent kinetic energy (TKE), NO emissions and velocity distributions in the combustion chamber were investigated for five different fuel types. As a result, the in-cylinder pressure and heat release rate of ethanol and diethyl ether blended fuels were lower than diesel fuel at both speeds. This is due to the calorific value of the fuel. It was observed that NO emissions decreased as the ethanol content in the fuel increased. For both engine speeds, the highest TKE value was obtained in D90E10 mixed fuel, and the lowest value was found in D80E10DEE10 mixture fuel. Ethanol positively affected the turbulent kinetic energy. The flow rate of ethanol was higher than diesel and diethyl ether fuel.

Study on Combustion and Emissions of a Combined Injection Spark Ignition Engine with Natural Gas Direct Injection Plus Ethanol Port Injection under Lean-Burn Conditions.

Conventional ethanol spark ignition (SI) engines have poor fuel atomization and mixture formation. The objective of this paper is to improve the combustion and emission performance of ethanol SI engines under lean-burn conditions through the dual-injection mode with ethanol port injection and compressed natural gas (CNG) direct injection (CDI+EPI). This paper studies the engine performance at 1500 rpm under five CNG direct injection ratios (CDIr) and five excess air ratios (λ). The results show that as the CDIr increases under lean-burn conditions, the following occurs: the minimum advance for best torque (MBT), the coefficient of variation (CoVIMEP), and CO and HC emissions decrease; the crankshaft rotation or time with cumulative heat release rate ranging from 10% to 90% (CA 10–90) and NOx emissions first decrease and then increase; and torque, peak in-cylinder pressure (Pmax), and the λ limit first increase and then decrease. The larger the CDIr is, the less influence λ has on the MBT. When CDIr = 15%, the CoVIMEP can be effectively reduced, the engine can still work stably in all lean-burn conditions, and the λ limit will reach the maximum value of 1.73, 19.31% higher than that of the original engine (CDIr = 0). When λ = 1.1, CO emissions decrease the most and HC emissions decrease the least. At this time, CO and HC emissions decrease by 1.56 vol % and 30 ppm, respectively, on average for every 0.1 decrease in λ. For CA 10–90, torque, and Pmax, λ = 1.1, 15% CDI, and 85% EPI is the optimal combination under lean-burn conditions. When CDIr ≥ 15%, NOx emissions are at an ideal level. Under lean-burn conditions, direct-injection CNG can form a good stratified natural gas/ethanol mixture in the cylinder, effectively improving the engine’s power and stability and reducing emissions. The λ = 1.1, 15% CDI, 85% EPI combination provides a cutting-edge and outstanding solution for a natural gas/ethanol combined injection SI engine.

Research on application of asymmetrical Pre-chamber in Air-Assisted direct injection kerosene engine

• Effects of asymmetric jet pre-chamber on combustion process of kerosene AADI engines were studied. • The simulation of jet pre-chamber schemes was conducted for combustion optimization. • Engine test on combustion comparison of different ignition schemes was performed. • The asymmetric jet pre-chamber was found to be advantageous to improve combustion performance. Aiming at the power improvement of the aviation kerosene engine caused by the mixture preparation, and slow combustion rate, this paper introduced the design and application of the asymmetric jet pre-chamber on a spark ignition piston-type aviation engine equipped with the kerosene low-pressure air-assisted direct injection (AADI) system. Simulation calculation was conducted on combustion differences between the asymmetric pre-chamber and the traditional symmetrical pre-chamber. Meanwhile, the impacts on the flame combustion duration and heat release process in the main combustion chamber, which was divided into zone A and zone B, by the different jet nozzle orifice diameters and spatial distribution angles in the asymmetric jet pre-chamber were analyzed in the paper; and engine bench tests were performed on the influence of the combustion characteristics and power performance by the asymmetric jet pre-chamber ignition scheme under different control strategies. The simulation results showed that the asymmetric pre-chamber could further improve the combustion reaction rate by 7% and the cumulative heat release rate by 17%, thereby effectively promoting the engine combustion efficiency. And an optimal orifice diameter by 2.00 mm of the two jet nozzle in the zone B existed. Compared with the spatial angle α of these two jet nozzle in zone B by 80°, the spatial angle α of 50° can further be helpful to strengthen the heat transfer between the jet flame in the pre-chamber and the mixture in the main combustion chamber. The test results showed that the asymmetric pre-chamber was beneficial to improve the engine combustion performance by 11.4% under low load and by 16.7% under heavy load conditions. The optimal combustion performance can be obtained by the asymmetric pre-chamber at the condition of λ = 0.7, which resulted in higher jet flame ignition energy and faster combustion progression at the condition of richer mixture. As a conclusion, it is benefit to increase the initial heat release and enhance heat work transfer efficiency in the main combustion chamber of the AADI aviation kerosene engine.

Test research on hydration process of cement-iron tailings powder composite cementitious materials

Cement-based composite cementitious materials (CCMs) were prepared using mechanically ground iron tailings powder (ITP) to partially replace cement. The hydration heat, non-evaporable water (n-EW) content, Ca(OH)2 (CH) content, ITP reaction degree, and mortar compressive strength were tested to understand the hydration of the CCMs. The test results show that the addition of ITP postpones the emergence of the hydration exothermic peak and reduces the hydration cumulative heat release and exothermic rate. Moreover, the n-EW and CH content of the CCM paste at the specified age are lower than those of the cement paste, and the reaction degree of ITP increases with aging. However, it does not exceed 40% at 90d age. Compared with the cement mortar, the composite mortar compressive strength decreases to different degrees, and the rate of decrease declines with age. Early-age high-temperature curing is beneficial to the early hydration of the CCMs. However, it has a lesser or a negative influence on the middle and late hydration. This study shows that the supplementary cementitious effect of mechanically ground ITP changes the hydration process of cement-based cementitious materials, which in turn affects their performance. The result of each test correlates well, laying a reliable foundation for revealing the hydration mechanism of cement-ITP CCMs.

Performance, Combustion, and Emission Characteristics of a Common Rail Direct Injection Diesel Engine Fueled by Diesel/n-Amyl Alcohol Blends With Exhaust Gas Recirculation Technique

AbstractBiofuels are considered as one of the best viable and inexhaustible alternatives to conventional diesel fuel. Alcohols have become very important and popular in the present scenario due to their peculiar fuel properties and production nature. This study examines the effect of n-amyl alcohol and exhaust gas recirculation of 10% and 20% on various engine characteristics of common rail direct injection (CRDI) compression ignition engine. The proportion of n-amyl alcohol varies from 5% to 25% in 5% step (by volume). The obtained results show that diesel/n-amyl alcohol blends decrease the mean gas temperature and cylinder pressure, which is 1.88% and 4.25% less at 75% load for n-amyl alcohol (25%) with conventional diesel fuel. The duration of combustion has shown a hike of 4.66 °CA for 25% n-amyl alcohol (at 75% load) compared to conventional diesel fuel. However, the cumulative heat release rate improved by 12.95% higher for 25% n-amyl alcohol at 75% load due to the extended delay in ignition. While n-amyl alcohol was used, the emission of nitrogen oxide emissions decreased considerably. However, the hydrocarbon (HC) (7–9%) and carbon monoxide (CO) (6–8%) emissions are increased due to inferior fuel properties like high latent heat evaporation of n-amyl alcohol. Compared with other blends, n-amyl alcohol (5%) produced results comparable to conventional diesel fuel, which is 3.6% higher in BSFC, 2.37% higher BTE, and 33.33% higher CO emissions 18.18% more in HC emission, and 17.55% less NOx emission. Without further modification, we can use 25% n-amyl alcohol in the combustion ignition engines. From this evidence, we can summarize that n-amyl alcohol is a biofuel that is both renewable and sustainable, and also it considerably reduces harmful nitrogen oxide emissions. The performance, if needed, can be improved by changing the parameters of the engine.

Effect of Aluminium Oxide Nano Additive on Diesel along with Gasoline Fumigation in Single Cylinder Diesel Engine

The present investigation mainly focuses on overcoming the limitations of gasoline fumigation (GF) in diesel engines by adding up nano fuel additives. Experiments are conducted to ascertain the engine working characteristics in a single-cylinder, four-stroke diesel engine using aluminum oxide (Al2O3) nano additives blended diesel as the main injection fuel along with GF as an inducted fuel. GF was achieved by controlling the electronic injector fitted at the intake manifold using open ECU software. Fuel map for GF was determined based on experiments with three divergent fumigation rates of 10%, 20%, and 30% based on energy consumption and optimized using the design of experiments. The optimization results showed 10% fumigation resulted in better performance and emission characteristics and it is selected for this present investigation. Fumigation results showed a decrease in brake thermal efficiency (BTE) at low and medium loads; increase at high loads.The two different mass fractions of 25 ppm and 50 ppm Al2O3 nano liquid are blended with diesel. Compared to GF with diesel, GF along with 25 and 50ppm Al2O3 nano additives blended diesel showed an increased BTE, maximum in-cylinder pressure, cumulative heat release rate; and reduced smoke opacity, CO, and unburned HC emissions at overall operating conditions. As the dosage level of Al2O3 increases from 25 to 50 ppm results in further enhancement of all working parameters except NOx emission. Finally, the addition of an Al2O3 nano additive is a suitable solution to overcome the limitations of GF in the CI engine.

Effect of Spark Plug Location on Combustion, Performance and Emission of High-Speed Digital Three Spark Ignition (DTSI) Engine Fueled with Gasoline and Hydrogen

<div class="section abstract"><div class="htmlview paragraph">The United Nations sustainable development goals can be met by reduced use of fossil fuels in the power & transportation sector and by protecting the environment. Various efforts to utilize alternative fuels (with low or without carbon contents) in the transportation sector are in the anvil. In this research, an experimental study is performed on a single cylinder gasoline engine of 200 cc with port fuel injection and digital three spark ignition (DTSI). The effect of spark plug location is analyzed using gasoline and hydrogen fuels separately. The combustion, performance, and emissions characteristics are analyzed at 6000 rpm, Wide Open Throttle (WOT) condition with a compression ratio of 11:1 for three different spark plug locations, i.e., at Center, Left-hand side and Right-hand side of combustion bowl. The following are the best results for a centrally located spark plug in comparison with the spark plug located at the sides. The volumetric efficiency is increased by 3.6% and 10% when tested with gasoline and hydrogen fuel; the maximum brake thermal efficiency (BTE) obtained for hydrogen is 38.05%, and gasoline is36.8%. The maximum combustion pressure recorded is 62.5 bar and 54.9 bar for gasoline and hydrogen fuel. The effects of spark plug locations on engine power output, the heat lost to the coolant, the heat lost to exhaust gases, unaccounted heat, heat release rate (HRR), and cumulative heat release rate (CHRR) are also studied. The net heat release rate (NHRR) is increased by 75 % with gasoline and 107 % with hydrogen. The mean gas temperature (MGT) recorded with gasoline is 2746 K, and 2232 K for hydrogen, this decrease in MGT for hydrogen is due to lean burn combustion at 1.6 equivalence ratio. The increase in NOx emission for gasoline and hydrogen fuel is 37.5 % and 58 % as the combustion is proper with increased NHRR, and MGT.</div></div>

Emission Measurement Analysis of Sapodilla Seed Oil Blending Fueled IC Engine

This present work focused on investigating the thermal behavior and emission level of sapodilla oil mixed with diesel to an internal combustion (IC) engine. The behavior of the engine is measured via brake thermal efficiency (BTE), brake-specific energy consumption (BSEC), heat release rate (HRR), cylinder pressure, and cumulative heat release rate (CHRR). The test results were evaluated with diesel fuel. Carbon deposits were low in sapodilla seed oil with slight variation of calorific value than standard diesel fuel. BTE value for case B20 is found to equal diesel fuel. For lower and higher blends, the cylinder pressures are lower than the diesel fuel. HRR decreased as increased of the blend ratio. Inferior blends of sapodilla are emitted lower HC and CO. The BTE of B100 works 88.13% efficiently, similar to diesel for low load conditions. When compared to diesel, a maximum NOx reduction of up to 30% was achieved while using the sapodilla blend. It is found that the oil derived from the sapodilla seed kernels will be the promising additive for fossil fuels for a greener environment.

Combustion characteristics of sugar apple seed (Annona squamosa) oil methyl ester and its blends on compression ignition engine

ABSTRACT In this present investigation, sugar apple seed (Annona squamosa) oil methyl ester (SASOME) is selected for test on the diesel engine and its suitability as an alternative fuel is examined. The viscosity of the SASOME is reduced by blending with diesel in the proportion of 25/75%, 50/50%, 75/25% and 100/0% on volume basis, then compared with diesel fuel. The aim of this study is to examine the effect of fraction of methyl ester in the blends on performance, emission and combustion parameters. The 50% blend shows 6.68% increase in BTE compared to diesel fuel. The reduction in UBC and CO is observed with 50% blend along with increased NO x emissions compared to diesel fuel. The results show the higher value of cylinder pressure, net heat release rate, cumulative heat release rate, mean gas temperature, mass fraction burned and rate of pressure rise with 50% blend compared to that of diesel fuel. Abbreviations: CHRR, cumulative heat release rate; CO, carbon monoxide; CP, cylinder pressure; HBC, unburnt hydrocarbons; MFB, mass fraction burned; MGT, maximum gas temperature; NHRR, net heat release rate; NO x , oxides of nitrogen; RPR, rate of pressure rise; SASOME, sugar apple seed oil methyl ester; %, percentage