Direct Injection Diesel Engine Research Articles

Ignition Investigation of Pure Biodiesel in A Research Engine with Dual Fuels

Under the effect of acetylene (C2H2) as a secondary energy in diesel engines powered by Acacia methyl ester (ABD) is investigated in this study. This experimental work is carried out on single cylinder, water cooled, direct injection diesel engine. At the intake manifold air and C2H2 was combined and mixture will have specific stream rate (2 and 4 lpm). In a diesel engine, the ignition analysis of changed fuels under varied Mean Effective Brake Pressure (BMEP) is assessed and contrasted with diesel by adjusting the apparatus load between 01 and 05 BMEP. This research looks at C2H2 as a sustainable twin fuel with the goal of lowering diesel apparatus emissions while improving performance. Experiments demonstrated that supplying C2H2 at 2 and 4 Litres per minute (lpm) results in faster flame velocity and greater flammability for ABD, resulting in enhanced efficacy and improved combustion patterns. Because of its higher flammability and longer C-H chain, acacia methyl ester with acetylene (ABD-C2H2) at 2 lpm and ABD-C2H2 at 4 lpm reduced hazardous diesel motor exhaust compared to biodiesel alone. According to the findings of this investigation, adding acetylene at varied flow rates improves biodiesel's ignition patterns in a diesel engine with no changes.

Optimization of common rail direct injection diesel engine performance with Melia dubia methyl ester peppermint oil blend using response surface methodology approach and investigation of hydrogen and hydroxy influence

In this study, an experimental investigation was carried out to evaluate the impact of compression ratio, exhaust gas recirculation, and the start of injection on the performance and emission of single-cylinder VCR CRDI engine fueled with Melia dubia biodiesel and peppermint oil blends. Response surface methodology (RSM) was used to evaluate the effects of these multiple factors and their interactions with response variables like brake thermal efficiency (BTE), carbon monoxide (CO), oxides of nitrogen (NOx), hydrocarbon (HC), and smoke. Model analysis was done to validate the regression model developed for all responses by using Analysis of variance (ANOVA). Compression ratios 17.5, 19.5, and 21.5, exhaust gas recirculation of 10, 15, and 20%, and 19, 21, and 23 °CA were selected for the start of injection in this study. High desirability of 0.979 was obtained at the optimum operating parameters, viz. 19.5 of compression ratio, 23 °CAbTDC of the start of injection with 15% EGR where the values of BTE, CO, HC, NOx, and smoke were found to be 30.66%, 2.66 g/kWh, 0.076 g/kWh, 7.36 g/kWh, and 40 HSU respectively. Further, hydrogen and hydroxy (simulated) gas were inducted to improve the biofuel blend's performance, and their influence was investigated. A significant improvement in performance and reduction in emissions were observed with the usage of hydrogen gases. Researchers and organizations seeking to enhance engine performance and reduce harmful environmental emissions can benefit from this study.

EXTRACTION, PERFORMANCE AND EMISSION CHARACTERIZATION OF DIESEL ENGINE USING WASTE LIPOLYTIC MICROORGANISM BIODIESEL

<p>In this study, milk waste water will be extracted, transformed into Lipolytic microorganism’s biodiesel (LMD) using transesterification, and tested for appropriateness as an alternative, sustainable, renewable source for IC engines. The properties of the created blends of biodiesel were investigated and compared to those of conventional diesel. The outcomes demonstrated that the fuel's fundamental characteristics are discussed with neat diesel. Investigated are the operation, combustion, and exhaust gas analysis of a test engine running on LMD. The studies involve running different biodiesel-diesel blends (B10, B20, B30, B40, B50, and B80) at varying loads (0, 25, 50, 75, and 100%) in a single-cylinder direct-injection diesel engine at a constant speed and comparing the results to the benchmark diesel. The values of break thermal efficiency(BTE) was decreased by 0.59, 0.68, 1.30 and 2.98% respectively for the blends of 10, 20, 30 and 50% of biodiesel mixing. The brake specific energy consumption (BSEC) is decreased by 0.1, 0.3, 0.44, and 0.77%. Any biodiesel-diesel combination reduces exhaust gas pollutants. At maximum load, the values of emissions like CO, HC, and smoke opacities of B30 decreased by 12.1%,3.94%, and 11% when compared to standard diesel. However, as per the analysis biodiesel of LMD is a potential alternative fuel that doesn't require significant alterations to be used in I.C engines.</p>

Emission study on a direct injection diesel engine powered with blends of Moringa oleifera biodiesel‐diesel

AbstractThe current investigation uses biodiesel extracted from Moringa oleifera seeds in a diesel engine. M. oleifera biodiesel is prepared via conventional transesterification with standard conditions (60°C reaction temperature, 120 min reaction time, 1% by wt. catalyst, and 7.5:1 molar ratio). The test engine is a single‐cylinder air‐cooled naturally aspirated direct injection diesel engine. The test engine for experimentation is operated at 100% load with different engine speeds ranging from 1000 to 2400 rpm. Emissions characteristics were analyzed at different engine speeds. Results were interesting as the MB10 blend (10% M. oleifera biodiesel + 90% diesel) lowered the smoke by 24% and hydrocarbon by 10.34% with respect to neat diesel. Almost all the test fuels have higher HC profiles at reduced engine speeds. The MB20 blend lowered the CO profile to the CO profile of diesel fuel by about 0.84%. However, it can be observed that the MB10 blend's average CO profile is improved by 1.97% than mineral diesel. These results are compromised with higher CO and NOx profiles of 2.4% and 8.9%, respectively.

Multi-objective optimization and 4E's analysis of a VCR diesel engine fueled with binary fuel mixtures of diesel and pyrolysis oil derived from different plastics waste

In the present work, the best-worst multi-criteria decision-making (MCDM) method is used to choose PP and HDPE from five waste plastic pyrolytic oils (PP, PS, HDPE, PMMA, and LDPE). For variable compression direct injection diesel engine testing, the best two fuel mixes (PP/HDPE) in varying amounts with diesel are used. Engine load (20%, 40%, 60%, 80%, and 100%), compression ratio (16, 17, 18), and fuel blend (10%, 20%, 30%, and 40%) are tested during engine testing. The energy, exergy, emission, and economic (4Es) analysis determined the best test fuel for engine performance and emissions. Response Surface Methodology (RSM) optimized engine performance and emission. Finally, desirability function and sensitivity analysis showed that the test fuel mixture 20WPO (20%WPO+80%diesel) made from polypropylene-based waste plastics had the best performance and emission output at a compression ratio of 18 and 100% engine load.

Comparative combustion, emission, and performance analysis of a diesel engine using carbon nanotube (CNT) blended with three different generations of biodiesel.

Nano-additives are being employed in successive generations of biodiesels to increase the performance characteristics and output of diesel engines. In this study, the impact of mixing carbon nanotubes (CNT) with three different generations of biodiesel in a diesel engine is assessed. With 100 ppm of CNT nanoparticles mixed together, pure biodiesels made from first-generation oil (soybean), second-generation oil (neem), and third-generation oil (Nannochloropsis oculata microalgae) are used for the analysis. With an engine load ranging from 0 to 100%, a one-cylinder, four-stroke, direct injection diesel engine is employed. The engine has a water-cooling system, a compression ratio of 17.5:1, and a fuel injection angle of 23° before TDC. The evaluated engines' improved performance and lower emissions serve as proof of the outcomes. The results are evidenced by the lower emissions and higher performance of the tested engines. The biodiesel containing CNT nanoparticles enhanced the cylinder pressure by 0.8-10.69%, the heat release rate (HRR) by 6.38-21.69%, and the brakethermal efficiency (BTE) by 0.32-1.62%. Subsequently, it reduced the brake-specific fuel consumption (BSFC) by 2.53-8.13%, the brake-specific energy consumption (BSEC) by 1.07-3.77%, the smoke opacity (BSN) by 6.26-12.85%, the particulatematter (PM) emissions by 11.04-18.33%, and the carbon dioxide (CO2) emissions by 2.53-8.14% at full engine load. However, an increase in 13.62-18.37% nitrogen emissions (NOx) emissions is also observed with the addition of CNT at 100% load. The investigation supports the use of CNT nano-additives in diesel engines for improved performance and reduced emissions.

Influence of Mustard Oil Biodiesel Blends in Common Rail Direct Injection Diesel Engine on Its Performance and Emission Characteristics

Almost majority of petroleum produce is utilized for transportation, generation of heat and electricity, and balance used as a raw material in chemical industry. With increasing energy demand, limited fossil fuel sources, study is directed towards alternate renewable fuels. Biodiesel extracted from Vegetable Oil, is becoming a popular alternative propulsion fuel. Experiments were conducted using different blends from Mustard Oil biodiesel mixed with diesel in concentration of 10%, 20%, 30%, 40%, 50%, to determine the properties of these biodiesel blends and evaluate the performance as well as emission characteristics of a CRDI Engine. The trials were conducted for various load conditions viz. 0 kg, 3 kg, 6 kg, 9 kg and 12 kg, for two different compression ratios 16 and 18. The performance assessments indicators like brake power, brake specific fuel consumption, brake thermal efficiency, mechanical efficiency, air-fuel ratio were examined. The highest magnitude of mechanical efficiency observed is 59.14% for Mustard Oil Biodiesel 10% Blend (MuB10) for 12 kg, engine load and compression ratio 16. The emission indicating parameters oxides of nitrogen, hydrocarbon, carbon dioxide, carbon monoxide, and smoke were scrutinized throughout trials. The result of this investigation exposed that blend B10 has given favorable outcomes as compared to pure diesel for CRDI engine performance indicating parameters and has fewer emissions as compared to that of pure diesel.

Synergetic effect of liquid fuel derived from various waste feedstocks on performance, combustion and emission in a compression ignition engine

ABSTRACT Diesel engines being predominant in transportation sector are limited in addressing the sustainable development goals. The pressing need of environmental concern and fossil fuel depletion enforces the research community toward search of alternative fuels. In such context, waste materials have emerged as a promising feedstock for producing sustainable alternatives for diesel, given their abundance and their significance in waste management. Consequently, in this work, the waste feedstocks identified were waste plastics, waste lubrication oil, waste animal fat obtained from tanneries, waste cooking oil and waste tyres. For extraction of oil from these plastics, lube and tyre oil, pyrolysis was used and transesterification process was adopted for extraction of DLF from waste animal fat and waste cooking oil. The collected DLF was given for fuel property testing and found to be at par to utilize in a CI engine. It was then blended with diesel in the form of B80 (80% DLF and 20% diesel) and named as WTO B80, WLO B80, WCO B80, WPO B80 and WAF B80. To identify the differences in various parameters like combustion, performance and emission of CI engine at various engine loads, a bench test of a single-cylinder direct injection diesel engine without engine modification was done. The blend B80 of waste oil is analyzed in this work for its combustion characteristics and emission of various gases like nitrogen oxide (NO), carbon dioxide (CO2), carbon monoxide (CO), hydrocarbons (HC) and smoke. Among various liquid fuels tested, WPO B80 blend resulted in 32.81% BTE with NO emission of 1885ppm. The results also show emission of 67.2% of smoke, 0.18% of CO and 48 ppm of HC. The cylinder peak pressure for WPO B80 was at 72.85 bar and 48.04 J/deg CA peak heat was released, which concludes it as a suitable fuel for diesel engine compared to other fuels without any engine customization.

Effect of early intake valve closing, exhaust gas recirculation and split injection on combustion and emissions characteristics of a HDDI diesel engine operating in PCCI combustion mode

Premixed Charge Compression Ignition (PCCI) combustion is an alternative to conventional diffusion-controlled combustion for Mono-nitrogen oxides (NOx) and soot emissions reduction in DI diesel engines. However, bringing the center of combustion (CoC) near top dead center (TDC) to reduce brake specific fuel consumption is challenging. In this study, for two Early Intake Valve Closing (EIVC) profiles of split injection strategy, combustion characteristics and emissions of a heavy-duty direct injection (HDDI) diesel engine are evaluated by CFD simulations. Combustion efficiency, Indicated Specific Fuel Consumption (ISFC), NOx, soot, and carbon monoxide (CO) emissions are evaluated for 40 ˚CA and 80˚CA EIVC timings with respect to the base diesel combustion with 0, 30, 50, and 70% Exhaust Gas Recirculation (EGR) rates at 3 bar Brake Mean Effective Pressure (BMEP).CFD simulations reveal that EIVC strategy can displace the CoC towards TDC up to 5–10 ˚CA depending on the EGR rate. Moreover, up to 30% NOx reduction can be achieved in EIVC cases. In 70% EGR case, lower ISFC and near zero NOx emissions can be obtained compared to conventional diesel combustion due to CoC being closer to TDC. However, the EIVC strategy with EGR increases CO emissions due to incomplete combustion of a lower air/fuel ratio mixture.

Assessment of diesel engine thermo-characteristics working with hybrid fuel blends

The objective of this study is to examine the impact of multifuel blends on combustion parameters of single-cylinder four-stroke direct injection diesel engines. Engine characteristics (performance, combustion, and emissions) are scanned under the following scenario: initially powered by regular diesel (DF), then 20% biodiesel derived from spirulina green algae. Afterward, 40% water ammonia solution (25% NH3) is used, followed by a hybrid blend (40% DF + 20% biodiesel + 40% NH4OH). Simulations are performed using Diesel-RK software. In contrast to diesel and biodiesel, aqueous ammonia solution has a longer delay period due to lower cetane number. In comparison with diesel, the Sauter mean diameter (SMD) is increased by 1.6%, 3.8% for biodiesel and NH4OH, while it is decreased by 13% for hybrid fuel. Peak values of pressure and temperature are reduced. All fuel blends under consideration had significant reductions in nitrogen oxides (NOx) and Bosch smoke number (BSN). Hybrid fuel reduced NOx emissions by 37% and BSN by 53.5% compared to DF. Compared to DF, there was a slight increase in brake-specific fuel consumption (BSFC) coupled with a decrease in thermal brake efficiency (BTE). The optimal fuel compromise for dual-fuel diesel engines is the usage of biodiesel and aqueous ammonia together (hybrid mode). There is an excellent convergence between these outcomes and those of other scientists.

Large eddy simulation of OME3 and OME4 spray combustion under heavy-duty conditions

The synthetic diesel fuel (Poly-)oxymethylene ether (OME) has various interesting properties for the transport sector. OME reduces emissions in direct injection (DI) diesel engines, e.g., soot and NOx, and is considered CO2 neutral. While most studies have examined a mixture of OMEs with different chain lengths, recent studies have focused on neat OME3 and OME4. In the literature similar chemical ignition delay times were shown under homogeneous conditions and significant differences were reported in their thermophysical properties. Furthermore, differences between OME3 and OME4 in terms of the mixture formation were shown on a heavy-duty injector under non-reactive conditions. The question of how this mixture formation affects the ignition and flame characteristics of neat OME3 and OME4 spray flames remains unresolved. To address this topic, this study conducts a combined experimental and numerical investigation under inert and reactive spray conditions for OME3 and OME4 on a heavy-duty injector. Large Eddy Simulations (LESs) and high-pressure, high-temperature spray chamber measurements are conducted. The distinct differences between neat OME3 and OME4 are analyzed along the cause–effect chain comprising the mixture formation, ignition behavior and its effects on the overall heat release rate. Based on the differences in the thermophysical properties, e.g., density and vapor pressure, the investigations in inert conditions reveal differences in the liquid penetration and mixture formation. The reactive spray flame measurements and simulations show a significant offset in the ignition delay time for OME3 and OME4. An explanation is found in the significantly different distribution of the scalar dissipation rate due to the differences in the mixture formation. Despite the differing ignition delay times, similar local flame structures are found for both fuels.

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 investigation of ethanol diesel dual fuel DI diesel engine

This paper investigates the combustion and performance characteristics of an ethanol – diesel dual fuel direct injection diesel engine. An air-cooled constant speed single cylinder diesel engine was operated with dual fuel mode in which ethanol was injected in the inlet manifold and diesel was injected inside the cylinder. An electronic fuel injection system operated by LabView software was used to inject the ethanol. Virtual instrumentation principle was used to generate output pulses for triggering ethanol injection. Diesel fuel was injected by conventional mechanical fuel injection system. The engine was loaded by an eddy current dynamometer. A piezoelectric pressure pickup with charge amplifier connected to PC based data acquistion system recorded cylinder pressure data at every crank angle interval. A crank angle degree marker measures the crank angle position for every crank angle. Tests were conducted on the engine in diesel and ethanol – diesel dual fuel mode. The cylinder pressure traces were used to calculate the heat release rates and combustion parameters. Optimum ethanol quantity was injected at every operating point. An AVL five-gas analyzer was used to measure the different exhaust pollutants. The smoke emission was measured by an AVL smoke meter in Hatridge equivalent percentage. Experimental results show that 40% of diesel can be replaced by ethanol at full load and there was 5.5% reduction in specific energy consumption. Also it was found that 32% reduction in smoke level (Opacity) and 25% reduction in NOx emissions at full load operating condition. It was also observed that the engine was running smoothly without knocking.

Experimental investigation of emission reduction in 4S diesel engine fueled by coconut oil Methyl Ester(ME) using oxidation inhibitors

As non-renewable fuels become increasingly depleted and the environmental impact of burning petroleum fuels becomes more evident, the search for alternative fuels has intensified. One promising alternative is vegetable oils derived from biomass. However, when utilized in diesel engines, the carbon content and high viscosity of these vegetable oils can cause significantly lower performance and increased smoke emissions. The transesterification process can be utilized to enhance the performance of vegetable oils, which would be a solution to this problem. This research examined the feasibility of using a 4-stroke direct injection diesel engine on ME of coconut oil. The findings shown that diesel engines can function properly when utilizing only coconut oil as fuel.

Impact of nano catalyst in the biodiesel production for direct injection diesel engine: A review

AbstractThe demand for energy is a significant topic in both developing and developed nations. The need for energy is growing rapidly every day. Biodiesel is a viable alternative answer to this issue, hence it is vital to discover an environmentally friendly alternative solution. To compare the emissions and combustion behaviors while diesel engines employing with Pithecellobium dulce seed oil. As a catalyst, seed oil biodiesel that has been blended separately and mixed with nanoparticles of titanium oxide and aluminum oxide is employed. Transesterification was used to esterify Pithecellobium dulce Seed Oil. Then, for each nano substance, samples S1, S2, and S3 were generated using a sonication technique. The project's focus is on creating a substitute fuel for everyday use. Hydrocarbon‐based gasoline is currently a dependable fuel. Alternatives that are environmentally friendly, like biodiesel, should be taken into account. The main objective of this experiment is to determine the engine performance and emission parameters of diesel engines using mixes of diesel and biodiesel with nano additives. The experiment's fuel is diesel, and an equal volume of biodiesel is mixed with different‐sized nano additives.

Turpentine as an Additive for Diesel Engines: Experimental Study on Pollutant Emissions and Engine Performance

The need for reducing fossil fuel consumption and greenhouse gas (GHG) emissions in internal combustion engines has raised the opportunity for the use of renewable energy sources. For the progressive replacement of fossil fuels like diesel, those derived from the sustainable management of forest resources may be a good option. In Portugal, pine trees (pinus pinaster) are among the most widely cultivated tree species. Turpentine can be extracted from their sap without harming the tree. Turpentine is known to be a good fuel with a lower viscosity than regular diesel but with a comparable caloric value, boiling point and ignition characteristics, although it is not widely used as a compression ignition fuel. Moreover, recent research has highlighted the possibility of substantially increasing the turpentine yield through biotechnology, bringing it closer to economic viability. The present study investigates the performance, pollutant emissions and fuel consumption of a 1.6 L four-cylinder direct-injection diesel engine operating with several blends of commercial diesel fuel and turpentine obtained from pine trees. The aim of this study was to assess whether it would be possible to maintain or even improve the performance, fuel consumption and GHG and pollutant emissions (HC, NOx, CO and PM) of the engine with the partial incorporation of this biofuel. Turpentine blends of up to 30% in substitution of regular diesel fuel were tested. The main novelties of the present work are related to (i) the careful testing of a still-insufficiently studied fuel that could gain economical attractiveness with the recent developments in yield improvement through biotechnology and (ii) the tests conducted under fixed engine load positions typical of road and highway conditions. The addition of this biofuel only slightly impacted the engine performance parameters. However, a slightly positive effect was observed in terms of torque, with an increase of up to 7.9% at low load for the 15T85D mixture and 6.8% at high load being observed. Power registered an increase of 9% for the 15T85D mixture at low speed and an increase of 5% for the 30T70D mixture at high speed when compared to the reference fuel (commercial diesel fuel). While the efficiency and fossil GHG emissions were improved with the incorporation of turpentine, it had a mixed effect on polluting emissions such as unburned hydrocarbons (HC) and smoke (PM) and a negative effect on nitrogen oxides (NOx). NOx emissions increased by 30% for high loads and 20% for low loads, mainly as an indirect effect of the improvement in the engine performance and not so much as a consequence of the marginally higher oxygen content of turpentine relative to commercial diesel fuel.

Parametric optimization of SiO2 nanoparticle dispersed biodiesel blend with dispersant at variable loads of diesel engine using Taguchi, grey relation analysis

This research was conducted to increase the performance, combustion, and emissions of a direct-injected diesel engine, at an injection pressures of 200 bar with variable loads. Four fuel blends AOME20, AOME20 + 50SiO2 + 50DSP, AOME20 + 75SiO2 + 75DSP, AOME20 + 100SiO2 + 100DSP were considered at a speed of 1500 rpm at a compression ratio of 17.5 bar. The optimal result was obtained at 12 kg load with AOME20 + 75SiO2 + 75DSP fuel blend. The S/N ratio havinghighestdeltavalue3.643isforfuelblendwhichindicatesthatthefuelisinfluencingtheresponseparameters.

Determination of combustion and emission characteristics of liquid Fischer-Tropsch diesel fuel synthesized from coal in a diesel engine

Fischer–Tropsch (FT) synthesis is a production method that processes a liquid diesel fuel from heavy carbon-containing organic compounds such as coal and biomass. FT synthesis is an essential process in demonstrating the usability of coal-to-liquid fuel in internal combustion engines. This study investigates the effects of using FT diesel fuel synthesized from coal on the combustion characteristics of a single-cylinder common-rail direct-injection diesel engine. The engine tests were conducted at 50% of the wide-open throttle position and fixed engine control parameters (cycle duration, fuel amount, start of injection timing, etc.). As a result of the study, it was observed that the combustion with the use of FT diesel fuel started (almost 1.5 °CA) and completed earlier according to the petroleum-based diesel (D100). The cyclic variations were more stable with FT diesel fuel. With the use of FT diesel fuel, the indicated mean effective pressure was 3% lower, peak cylinder gas pressure was slightly lower, and the combustion noise was 2–3 dB quieter compared to D100. The heat release was higher during the premixed combustion phase at the cycle durations of 67 ms and 55 ms, while it occurred very small at the cycle duration of 86 ms. Significant reductions in CO2 and NOx emissions, which are complete oxidation products, were obtained with FT diesel fuel compared to D100. The fuel properties, combustion characteristics and emission results showed that no further measures should be taken to use FT diesel in compression ignition engines. FT diesel fuel can be safely used as an alternative fuel.

Exploration of the dual fuel combustion mode on a direct injection diesel engine powered with hydrogen as gaseous fuel in port injection and diesel-diethyl ether blend as liquid fuel

The present study explores the possibilities of the use of diesel-diethyl ether (DDEE) blends as pilot fuel, and hydrogen (H2) as inducted gaseous fuel in a diesel engine operated on dual fuel mode (DFM). DEE was added to diesel in ratios of 5–25% in increasing steps of 5%, to prepare the DDEE5, DDEE10, DDEE15, DDEE20, and DDEE25 blends that were used as pilot fuel. In this current study, for hydrogen gas generation, a hydrogen production kit was fabricated which was powered by solar energy. The hydrogen gas was produced from the electrolysis of water-KOH solution. During the experiment, hydrogen was inducted through the engine intake port employing an electronic gas injector. The quantity of hydrogen injection was set constant of 0.2 lpm for all the test cases. DDEE-hydrogen (DDEE+H2) blends accomplished overall good results compared to diesel. DDEE20+H2 furnished optimal results compared to diesel and other DDEE+H2 blends. Peak cylinder pressure for DDEE20+H2 was 66.91 bar at 5.2oCA aTDC, and the maximum HRR was 32.75 J/deg.CA. Compared to diesel, the BTE of engine for DDEE20+H2 was augmented by about 0.6% and the BSFC was diminished by about 3.7%, at maximum load conditions. A decline in CO and HC emissions of 29.6%, and 35% were observed for DDEE20+H2 at maximum load condition, but the NO and CO2 emanation was observed to be higher by around 29.4%, and 17.4% in comparison to diesel respectively.

Production of HHO gas in the water-electrolysis unit and the influences of its introduction to CI engine along with diesel-biodiesel blends at varying injection pressures

Hydrogen has been identified as a clean and renewable energy source that has a significant potential to replace fossil fuels. The effective production of hydrogen on a commercial scale, however, presents a vital obstacle in today's world. Water splitting electrolysis, which offers high energy conversion and storage capabilities, has emerged as a promising approach for achieving the efficient hydrogen production to address this issue. This experimental research focuses on the production of hydrogen-oxygen gas through the electrolysis process. HHO gas provides promising benefits in terms of better combustion and lower emissions. Therefore, it also focuses on how best HHO gas can be utilized in diesel engines to improve the performance and to reduce the emissions. HHO gas produced at 60 L per hour through electrolysis process is mixed with air in a mixing chamber. Also, Palm munja methyl ester of 10% and diesel fuel of 90% was volumetrically blended to get B10 biodiesel. Therefore, totally four test fuels (Diesel, Diesel + HHO, B10, and B10 + HHO) were tested on a single-cylinder Kirloskar water-cooled direct injection diesel engine under different engine speeds ranging from 1447 to 1550 rpm. The engine injector pressure was varied from 200, 220, and 240 bar during the experiments with an interval of 20 bar. The engine has been modified for hydrogen and oxygen inlet at the entrance manifold 6 cm away at an angle of 30°. The results shows that at 200 bar injection pressure with B10 + HHO blend exhibits better performance and released lower emissions. The performance results also show that the brake thermal efficiency was improved up to 14.16%, and the brake power was increased by 3.22%, while the brake-specific fuel consumption is reduced by 11.53%. The emission results show that CO, HC, NOx, and CO2 emissions were reduced by 20.87%, 11.47%, 1.96%, and 5.22%, respectively. Therefore, it can be concluded that B10 + HHO provides better performance and the lowest emissions compared with other blends.