Diesel Engine Fueled Research Articles

Improving the performance of diesel engines fueled with water-fuel emulsion

Due to unique properties, production and operation features, water-fuel emulsion (WFE) could be considered as one of the most promising type of alternative fuels for diesel engines. Experimental research showed that comparing to traditional diesel fuel, application of water-fuel emulsion allows to reduce nitrogen oxides and soot emissions, which is due primarily to a decrease in the level of maximum temperatures in the engine cylinder, as well as a more uniform distribution of fuel over the combustion chamber volume thanks to its secondary dispersion (micro-explosion phenomena). To control the stability of water-fuel emulsion properties during engine operation it is recommended to install water content sensor in the fuel supply system.

Effects of tri-ethylene glycol mono methyl ether and alumina on the performances of enriched hydrogen dual fuel diesel engine

The present study is focused on the combustion behavior, performance and emissions of a modified diesel engine working on dual fuel mode with hydrogen as a gaseous fuel by the inclusion of tri-ethylene glycol mono methyl ether and alumina nanoparticles as fuel additives. The inclusion of tri-ethylene glycol mono methyl ether, alumina and hydrogen separately and simultaneously improved the net heat release with reduced cylinder pressure at high loads as compared with neat diesel. The brake thermal efficiency increased by 22.5% and 11.6% by the inclusion of tri-ethylene glycol mono methyl ether and hydrogen respectively at 50% load, when combined together, it was improved remarkably by 28.15%. The addition of alumina was responsible for a slight reduction in NOx formation at all loads, while it was incremented by hydrogen enrichment at the highest load as compared to pure diesel. The CO formation was incremented by the addition of alumina, while the CO2 and HC formations were reduced up to 50% load, increased at 70% load. The CO, CO2, HC and smoke opacity were reduced with TGME and hydrogen enrichment, while the NOx formation was reduced up to 50% load, then increased at the higher load.

Energy, exergy and emission [3E] analysis of Mesua Ferrea seed oil biodiesel fueled diesel engine at variable injection timings

Biofuels can be used in diesel engine for power generation to address the twin problems: fossil fuel depletion and the rise of pollution. In this regard, the present work explores the possibility of enhancement of performance of Mesua Ferrea seed oil biodiesel run diesel Engine through operation at different injection timings and load settings. The investigation is carried out through energy, exergy, and emission (3E) analysis. For experimentation, a research test engine of 3.5 kW is considered. Four injection timings (20° bTDC, 23° bTDC, 25° bTDC, 28° bTDC) and five load settings (20%, 40%, 60%, 80%, 100%) were taken for the test. The results indicate that the retarded injection timing of 20° bTDC results in an improvement of fuel conversion efficiency, as well as a lowering of both exergy destruction and emissions for Mesua Ferrea seed oil biodiesel, run a diesel engine. At injection timing of 20° bTDC for 100% load, the maximum brake thermal efficiencies and maximum exergetic efficiency were found to be 26.11% and 30.32%, respectively under biodiesel mode as compared to 27.76% and 30.74%, respectively for diesel mode. For the same injection timing, the average drop in CO, CO2, and HC emissions were found to be 46.22%, 1.62%, and 39.67%, respectively whereas the average increase of NOX emission was found to be 8.08% in comparison to diesel mode.

The Modeling of Fuel Auto-Ignition Delay and Its Verification Using Diesel Engines Fueled with Oils with Standard or Increased Cetane Numbers

This article contains the results of mathematical modeling of the self-ignition delay (τc sum) of a single droplet for various fuels, and the results of measurement verification (τc) of this modeling in diesel engines. The result of modeling the τc sum (as a function of the diameter and ambient temperature of the fuel droplet) revealed two physical and two chemical stages that had different values of the weighting factor (WFi) in relation to the total delay of self-ignition. It was also found that the WFi values of individual phases of the self-ignition delay differed for different fuels (conventional and alternative), and in the total value of τc sum. The measured value of the self-ignition delay (τc) was determined in tests using two diesel engines (older—up to EURO II and newer generation—from EURO IV). The percentage difference in the Δτc sum value obtained from modeling two fuels with different cetane number values was compared with the percentage difference in the Δτc value for the same fuels obtained during the engine measurements. Based on this analysis, it was found that the applied calculation model of the self-ignition delay for a single fuel droplet can be used for a comparative analysis of the suitability of different fuels in the real conditions of the cylinder of a diesel engine. This publication relates to the field of mechanical engineering.

Numerical Investigation of Engine Performance and Emission Characteristics of an Ammonia/Hydrogen/n-Heptane Engine Under RCCI Operating Conditions

This paper examines the potential of using ammonia (NH3\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$_3$$\\end{document}) as a primary fuel in heavy-duty engines for decarbonization, with some challenges yet to be addressed. It presents a numerical study of a Reactivity Controlled Compression Ignition engine, where pilot diesel is used to ignite the premixed ammonia/air mixture. The numerical model and combustion mechanism are validated against engine experimental results using methanol and iso-octane fuels and ignition delay times of ammonia/n-heptane mixtures measured in a rapid compression machine. The findings show that the engine can effectively operate with up to 50% of the total energy supplied by premixed ammonia, albeit with slightly elevated NO emissions compared to a diesel-fueled engine. Increasing ammonia further leads to lower combustion efficiency. Hydrogen can be utilized in the ammonia engine to enhance ammonia combustion; however, NO emissions increase further. Ammonia leakage primarily originates from regions near the cold wall, the center of the cylinder, and the crevice. N2\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$_2$$\\end{document}O mainly forms at the ammonia flame front. Emission of N2\\documentclass[12pt]{minimal} \\usepackage{amsmath} \\usepackage{wasysym} \\usepackage{amsfonts} \\usepackage{amssymb} \\usepackage{amsbsy} \\usepackage{mathrsfs} \\usepackage{upgreek} \\setlength{\\oddsidemargin}{-69pt} \\begin{document}$$_2$$\\end{document}O is therefore mainly due to flame front quenching near the wall.

Parametric study of CNG and EGR percentage on the reduction of NOx-smoke emissions of dual fuel engine: a statistical and experimental approach

Burning fossil fuels in diesel engines for transportation, agriculture, and other industrial actions is the prime cause of pollutants and greenhouse gas (GHG) emissions. Nowadays, biodiesel, compressed natural gas (CNG) and biofuels can be seen as alternative fuels for diesel engines to minimise harmful emissions and save our environment. The published literature revealed that the research on dual fuel (diesel and CNG) operated diesel engines has made significant progress. However, several research gaps must be explored to advance the understanding and optimisation of this technology. In this study, experiments were performed on dual fuel (CNG + Diesel) operated diesel engine with different rates of EGR at various loads. The experiment was designed as (D90 + 10CNG), (D85 + 15CNG) and (D80 + 20CNG) with 5, 10 and 15% of EGR, respectively. Taguchi and ANOVA methods were used to optimise the experimental findings. The experimental findings revealed that the BTE and BSFC were slightly decreased within the range of (2–3%) and (3–5%) when compared to pure diesel. For dual fuel mode, the maximum reduction in NOx and smoke pollutants were 18 and 15% respectively, whereas the HC pollutants were increased at all loads compared to neat diesel. Also, the dual fuel mode operated diesel engine costs less than pure diesel (around INR 2.1/kWh). It has been found that the experimental and analytical outputs are in good agreement with the best experimental outputs having minimum deviation in the 1–3.8% range.

Assessment of engine oil viscosity and vibration characteristics of CI engine fuelled with jatropha biodiesel blends

Abstract In the search for environmentally acceptable alternative fuels for diesel engines, biodiesel is a tempting option. Still, the long-term repercussions are excessive noise and vibration, as well as irregular and unpredictable combustion, which leads to knocking. In this study, an attempt was made to study the vibrational behavior of diesel engines fuelled with neat diesel and jatropha biodiesel blends (BJ0, BJ10, BJ20, BJ30, and BJ40) and lubrication oil degradation at different operating time periods (40, 60, 80 and 100 h). Vibration analysis is done through the measurement of horizontal and vertical frequencies and physical characteristics of lubrication are done through the determination of viscosity and density. Observation shows that there is a definite relationship between the degradation of oil and the vibration signatures of the engine. It is observed that BJ20 is the best-suited fuel for optimized performance. The highest frequency of vibration is reported in the frequency range of 1039–1041 Hz. The present study provides the guidelines for condition monitoring of bio fuelled engines for proper maintenance and scheduling change of oil.

Numerical investigation of the hydrogen, ammonia and methane fuel blends on the combustion emissions and performance

The co-combustion of traditional methane gas and alternative fuels importance to reduce emissions in combustion has increased in recent years. The literature proves the successful operations of ammonia and hydrogen as diesel engine fuels. However, there is not sufficient information about the combustion of methane along with ammonia and hydrogen. In this study, the effects of the combustion of methane-hydrogen and methane-ammonia-hydrogen fuel mixture on system performance and emissions are numerically investigated. Firstly, the effects of methane and 5%, 10%, and 15% hydrogen mixture are investigated. Then, methane and 5% fixed hydrogen ratio with 5% ammonia, 10% ammonia, and 15% ammonia mixtures are examined. The numerical model is validated against the literature data using the Sandia D model with a difference of 5.9% at x/d = 0.5. As a result of the study, 15% hydrogen addition to methane increased the maximum combustion chamber temperature by 100 K. However, with the addition of 15% of ammonia, the temperature is dropped by 200 K and the peak temperature location is slightly shifted away from the injection point. A 10% enhancement of hydrogen content rate will cause a 28% increase in thermal NOX emission and a 10% increment in the ammonia content of the fuel blend has caused to 3000 ppm enhancement in NOX emission. With the addition of %5, 10%, and %15 ammonia mass fraction to methane and hydrogen blend fuel at the axial location of x/d = 0.444, the NOx emission production rate has been increased by 1970, 3010, and 3790 ppm, respectively. In addition, the 15% hydrogen addition to methane (85% methane/15% hydrogen) and 5% hydrogen plus 15% ammonia addition to methane (80% methane/5% hydrogen/15% ammonia) reduced the CO2 emission by 30.7% and 14% compared to neat methane (100% methane) combustion. To sum up, this study shows that the use of methane-ammonia-hydrogen as a diesel engine fuel reduces combustion emissions.

Optimization and Modelling of EGR rate and MIS for POME fuelled CRDI diesel engine

In the present research work an optimisation stuy of the Exhaust gas recirculation (EGR) rate for MIS adopted POME fueled CRDI Diesel Engine fitted with TRCC was carried out. The engine was operated with injection parameters such as 900 bar, 7 holes and 10° BTDC which have been optimized for better performance and lower emissions from our previous study. The experiments were carried out by employing an RSM-based D-optimal design, and the relationship between input and output was determined using an ANOVA. Using RSM-ANOVA, mathematical models were built for each result, and the predicted and actual outcomes were compared. With an R2 value greater than 99.34%, the prediction models were discovered to have a strong prediction efficiency. The desirability approach-based optimisation was used to determine the ideal engine operating parameters. EGR rate was varied from 0% to 20% and an MIS of 40 + 20+40 has been adopted for the engine. An EGR rate of 10% is optimized from the viewpoint of NOx reduction and penalty in power output which results in a decrease in brake thermal efficiency by 2.90%, peak pressure by 4.8%, heat release rate by 8.8% and oxides of nitrogen (NOx) by 1.35%. A drastic increase in emissions such as carbon monoxide by 5.8%, unburnt hydrocarbon by 13.3% and smoke by 20.6% was also observed. Both the ANN and RSM models correctly fit the experimental data, producing R2 values that ranged from 95.5% to 98.5%, respectively. The findings show that RSM and ANN are both highly accurate modelling approaches. Additionally, as compared to RSM, the ANN model's predictive accuracy was marginally better. This research could have a wide range of applications in CI engine-powered transportation systems.

A new short stability test of hydrocarbon fuels for storage prediction

Oxidation stability assurance of fuels for internal combustion engines is important not only for the end users but much more in terms of strategic fuel stockpiling. Our new short storage test is a very interesting and fast analytical tool for stability characterization of hydrocarbons originated from different sources. In addition to petro-diesel hydrocarbons, the test can be very useful for describing the properties of alternative fuels, such as hydrogenated vegetable oil (HVO), synthetic power-to-X products or products from pyrolysis of waste plastic/tires. Because of hydrocarbon nature of these fuels the test is useful for all types of liquid hydrocarbon fuels for diesel engine. Our analytical evaluation is able to identify the onset of hydrocarbon oxidation during storage. Three hydrocarbon diesel fuels of winter quality were aged during the screening tests at temperatures of 80–110 °C for 20 days. Following parameters were monitored: appearance, viscosity, density, water content, acid number, peroxide value, Conradson carbon residue, PetroOxy oxidation stability, and oxidation index by FTIR (Fourier Transform Infra Red) spectroscopy. Aging at 110 °C and peroxide value, PetroOxy stability, and FTIR oxidation was found as the best for rapid comparison of oxidation stability of the samples within 7 days.

Theoretical Investigations on utilization of alternative fuels in an IDI diesel engine under dual fuel mode

The study explores the impact of ammonia and DME on the combustion / performance characteristics and exhaust emissions of a dual-mode IDI diesel engine without making any major alterations to the engine. Fortran-77 programming is used to develop a computer simulation program. The findings show that blending in dual mode raises pre and main chamber temperatures and pressures, as well as IMEP and BP, but lowers BSEC as ammonia substitution increases from 5% to 25%. Blending (diesel + ammonia) increases BP by 15.93 percent, 37.25 percent, and 72.42 percent in dual mode at 20%, 40%, and 60% NG substitutions respectively and blending (diesel + DME) increases BP by 17.79 percent, 40.17 percent, and 76.99 percent in dual mode at 20%, 40%, and 60% NG substitutions respectively

Prediction of Exhaust Gas Temperature of a Diesel Engine Running with Diesel Fuel-biodiesel-1-pentanol Ternary Blends

Diesel engines are utilized in the transportation sector owing to their high efficiency. In recent years, biodiesel and higher alcohols have taken the attention of researchers as promising alternative fuels for diesel engines. In this article, diesel fuel is mixed with corn oil biodiesel at the ratio of 80:20 (v/v). 2%, 5% and 8% of 1-pentanol (v/v) are mixed into the diesel fuel-corn oil biodiesel binary blend for obtaining ternary blends. The impacts of ternary blends on some performance and combustion behaviors of a diesel engine are researched. Power and exponential models to predict exhaust gas temperature linking to maximum pressure rise rate, brake effective power, lower heating value, engine speed, equivalence ratio and latent heat of evaporation are derived through the least square error method. The use of ternary blends results in lower brake effective power (5.4246%-6.0066%), exhaust gas temperature (5.9504%-7.9459%,) and peak cylinder pressure (6.8502%-7.1629%), compared to diesel fuel. The average relative errors are specified as 1.9214% and 2.9749% for the power and exponential models, respectively.

Multi-Optimization of Injection Parameters Affecting Emissions in a Diesel Engine Fueled with Fischer-Tropsch Fuel Based on NSGA-II.

In this paper, an electronically controlled diesel engine fueled with Fischer-Tropsch fuel was selected to optimize soot and NOx emissions. First, the effects of injection parameters on exhaust performance and combustion properties were studied on an engine test bench and then a prediction model based on a support vector machine (SVM) was established according to the test results. On this basis, a decision analysis of soot and NOx solutions assigned with different weights was performed based on the TOPSIS analysis method. It turned out that the "trade-off" relation between soot and NOx emission was improved effectively. As a matter of fact, the Pareto front selected by this method showed a significant decline compared with the original operating points, in which soot declined by 3.7-7.1% and NOx declined by 1.2-2.6%. Finally, the experiments were used to confirm the validity of the results, which indicated that the Pareto front corresponded well with the test value. The maximum relative error between the soot Pareto front and the measured value is 8% while it is 5% for NOx emission, and the R2 values of soot and NOx under various conditions are more than 0.9. This instance proved that research on diesel engine emission optimization based on the SVM and NSGA-II is feasible and valid.

Combined effect of hydrogen and with Julifora biodiesel blend (JFB20) on the combustion, performance and emission characteristics of a direct-injection diesel engine

The effect of hydrogen (H2) gas share to the Julifora biodiesel blended fuel (JFB20) on the performance, combustion, and emission parameters of a CI engine was performed in this paper. Julifora biodiesel was prepared using 2-stage transesterification process and their properties were evaluated according to ASTM methods. Engine tests were carried out on a single cylinder diesel engine using hydrogen (4 lpm and 8 lpm) and JFB20 fuel samples and their results were compared with diesel. The hydrogen (H2) gas was introduced into the inlet manifold of a diesel engine at a volume flow rates of 4 lpm and 8 lpm, respectively. From the experimental results, BTE for the H2 (hydrogen) mixed with JFB20 fuel was improved by 18.4%, and BSFC was reduced by 13.6%. The induction of H2 gas along with JFB20 fuel increased the heat release rate (HRR) and cylinder pressure (CP) compared to the JFB20 fuel. The Properties of MFB, Exhaust gas temperature and ignition delay for all fuel samples were also determined. Although the NOx emissions were significantly improved, the tailpipe emissions such as HC, CO and smoke opacity were decreased. It is concluded that hydrogen gas along with biodiesel are viable alternative fuels for diesel engines. A qualitative study was performed to establish the Engine performance, combustion and emission magnitude fuelled with combination of Hydrogen and with Julifora biodiesel blend (JFB20).

Co-gasification of waste triple feed-material blends using downdraft gasifier integrated with dual fuel diesel engine: An RSM-based comparative parametric optimization

Biomass has promising potential as feed material for gasification and subsequent power generation, whereas these sources are seasonal and scattered in the country. Therefore, the consistency of feed material availability and supply chain may be hard to maintain. Gasification with multiple feedstocks, such as biomass-coal-briquette blends, could be one of the practical solutions to mitigate the availability and supply chain problems. Therefore, the present study aims to experiment on an air-downdraft gasifier and use generated producer gas (PG) (, a mixture of gases such as hydrogen, carbon monoxide, carbon dioxide, and nitrogen produced by incomplete combustion of coal/biomass) for power generation through a dual-fuelled mode CI engine. The three input operating conditions for the gasification-engine experiment were GER (0.1–0.43), engine load (0–100%), and compression ratio (CR) 16–18, with output parameters such as engine brake power (BP), brake thermal efficiency (BTE), brake specific energy consumption (BSEC), gas substitution rate (GSR), engine emission (CO, CO2, HC, NOx), and sound. Further optimization using Response Surface Methodology (RSM) was used to obtain the optimal operating conditions with the goal of maximizing engine performance while minimizing emissions. Based on 48 experimental data sets, ANOVA analysis and RSM-based optimization has been conducted. RSM optimization showed the optimum operational conditions of 0.43 GER, 16 CR, and 100% engine load. The respective performance responses were BP 3.52 kW, BSEC 34.16 MJ/kWh, BTE 21.02%, sound intensity 90.21 db, CO 0.0918% vol., HC 17.41 ppm vol., CO2 2.05 %vol., and NOx 4.55 ppm. The average values obtained for R2 were 95–99% and a 0.72 coefficient of determination. Further, the developed model predicted the output response very closely with the experiment, found to be a 4.4% maximum error. Thus, gasification with triple feed material (biomass-coal-briquette) with engine integration could partially substitute diesel fuel with optimum exhaust emission and noise.

The effect of using biodiesel B50 from palm oil on lubricant oil degradation and wear on diesel engine components

Alternative fuels in diesel engines are getting attention due to the current world energy crisis. Biodiesel is a fuel where the main composition from palm oil, it is an alternative fuel may can replace fossil diesel fuels. However, the use of biodiesel has several impacts on the engine if its not maintained. The using biodiesel usually results decrease of lubricating oil viscosity and increases the metal wear rate. This research will present results effect of biodiesel B50 on lubricating oil degradation and metal wear on engine components. The method used is an experiment by testing engines for a long time with the Engine Manufacturer Association (EMA) standard. The use of B50 biodiesel causes significant degradation of lubricating oil than Pertamina Dexlite. The lubricating oil test results that with B50 biodiesel decreased viscosity by 16.17%. Lubricating oil also contains the metallic aluminium 8 ppm, 27% metallic iron, and 1 ppm metallic chromium. Using B50 biodiesel also causes journal bearing worse and significant piston ring gap. In addition, the deposit resulting from the using B50 biodiesel was 30.97% greater in the diesel engine component.

Characterisation of emission-performance paradigm of a reactivity-controlled compression ignition engine using artificial intelligent based multi-objective response surface methodology model fuelled with ternary fuel

Petroleum reserves all over the world have been severe to the point of depletion in the previous several decades. Modern transportation and industry employ diesel-fuelled engines because of their higher thermal efficiency. This study investigates the reactivity-controlled compression ignition engine characteristics utilising n-octanol and Moringa oleifera oil blended with diesel. Tests are carried out at maximum load with different bowl geometries to examine the influence of operating parameters, namely injection pressure (500–1000 bar) and static injection timing (23–27°bTDC). Box–Behnken Forecasting input variables like injection pressure and timing with different piston bowls is done using the response surface approach. Maximum brake thermal efficiency and brake power are achieved with this ideal model, and the emission of unburned HC and NO x is decreased. The effects of several variables, including piston bowls, fuel injection timing (FIT) and fuel injection pressure, are examined for an reactivity-controlled compression ignition engine running on Moringa oleifera oil/1-octanol fuel using an L27 orthogonal array. Various models were created and verified using experiment findings as the basis.

Influence of Fuel Oxygenation on Regulated Pollutants and Unregulated Aromatic Compounds with Biodiesel and n-Pentanol Blends

It is very important to determine the polycyclic aromatic hydrocarbon (PAH) emissions caused by the use of renewable fuels in diesel engines and to know the possible damages. This study investigates the emissions (regulated and unregulated) of biodiesel/n-pentanol mixtures, which are free of aromatic content, with emphasis on PAH formation and an examination of toxicity to public health and the environment. Engine failures caused by wetstacking are also discussed. Biodiesel/n-pentanol fuel mixtures with alcohol concentrations of 5%, 20%, and 35% by volume (v/v) served as test fuels in a compression ignition engine. A five-gas analyzer was used to measure hydrocarbon (HC), carbon monoxide (CO), and nitrogen oxide (NOx) emissions. Polycyclic aromatic hydrocarbons were detected and measured using gas chromatography-mass spectrometry (GC-MS). Against the baseline diesel fuel, the biodiesel/n-pentanol fuel blends and neat biodiesel reduced NOx emissions and produced significantly fewer PAHs and toxicity, confirming the significance of the aromatic content of the fuel. Biodiesel reduced total PAHs by 48.02% and the addition of 5% n-pentanol to biodiesel further decreased total PAHs by 21.26%. The total toxicity (BaPeq (benzo[a]pyrene equivalent)) as a result of biodiesel was 83.49% less than diesel. The addition of n-pentanol to biodiesel further reduced toxicity by 59.15%, 57.89%, and 48.33% for BPen5, BPen20, and BPen35 blends, respectively. In addition, n-pentanol was shown to be effective for reducing total PAH emissions, as well as heavier PAHs, which have greater carcinogenicity and pose a greater likelihood of engine damage from wetstacking when running in low-load conditions at cold temperatures.

Mechanical engineering advantages of a dual fuel diesel engine powered by diesel and aqueous ammonia blends

With the assistance of Diesel-RK software, the volumetric replacement of aqueous ammonia (NH4OH) with original diesel is being investigated in a dual-fuel diesel engine. Three volumetric percentages of ammonia solution are used along with diesel according to the scenario: (40% NH4OH + 60% Diesel), (50% NH4OH + 50% diesel), and (60% NH4OH + 40% diesel). The numerical analysis is based on a multizone combustion model. In the zone-based approach, the governing equations for each zone are solved as open systems. Comparing diesel fuel with ammonia solutions, the results show that adding ammonia solutions decreases combustion pressure and heat release and increases Sauter diameter and ignition delay. Generally, the use of aqueous ammonia drops engine performance regardless of the percentage of NH4OH used. Since 40%, 50%, and 60% of NH4OH have lower heating values than diesel, BSFC is reduced by 7.15, 10.4%, and 15.38%, respectively. Since the addition of ammonia reduces combustion temperature significantly, a noticeable reduction in NOx emissions is achieved, reaching up to 61.75% in the case of 60% NH4OH. The results highlighted a remarkable reduction in soot emissions (43.4% for 40% NH4OH, 51.04% for 50% NH4OH, and 49% for 60% NH4OH) because the diesel was replaced with no carbon fuel, hence the engine produced less smoke compared to with the baseline case (pure diesel).

Experimental and numerical study of using of LPG on characteristics of dual fuel diesel engine under variable compression ratio

In this work, an experimental and numerical investigation are carried out to study the impact of adding Liquefied Petroleum Gas (LPG) on the characteristics of diesel engine. New injection control system (ICS) is designed to manage an LPG injector on intake manifold a single-cylinder diesel engine. The engine test rig is powered with traditional diesel fuel to generate the base line data for comparison. Different conditions of load (0%, 25%, 50%, 75%, and 100%) in terms of brake power with three compression ratios of 14.5, 15.5 and 16.5 at constant engine speed of 1500 rpm. LPG is tested in four rates (5 L/min, 10 L/min, 15 L/min, and 20 L/min). The numerical analysis is performed with the help of Diesel-RK simulation software. The multizone combustion model is adopted. Same operating conditions in the experimental work are followed in the numerical simulation. The obtained results revealed that brake thermal efficiency (BTE) and exhaust temperature are reduced while brake specific fuel consumption (BSFC) is increased as the rate of LPG increased. Inducting LPG with (5,10,15,20) L/min reduced carbon monoxide (CO) by 16.6%, 14.7%, 20.3%, and 18.8% respectively. The maximum reduction in hydrocarbon emission (HC) is 8% at the rate of 15 L/min compared to diesel. The volumetric efficiency and NOx emissions are decreased with the use of LPG. As the compression ratio increases, BTE increases and BSFC decreases because of increasing combustion temperature and pressure which decreases delay period, ignites fuel fast and produces more power in small time. The impact of increasing compression ratio reported significant reduction in, CO, HC while NOx are increased. The experimental findings are compared to the results of the Diesel-RK software, as well as with the results of other researchers and good harmony among them is noticed.