Diesel Biodiesel Ethanol Research Articles

Study on Oxidation Activity of Hydrogenated Biodiesel–Ethanol–Diesel Blends

In the pursuit of understanding the oxidation mechanisms of hydrogenated biodiesel fuels and elucidating the combustion behavior of biomass fuels when blended with diesel, this study presents a comprehensive investigation into the reaction mechanism of hydrogenated biodiesel–ethanol–diesel mixtures. We develop a comprehensive reaction mechanism encompassing 187 components and 735 reactions for hydrogenated biodiesel–ethanol–diesel mixtures. Through kinetics analysis under varied conditions, including 1.0 MPa pressure, an equivalence ratio of 1.0, and temperatures of 900 K and 1400 K, we explore the impact of cross-reactions and changing fuel blend ratios on low- and high-temperature oxidation. Our findings indicate that oleic and stearic acid methyl esters serve as better substitutes for representing hydrogenated biodiesel kinetics than methyl decanoate. At lower temperatures, increased hydrogenated biodiesel and ethanol content leads to reduced OH generation, impacting reactivity. Conversely, higher temperatures result in enhanced OH production with increased hydrogenated biodiesel and ethanol concentrations, promoting reactivity. A cross-reaction analysis reveals CH2O as a prominent product, with the CH2O→HCO→CO pathway playing a pivotal role. In summary, our research unveils the intricate oxidation mechanisms of hydrogenated biodiesel–ethanol–diesel mixtures, providing insights into their combustion characteristics and offering implications for optimizing fuel blends for cleaner and more efficient energy solutions.

Impact of Ethanol Blending Ratios on the Unregulated Emissions Issued from the Combustion of Diesel–Biodiesel–Ethanol Mixtures

Impact of Ethanol Blending Ratios on the Unregulated Emissions Issued from the Combustion of Diesel–Biodiesel–Ethanol Mixtures

Optimization of CI Engine Performance and Emissions Using Alcohol–Biodiesel Blends: A Regression Analysis Approach

This research paper investigates the optimum engine operating parameters, namely engine load, palm biodiesel, and ethanol percentage, by using a regression analysis approach. The study was conducted on a single-cylinder, four-stroke diesel engine at varying engine loads and constant speed. A general full factorial design was established using Minitab software (Version 17) for three different input factors with their varying levels. The test results based on the regression model are used to optimize the engine load and percentages of palm biodiesel and ethanol in diesel–biodiesel–ethanol ternary blends. The analysis of variance (ANOVA) revealed a significant effect on performance and emission parameters for all three factors at a 95% confidence level. From the regression study, optimum brake thermal efficiency (BTE), nitrogen oxide (NOx), carbon monoxide (CO), and unburnt hydrocarbon (UHC) emissions were found to be 12.57%, 436.2 ppm, 0.03 vol.%, and 79.2 ppm, respectively, at 43.43% engine load, 11.06% palm biodiesel, and 5% ethanol share. The findings of this study can be used to optimize engine performance and emission characteristics. The regression analysis approach presented in this study can be used as a tool for future research on optimizing engine performance and emission parameters.

Computational Analysis on Combustion Control of Diesel Engines Fueled with Ester Alcohol Diesel

As the urgency for environmental sustainability escalates globally, the exploration of alternative fuels for diesel engines becomes a crucial endeavor. By combining chemical reaction kinetics and three-dimensional simulation software, the combustion and emission characteristics of a diesel engine fueled with two oxygenated fuels, hydrogenated biodiesel and ethanol, and adopting a multi-stage injection strategy were studied. The combustion mechanism of hydrogenated biodiesel ethanol diesel hybrid fuel was established, and the reaction activity of ester alcohol diesel with different mixing ratios was studied through reaction flow analysis at high and low OH temperatures. The established mechanism was coupled with CFD 2021 three-dimensional simulation software to compare the combustion and emission performance of diesel engines fueled with different ratios of ester alcohol diesel. The results show that as the proportion of ester alcohol mixture increases, at low temperatures, the OH generation rate decreases, the consumption rate increases, and the reaction activity decreases, which is not conducive to the promotion of combustion reaction; at high temperatures, the generation rate of OH increases, the consumption rate decreases, and the reaction activity increases, which is conducive to the promotion of combustion reactions. Compared to diesel, the reaction system activity of mixed fuel is enhanced, and the main peak values of cylinder pressure and instantaneous heat release rate are higher than that of diesel. The diffusion of oil and gas in the cylinder is improved. As the proportion of ester alcohol diesel mixture increases, the oxygen content increases, nitrogen oxides emissions increase compared to diesel, and soot emissions decrease compared to diesel. Soot emissions are mainly distributed in areas with a high equivalence ratio and high temperature, which is consistent with the distribution area of C2H2, the precursor of soot generation.

Emissions of PAHs, Nitro-PAHs and Quinones (Oxy-PAHs) Associated to PM1.0 and PM2.5 Emitted by a Diesel Engine Fueled with Diesel-Biodiesel-Ethanol Blends

Emissions of PAH, nitro-PAHs, and oxy-PAHs from a diesel engine fueled with diesel-biodiesel-ethanol blends need to be controlled and reduced, as they are unregulated emissions harmful to the environment and human health. The objective of this work was to investigate the effect of ethanol concentration on diesel engine emissions when fueled with diesel–biodiesel–ethanol blends. Ethanol was added with biodiesel–diesel blends. Diesel B7 and two ternary blends, B7E3 and B7E10, with 3% and 10% ethanol, were tested and studied in a diesel engine to determine engine performance characteristics and particulate matter emissions and to quantify polycyclic aromatic compounds (PACs) associated with PM1.0 and PM2.5. Under the same engine conditions, 18 PAHs, 27 nitro-PAHs, and 6 quinones (oxy-PAHs) were determined by GC–MS in real samples obtained from the engine. The mean concentrations of PACs found in the B7, B7E3, and B7E10 blends for PM1.0 ranged from 0.1 µg m−3 (coronene) to 118.1 µg m−3 (2-nitrofluorene). The concentrations for PM2.5 ranged from 0.1 µg m−3 (acenaphthylene) to 99.7 µg m−3 (2-nitrofluorene). Potent mutagens benzanthrone (BA) and 3-nitrobenzanthrone (3-NBA) were found at concentrations ranging from 0.10 µg m−3 to 1.9 µg m−3 and 0.3 µg m−3 to 1.6 µg m−3, respectively. Low molecular weight (LMW) PAHs were mainly PACs bounded to the PM1.0 and PM2.5 particles emitted by B7E10. Flow properties were improved by adding 3% and 10% ethanol to biodiesel. B7E3 and B7E10 blends presented low fuel consumption and a reduction in the emission factor (EF) by the engine. B7E10 blending showed a smaller total concentration of ∑PAH (26.8 µg m−3), ∑nitro-PAH (85.4 µg m−3), and ∑oxy-PAH (6.0 µg m−3) associated with PM2.5 particles compared PM1.0.

Determination of carbonyls and size-segregated polycyclic aromatic hydrocarbons, and their nitro and alkyl analogs in emissions from diesel–biodiesel-ethanol blends

This study characterizes carbonyls (RCHO), polycyclic aromatic hydrocarbons (PAHs), their nitrated (nitro-PAHs) and alkylated (alkyl-PAHs) in particulate matter in the exhaust emissions of a diesel engine. The measurements were made with a standard engine, often found in vans used in Brazil, fueled with pure commercial diesel and mixtures of 10, 20, and 30% biodiesel with 2, 4, and 6% of ethanol. Particulate matter sampling was carried out with a 10-stage cascade impactor. Chemical analyses for PAHs and their derivatives were conducted using gas phase chromatography-mass spectrometry (GC/MS). RCHO were sampled using impingers with 2,4-DNPH and analyzed using HPLC with UV detection. The results showed that emissions of all the PAHs and their derivatives were reduced with the use of biodiesel and ethanol, with the exception of the blend of 30% biodiesel with 4% ethanol. However, all the RCHO emissions increased with biodiesel and ethanol. High correlations were observed between the emissions of PAHs, alkyl-PAHs and nitro-PAHs, which suggests a similarity in the formation mechanisms of these compounds. All PAHs' emissions have a strong negative correlation with biodiesel content and with RCHO emissions and a medium correlation with ethanol content. In contrast, biodiesel and ethanol with the RCHO emissions lead to a positive correlation coefficient of these compounds which is more pronounced for biodiesel than ethanol.

A Review of the Effects of Biodiesel and Ethanol on Performance and Emission Characteristics of Diesel Engines

The effect of engine emissions due to using fossil fuels and its management is one of concerns cross the world. Recently, biodiesel and ethanol are well recognized as appropriate alternatives for diesel engines. In various countries bioethanol and biodiesel have attracted great attentions as alternative fuels in application and research because of renewability and environmentally friendly properties and reduction of using fossil resources. Here the benefits and limitations of usage the biofuels in diesel engine were reviewed. The effects of biodiesel-diesel, ethanol-diesel, and biodiesel-ethanol diesel blends on diesel engine were reviewed. Biodiesel and bioethanol are used in diesel engines mainly due to lower exhaust emissions and hence less environmental pollutions. As biodiesel and ethanol usage in diesel engines are some limitations, the optimization of biofuels components in the fuel blends of diesel engines is necessary. So, optimization of using biofuels in diesel engines as well as using new additives and analytical approaches was recommended in future studies.

Evaluation and optimization of engine performance and exhaust emissions of a diesel engine fueled with diestrol blends

AbstractBiofuel is a nontoxic and renewable fuel and could be used in diesel engines in combination with diesel to reduce emissions. The effects of various biodiesel–ethanol–diesel (BED) blends were investigated on the engine power, specific fuel consumption (SFC), engine vibration, and pollutant emissions. The engine experiments were performed using nine castor biodiesel and ethanol blends under five different engine speeds. The engine power was not influenced by different BED blends while B5E4, and B5E6 fuel blends had the highest SFC. The engine vibration slightly increased when fueled with BED blends. Hydrocarbon emission diminished by increasing biodiesel percentage in the blends, whereas it increased by substituting more ethanol in BED blends. NOx emission was increased by adding more biodiesel into BED blends, while ethanol performed vice versa. The results showed that CO emission was enhanced by increasing ethanol percentage, while it decreased with more biodiesel addition. There was not a remarkable difference in CO2 emissions between different treatments. A novel combination of an Adaptive Neuro‐Fuzzy Inference System (ANFIS) modeling and Honeybee Mating Optimization (HBMO) method was adopted to find a global optimum BED blend considering various output parameters. The selected ANFIS model satisfactorily predicted the engine efficiency and exhaust emissions with R2, mean absolute percentage error (MAPE), and root‐mean‐squared error (RMSE) of 0.99, 0.02, and 0.11, respectively. Consequently, using the HBMO algorithm, the BED blend with 15% of biodiesel, 6% of ethanol, and 79% of pure diesel was found to be the most optimal BED blend for a diesel engine at an engine speed of 950 rpm.

Thermodynamic Investigation of a Modified Compression Ignition Engine Fueled by Diesel Biodiesel Ethanol Blends

The present study contrasts the thermodynamics analysis of modified diesel engines with traditional diesel engines. Thermodynamics study is done by the use of energy and exergy analysis for diesel, B20 (blend of 80 per cent diesel by volume with 20 per cent mahua biodiesel) and LHR modification and LTC 15 per cent EGR fuelled with B20 blend and 5 per cent ethanol with various loads ranging from no load to full load. Implemented two technologies for increasing engine efficiency. One of the primary techniques is the Low Heat Rejection (LHR) concept (or the so-called “Adiabatic” engine) applied. In the engine cylinder, a ceramic layer of Alumina (Al2O3) was used to modify the Low Heat Rejection (LHR). Another technique is Low-temperature combustion (LTC) modes are added by joining the inlet and exhaust pipes through valves to control the exhaust gas at an optimal rate of 15 per cent. The findings of energy and exergy distribution in the engine were compared using optimum alterations with fuel blends such as 20 per cent mahua biodiesel and 5 per cent ethanol. From energy distribution, best shaft power (QBP) (2.8kW) is transformed from heat input observed in the optimum altered engine at full load conditions compared to others. Due to modifications employed in the engine and fuels. Maximum unaccounted energy (QUN) loss in diesel (44 %). And highest thermal efficiency (31.2 %) is revealed in B20E5 (LHR+15 % LTC). From exergy distribution, it noticed that the same trend of energy distribution and at 100 per cent load condition, maximum (12.54kW) in diesel and minimum (8.45 kW) in B20E5 (LHR+15 % LTC) has obtained input availability (Ain).The maximum conversion rate of availability in brake power (Abp) (0.61 kW) in B20 (LHR). Compared to diesel, second law or exergetic efficiency more in B20E5 (LHR+15 % LTC).

Effects of Diesel-Biodiesel-Ethanol Fuel Blend on a Passive Mode of Selective Catalytic Reduction to Reduce NO x Emission from Real Diesel Engine Exhaust Gas.

The effects of ethanol on combustion and emission were investigated on a single-cylinder unmodified diesel engine. The ethanol content of 10–50 vol % was chosen to blend with diesel and biodiesel fuels. Selective catalytic reduction (SCR) of nitrogen oxides (NOx) in the passive mode was also studied under real engine conditions. Silver/alumina (Ag/Al2O3) was selected as the active catalyst, and H2 (3000–10000 ppm) was added to assist the ethanol-SCR. The low cetane number of ethanol resulted in longer ignition delay. The diesel–biodiesel–ethanol fuel blends caused an increase in fuel consumption due to their low calorific value. The brake thermal efficiency of the engine fuelled with relatively low ethanol fraction blends was higher than that of diesel fuel. Unburned hydrocarbons (HC) and carbon monoxide (CO) increased, while NOx decreased with ethanol quantity. The higher ethanol quantity led to increases in the HC/NOx ratio which directly affected the performance of NOx-SCR. Addition of H2 considerably improved the activity of Ag/Al2O3 for NOx reduction. The proper amount of H2 added to promote the ethanol-SCR depended strongly on the temperature of the exhaust where a high fraction of H2 was required at a low exhaust temperature. The maximum NOx conversion of 74% was obtained at a low engine load (25% of maximum load), an ethanol content of 50 vol %, and H2 addition of 10000 ppm.

Crystallization of hydrogenated biodiesel–ethanol–diesel blend based on the solid–liquid equilibrium theory

AbstractHydrogenated biodiesel–ethanol–diesel is a novel ternary fuel blend containing easily volatile, moderately volatile, and hardly volatile components. In this study, based on the thermodynamic phase equilibrium, a model was established to depict the phase transition under changeable pressure and temperature conditions. The crystallization behavior of hydrogenated biodiesel–ethanol–diesel ternary blends was estimated, and the influence of ethanol on the low temperature performance of ternary blends was interpreted in contrast to that of hydrogenated biodiesel–diesel binary blends. It was revealed that the crystallization points of ternary blends such as PHC5E5 (5% partially hydrogenated cottonseed biodiesel + 5% ethanol + 90% diesel), PHC10E10 (10% partially hydrogenated cottonseed biodiesel + 10% ethanol + 80% diesel), and PHC15E15 (15% partially hydrogenated cottonseed biodiesel + 15% ethanol + 70% diesel) were reduced by 4.5 K, 5.7 K and 6.1 K respectively as compared with their countering binary blends. Declines of 4.3 K, 5.3 K and 6.1 K in crystallization points were also demonstrated between partially hydrogenated soybean biodiesel ternary blends and binary blends. Meanwhile, apparent drops in crystallization quantities were perceived between ternary blends and binary blends under different temperatures. The role of ethanol affecting the crystallization of ternary blends was then comprehensively analyzed. At the onset of crystallization, ethanol was simultaneously precipitated in a eutectic manner with compositions of high melting point, impeding the tendency of nucleation and lagging the growth of solid crystals. In addition, most of non‐crystallized ethanol distributed in liquid fuel as well as the interstices of the network and the plate crystal. It beneficially increased the solubility of the crystalline composition in the base liquid to some extent. That is to say, the crystallization points and crystallization quantities were evaluated based on the solid–liquid equilibrium theory, which can provide an effective and reliable method for optimizing the low temperature performance of hydrogenated biodiesel.

Study on the Influence of EGR on the Combustion Performance of Biofuel Diesel at Different Ambient Simulated Pressures

In order to explore the influence of EGR at different altitudes on the performance of biofuel diesel engines, a comparative experimental study is conducted with the biodiesel–ethanol–diesel B15E5 (biodiesel with 15% volume fraction, ethanol with 5% volume fraction and diesel with 80% volume fraction) mixed fuel at different EGR rate and different atmospheric pressure. The experimental results show that diesel engine power performance and economy goes up with the increase of atmospheric pressure, and it decreases with the increase of EGR rate. At 2200 rpm, the improvement range of medium and high diesel engine load is 1.5–6.8%, and that of 1800 rpm is 2.8–11.7%. At the same atmospheric pressure, with the increase of EGR rate, the power and economy turn worse. The peak combustion pressure and heat release rate both increased with the increase of the atmospheric pressure at full load. At the same atmospheric pressure, peak combustion pressure and peak heat release rate fall with the increase of EGR rate. At part load, firstly, smoke emissions fall with the increase of the load and then rise. As the atmospheric pressure goes up, the smoke emissions show a downward trend, with a decline of 6.6–40%, while the NOx emissions show a rising trend, with an increase of 1.2–8.5%. At the same atmospheric pressure, the smoke emission increase with the increase of EGR rate by 9–12.5%, and the NOx emissions increase with the decrease of EGR rate by 2.5–6.8%. The HC and CO Emissions decrease with the increase of atmospheric pressure. HC emission decreases by 9.3–19.1%, and CO emission decreases by 2.9–16.6%. At the same atmospheric pressure, the HC emission decreases with the increase of the EGR rate by 3.3–4.5% at medium and high loads, and the CO emission increases with the EGR rate by 3.1–4.5%.

Effect of Ethanol-Biodiesel-Diesel Blend on Performance and Emission Characteristics of a DI Diesel Engine

A significant increase in every nation’s energy demand and insufficient conventional energy reservoirs for long duration, there became necessary requirement to shift from non-renewable to renewable energy sources. Diesel and biodiesel fuels have different thermo physical properties; hence performance and emission output parameters are also different compares with each other. For effective utilization of biodiesel, the characteristics of conventional single cylinder diesel engine with changing load and static speed (1500 rev/min) conditions are evaluated. The baseline diesel, biodiesel - diesel (BD) B08 [8% biodiesel blended with diesel] and ethanol-biodiesel-diesel (EBD) E05B08 [5% ethanol and 8% biodiesel blended with diesel] by v/v ratio are used for experimentation. Brake thermal efficiency (BTE) reduced from 29.14% with diesel to 27.64% with biodiesel and 28.49% with ethanol blends. It is observed that BTE reduced by 1.5% with biodiesel blend and 0.65% only with ethanol blend. The CO, HC and opacity of exhaust gas pollutants are reduced with biodiesel blend fuel and also further reduced with EBD blend. NOx formation with B08 fuel is enhanced to 1967 ppm from 1557 ppm of baseline diesel whereas it is slightly increased to 1734 ppm by E05B08 fuel.

Analysis of a diesel engine fueled with ternary fuel blends and alumina nano-additives at various combustion chamber geometries

The present study investigates the impact of various combustion chamber geometries in a direct injection engine fueled with diesel–biodiesel–ethanol blends mixed with alumina nano-additives, named as high-performance fuel (HPF). The HPF was subjected to various combustion bowl geometries including standard hemispherical chamber geometry (SG), shallow depth reentrant bowl geometry (CG1), toroidal reentrant chamber geometry (CG2), and toroidal chamber geometry (CG3). Performance results reveal that in comparison with the SG-HPF arrangement, brake thermal efficiency increased by 11.51% and brake-specific energy consumption decreased by 10.37% when using the CG2-HPF arrangement. For emmisions, CG2-HPF reduced carbon monoxide, hydrocarbon, and smoke emissions by 33.53%, 18.35%, and 14.37%, respectively, in comparison with SG-HPF. Regarding combustion, CG2-HPF resulted in a high heat release rate owing to the reentrant chamber profile of CG2 which improves the air–fuel mixture rate, atomization, and evaporation rate, resulting in more efficient combustion, increased cylinder pressure, and increased heat release rate. Thanks to the geometry of the reentrant profile, the turbulent kinetic energy of the fuel mixture is maintained and returned to the combustion zone. Thus, the stagnation of rich mixtures within the combustion zone tend to decrease. Overall, the CG2 geometry was found to be the optimum geometry profile for HPF, based on improved performance and combustion characteristics, as well as reduced exhaust emissions.

Mechanical and emissions performance of a diesel engine fueled with biodiesel, ethanol and diethyl ether blends

In this work, the effects of the addition of ethanol and diethyl ether (DEE) in a 54 kW mechanical fuel injection diesel engine, operating with diesel–biodiesel blends, were evaluated. The fuel compositions tested were fossil diesel (D100), B20 (20% biodiesel and 80% diesel), B20E (90% B20 and 10% ethanol) and B20E + DEE (95% B20E and 5% DEE). DEE was used as a cetane improver for the ethanol–biodiesel–diesel blend. D100 and B20 were used as references. Its results showed few differences between them, considering performance and emissions. Considering the blends B20E and B20E + DEE, effective reductions in NOx and PM emissions were observed, in relation to D100 and B20, especially in medium and high loads. MBT decreased as a result of the reduction in LHV. The engine efficiency for all the fuels was close, but at the high load the blend B20E + DEE presented the highest efficiency.

Chemical kinetic mechanism for diesel/biodiesel/ethanol surrogates using n-decane/methyl-decanoate/ethanol blends

Diesel–biodiesel–ethanol blends have been the focus of research in engines, as biodiesel and ethanol additives can lower pollutant emissions while maintaining diesel performance. To facilitate modeling and analysis, those complex fuels are often substituted by simplified surrogate fuels, composed of only a few well-characterized molecules, but displaying similar properties compared to the fuel that they represent. In this context, the objective of this paper is to develop and validate a new chemical reaction mechanism for diesel–biodiesel–ethanol surrogate fuels. n-Decane and methyl-decanoate (MD) were chosen as the diesel and biodiesel surrogates, respectively, as they are frequently used in the literature. As the available reduced methyl-decanoate models do not reproduce the negative temperature coefficient behavior found in auto-ignition delay experiments, the detailed MD model of Dievart et al. was reduced using DRGEP. This last model was then combined with the reduced n-decane model due to Chang et al. and that of ethanol due to Marinov. Validations are performed on 0D constant-volume auto-ignition by comparing auto-ignition delay times and 1D freely propagating gaseous premixed flame configurations by analyzing laminar flame speeds, using the original single component kinetic models, against the combined surrogate kinetic models, and experimental results found in the literature. Laminar flame speeds of n-decane/methyl-decanoate/ethanol blends are also presented.

Influence of Moringa oleifera biodiesel–diesel–hexanol and biodiesel–diesel–ethanol blends on compression ignition engine performance, combustion and emission characteristics

In the current work, the influences of Moringa oleifera biodiesel–diesel–hexanol and Moringa oleifera biodiesel–diesel–ethanol blends on compression ignition engine characteristics were experimentally investigated. Experiments were conducted on a diesel engine at 0%, 25%, 50%, 75% and 100% load conditions run at a constant speed of 1500 rpm. The results revealed that B90-D5-H5 acquired the lowest BSFC and maximum BTE of 0.375 kg kW−1 h−1 and 28.8%, respectively, and B100 had the highest BSFC of 0.425 kg kW−1 h−1. B90-D5-H5 had the highest cylinder peak pressure of 74 bar at 4°CA aTDC. The maximum heat release rate (HRR) and longer ignition delay (ID) period of 44 J per °CA and 14.4°CA, respectively, were attained in the B90-D5-H5 blend. At 100% load condition, the lowest amount of carbon monoxide (CO) of 0.32% vol. was acquired in the B80-D5-E15 blend. The maximum nitric oxide (NO) emission of 1090 ppm was also acquired in the B80-D5-E15 blend. B100 had the lowest NO of 846 ppm; B80-D5-E15 had the lowest unburned hydrocarbon (UBHC) emission of 34 ppm at 100% load and the lowest smoke opacity of 34%. Biodiesel–diesel–alcohol blends improve engine performance and decrease emissions compared to the conventional diesel. The utilization of biodiesel–diesel–alcohol blends reduces the consumption of diesel. Hence, ethanol and hexanol are recommended as potential alternative additives in biodiesel–diesel blends to improve engine performance and reduce emissions.

Effect of compression ratio on a single cylinder diesel engine operated with Ternary fuel

The objective of this research is to evaluate the characteristics of an engine by using diesel–biodiesel-ethanol (Ternary fuel) into the present VCR (Variable Compression Ratio) single-cylinder four-stroke water-cooled diesel engine. In this investigation, palm oil is taken as biodiesel. The world needs biodiesel due to the deficiency of fossil fuels. The best choice is selecting the biodiesel and ethanol because they are available from the renewable feedstock, non-toxicity to the environment and it is eco-friendly. In blending stage B30 as a blend chosen because it contains 70% of diesel, 20% of biodiesel as palm oil and lastly remaining 10% is ethanol was used. 0 kW which is known as a no-load condition, 3 kW, 6 kW and 9 kW were taken as loading conditions. In these loading conditions 9 kW taken as maximum load condition. The present investigation is to measure together with these parameters emissions like Hydro Carbons (HC), Carbon monoxide (CO), Carbon dioxide (CO2), Oxides of nitrogen (NO) and smoke were taken. 15:1, 16.5:1, 17.5:1 and 18:1 are the four compression ratios selected to find the engine emission characteristics.

Exergy and energy analyses on biodiesel–diesel-ethanol blends in a diesel engine

This article intends to evaluate the available energy and various losses in the diesel engine and three different blends: D90J7.5E2.5 (7.5% Jatropha curcas oil and 2.5% of ethanol biodiesel blended with 90% of diesel), D95J3.75E1.25 (3.75% Jatropha curcas oil and 1.25% of ethanol biodiesel blended with 90% of diesel), D98J1.5E0.5 (1.5% Jatropha curcas oil and 0.5% of ethanol biodiesel blended with 98% of diesel ). Experimental tests were done to examine the exergy and energy characteristics of the diesel engine fuelled by three different blends at various load conditions.

The Impact of Biodiesel Fuel on Ethanol/Diesel Blends

The interest in biofuels was stimulated by the fossil fuel depletion and global warming. This work focuses on the impact of biodiesel fuel on ethanol/diesel (ED) fuel blends. The soybean methyl ester was used as a representative composition of typical biodiesel fuels. The heating and evaporation of ethanol–biodiesel–diesel (EBD) blends were investigated using the Discrete–Component (DC) model. The Cetane Number (CN) of the EBD blends was predicted based on the individual hydrocarbon contributions in the mixture. The mixture viscosity was predicted using the Universal Quasi-Chemical Functional group Activity Coefficients and Viscosity (UNIFAC–VISCO) method, and the lower heating value of the mixture was predicted based on the volume fractions and density of species and blends. Results revealed that a mixture of up to 15% biodiesel, 5% ethanol, and 80% diesel fuels had led to small variations in droplet lifetime, CN, viscosity, and heating value of pure diesel, with less than 1.2%, 0.2%, 2%, and 2.2% reduction in those values, respectively.