Fueled Engine Research Articles

Optimization of process parameters of catalytic pyrolysis using natural zeolite and synthetic zeolites on yield of plastic oil through response surface methodology

This study aims to reach a sustainable solution for waste management of medical plastics through value-added product extraction. It uses the DOE technique to examine the effect of natural zeolite and synthetic Al2O3 and SiO2 as catalysts. A small lab-scale pyrolysis setup was used for medical plastic waste management treatment. Pyrolysis of medical plastics with temperature range (350–450 °C), three catalysts, and wt.% are examined. This process is designed for 3 factors and 3 levels, such as type of catalyst, catalyst wt.%, and temperature, to create an L9 orthogonal array. At the same time, the heating rate and residence time are maintained constant at 5 °C/min and 75 minutes, respectively. Furthermore, this study analyzed the input variables in catalytic pyrolysis using response surface methodology. As a result of the study, generating the regression equation for oil yield, F and P values assure the model is significant. Optimization result shows the type of catalyst, temperature, and catalyst concentration values are found as aluminum oxide, 376 °C, and 6.6 wt.%, respectively. HDPE and LDPE oil yield a value of 58.3648 and 61.2051 wt%, respectively, under the optimum variables condition. For oil yield prediction, HDPE and LDPE’s correlation coefficient (R2) were 0.9949 and 0.9943, respectively. Authentication of the model response using a regression equation validated with the experimental result shows good agreement. The produced medical plastic oil has a density, viscosity, flash & fire point, carbon residue, and cetane number 904 kg/m3, 2.3 cSt, 42 & 45 °C, 7.1 wt.% and 51 respectively. Finally, this study concludes that plastic oil extraction from medical waste through catalytic pyrolysis can be a potential source of alternative fuels in IC engines. Priority to optimization and low-cost catalysts highlights medical plastics waste management under the socio-economic model.

Use of butanol, pentanol and diesel in a compression ignition engine: A review

Using oxygenated alternative fuels in compression ignition (CI) engines is feasible for energy security problems and cli-mate change. Alcohols are regarded as alternative fuels for compression ignition engines because of their excellent physi-cochemical features, emission, and combustion characteristics. Research on alcohols and their additions has progressed significantly in recent years. Several researchers have examined the combined effect of higher alcohol with diesel and their impact and challenged that concentrations of higher alcohol reduce harmful particulate emissions in CI engines. This paper mainly focused on the performance and emissions properties of higher alcohols like butanol and pentanol. Alcohol has a low energy content, typically affecting engine brake-specific fuel consumption (BSFC). Low-temperature combustion (LTC) in compression ignition engines can lower NOx and smoke emissions, and improve the efficiency of the engine. LTC is done by combining higher alcohol with increased exhaust gas recirculation (EGR) rate and retarded fuel injection timing. The higher alcohol, along with the oxygen in the fuel reduces exhaust fumes, improves the air/fuel mixture by providing a longer ignition delay (ID), and can replace the fossil fuel like diesel (partially or whole) to allow efficient and clean combustion in CI engines. Finally, several significant findings and comments are provided regarding potential ave-nues for experimental research and future development. According to thorough analysis, bio-alcohols are considered to be a substitute fuel for CI engines.

Experimental Study on the Effect of Ammonia on Combustion and Emission Characteristics of a Spark Ignition Engine Fueled with Hydrogen.

Using hydrogen and its compounds as fuel is one of the key ways to achieve zero carbon emissions in internal combustion engines. Due to the difference in fuel properties of hydrogen and ammonia, mixing the two can make up for each other's shortcomings in combustion performance. Therefore, this paper studies the effects of ammonia addition on the combustion and emission characteristics of a SI commercial hydrogen engine, and studies the differences in these effects under different excess air ratios. The results indicate that increasing the ammonia mass ratio lengthens both flame development and combustion duration, causing a delay in the combustion center. Under stoichiometric conditions, combustion instability increases, peak cylinder pressure and heat release rate decrease significantly, and exhaust temperatures rise. With a higher ammonia mass ratio, brake-specific fuel consumption first decreases and then increases, reaching a minimum at a 0.4-0.6 ammonia mass ratio. Unburned ammonia and N2O emissions gradually increase, while NO X emissions initially rise and then fall, peaking at a low ammonia mass ratio. From the perspective of balancing emissions and fuel economy, for hydrogen-ammonia mixed combustion engines, a 0.6 ammonia mass ratio is recommended under stoichiometric conditions, while lean burn conditions allow for a higher ammonia mass ratio.

A detailed comparison of ethanol–diesel direct fuel blending to conventional ethanol–diesel dual-fuel combustion

Dual-fuel combustion is a well-known measure to enable the combustion of low-reactivity fuels (LRF) in compression-ignited engines with high thermal efficiency through a pilot injection of a high-reactivity fuel (HRF). In most cases, the LRF is introduced into the intake manifold and therefore premixed with the air before entering the combustion chamber during the intake stroke (premixed charge operation, PCO). In this work, this approach is investigated for bioethanol-diesel dual-fuel combustion using external and internal exhaust gas recirculation (EGR) to improve emissions and engine efficiency. In addition, PCO is compared to an alternative concept in which bioethanol and diesel are blended shortly upstream of the high-pressure pump (premixed fuel operation, PFO) at variable mixing ratios. The results show that higher ethanol shares of up to 70% can be achieved at low engine load when using PCO, while at medium and high load, the maximum energy share of ethanol is higher with PFO. While PCO is limited by engine knock, PFO rather suffers from the reduction in cetane number. In PCO, external and internal EGR allow for a reduction of unburned hydrocarbons (up to − 82%) and carbon monoxide (up to -60%), while nitrous oxide emissions are simultaneously lowered by up to − 65%. Both with and without EGR, PFO shows low emissions of unburned hydrocarbons and carbon monoxide (similar to conventional diesel combustion) and a significant reduction in nitrous oxide and soot formation. Brake thermal efficiency (BTE) drops in both modes compared to conventional diesel combustion, in PCO operation due to unburned and partially unburned fuel and in PFO due to increased friction in the high-pressure fuel pump caused by an increased fuel flow.

Optimizing fuel injection timing: Investigating the effects of injection timing on combustion performance and emission characteristics of high and low sulfur fuels in a diesel engine

Optimizing fuel injection timing: Investigating the effects of injection timing on combustion performance and emission characteristics of high and low sulfur fuels in a diesel engine

High-performance machine-learning-based calibration of low-cost nitrogen dioxide sensor using environmental parameter differentials and global data scaling

Accurate tracking of harmful gas concentrations is essential to swiftly and effectively execute measures that mitigate the risks linked to air pollution, specifically in reducing its impact on living conditions, the environment, and the economy. One such prevalent pollutant in urban settings is nitrogen dioxide (NO2), generated from the combustion of fossil fuels in car engines, commercial manufacturing, and food processing. Its elevated levels have adverse effects on the human respiratory system, exacerbating asthma and potentially causing various lung diseases. However, precise monitoring of NO2 requires intricate and costly equipment, prompting the need for more affordable yet dependable alternatives. This paper introduces a new method for reliably calibrating cost-effective NO2 sensors by integrating machine learning with neural network surrogates, global data scaling, and an expanded set of correction model inputs. These inputs encompass differentials of environmental parameters (such as temperature, humidity, atmospheric pressure), as well as readings from both primary and supplementary low-cost NO2 detectors. The methodology was showcased using a purpose-built platform housing NO2 and environmental sensors, electronic control units, drivers, and a wireless communication module for data transmission. Comparative experiments utilized NO2 data acquired during a five-month measurement campaign in Gdansk, Poland, from three independent high-precision reference stations, and low-cost sensor data gathered by the portable measurement platforms at the same locations. The numerical experiments have been carried out using several calibration scenarios using various sets of calibration input, as well as enabling/disabling the use of differentials, global data scaling, and NO2 readings from the primary sensor. The results validate the remarkable correction quality, exhibiting a correlation coefficient exceeding 0.9 concerning reference data, with a root mean squared error below 3.2 µg/m3. This level of performance positions the calibrated sensor as a dependable and cost-effective alternative to expensive stationary equipment for NO2 monitoring.

A Review on Alternative Fuels Use in Internal Combustion Engines

The worldwide issues include rising fuel prices, air pollution, and global warming. As mineral fuels deplete, alternative fuels become increasingly significant in internal combustion engines. This article discusses liter-ature analysis to demonstrate the different types of renewable energy used worldwide. Alternative fuels can replace fossil fuels if their availability is limited by worldwide geopolitical issues. Its main objective is to review and identify the various types of alternative fuels which can be used for internal combustion en-gines to reduce emissions of CO2 into the atmosphere. Alcohols, LPG, biodiesel, natural gas, DME, fuel cells, hydrogen, and electricity are some alternative energy sources. Alternative fuels for both CI and SI engines are becoming more popular due to socioeconomic and environmental reasons. It involves transition-ing society from its dependence on petroleum and increasing concerns about sustainability. Natural gas, alcohol, hydrogen, fuel cells, and electricity are some alternative fuels that are getting much attention. These alternative fuels can minimize harmful emissions as well as operating costs.

Exploring energy utilization of the methanol/dimethyl ether dual-fuel engine under the methanol reforming strategy: A comparison of different low-temperature combustion modes

Numerous studies have explored methanol and dimethyl ether (DME) as alternative engine fuels to enhance thermal efficiency and lower emissions. In this study, based on methanol reforming, a new potential strategy for the realization of the methanol/DME dual-fuel compression-ignition engine by fueling only methanol is proposed. The methanol/DME dual-fuel engine under three low-temperature combustion modes (i.e., reactivity controlled compression ignition (RCCI), reverse-reactivity controlled compression ignition (R-RCCI), and homogenous charged compression ignition (HCCI)) is computationally optimized, and the methanol reforming ratio is considered. The results demonstrate that the R-RCCI mode displays enhanced performance in both combustion efficiency and emissions, achieving an equivalent indicated specific fuel consumption (EISFC) of 152.3 g/kWh and nitrogen oxide (NOx) emissions far below the Euro VI regulatory threshold. A double injection of methanol with a minor secondary injection in the R-RCCI mode facilitates more pronounced stratified combustion, and the ringing intensity (RI) can be well controlled. The mode-specific optimal DME energy ratio was determined, approximately 40 % for RCCI and R-RCCI, and around 14 % for HCCI. The demand for the DME energy ratio can be realized by the onboard methanol reforming system, which demonstrates the feasibility of the combination of the fuel reforming strategy with low-temperature combustion modes.

RSM Hybrid Modeling of a BSFC for a Single Cylinder Four Stroke CI Engine Fueled with Nano-additives Added to Diesel-biodiesel Fuel Blends

Introduction: The expanding need for fossil fuels emphasizes the necessity to comprehend renewable energy sources. Methods: This study examined the performance of a single-cylinder diesel engine using Jatropha biodiesel and aluminum dioxide—the research aimed to evaluate engine reactivity to compression ratio and load variations. The experiment employed with varitaion compression ratios. Results: This study used the Response Surface Methodology to find the best Brake Specific Fuel Consumption performance indicator location. The researchers used a Central Composite Design setup for analysis. A regression model employing the response surface approach was then created to predict fuel phase-out likelihood. Conclusion: This study examines multiple factors' effects. According to studies, Jatropha biodiesel and its blends may improve engine efficiency and lower brake-specific fuel consumption compared to diesel fuel. Minor input parameter modifications are needed to gain these benefits.

Comprehensive Comparative Study of the Durability Wear Assessment of a Diesel Engine Fuelled with Jatropha Seed Oil and Diesel Fuel and Its Troubleshooting and Scheduled Maintenance.

Existing ecofriendly apprehensions about climate change have directed scientists to discover plant-based vegetable oils for use as fuels, such as straight vegetable oils and their biodiesels, because of their renewability, nontoxic nature, biodegradability, and environmental friendliness. This experimental study intended to reveal the tribological aspects of 90 °C preheated Jatropha curcas straight vegetable oil (PHSVO90) used in a 7.35 kW, 1000 rpm constant speed indirect injection (IDI) diesel engine and likened to conventional diesel operation by conducting an elongated term durability examination for 512 h as per IS:10000 standards. Tests were performed under encoded loading cycles in two segments: one with PHSVO90 and the second one with conventional diesel operation (CDO). Following the completion of these tests, all essential engine components were disassembled to assess physical deterioration and the accumulation of carbon deposits. Due to their different chemical compositions, PHSVO90 and diesel showed noticeable differences in their properties. PHSVO90 had a higher amount of carbon deposits, measuring 6.3 g. It also had a total acid number (TAN) of 9.11 mg KOH/g, a density of 986 kg/m3, and a viscosity of 381 cSt. In addition, an inductive plasma-based atomic emission spectroscope detected a greater amount of metal wear debris from spectrum metals with PHSVO90. The elements Fe, Cr, Al, Cu, Mg, and Pb exhibited concentrations 1.49×, 1.37×, 1.19×, 1.37×, 1.2×, and 1.18× higher, respectively, than those recorded during typical diesel operation. Wear of PHSVO90 fuel engine components like the cylinder head, cylinder bore/liner, piston, Gudgeon pin, small end bush of the connecting rod, big end bearing, crankshaft bearing, connecting rod bearing, and inlet and exhaust valves, along with guides, was detected to be marginally advanced compared to CDO. As per identified results, an appropriate maintenance protocol was developed for the PHSVO90 application. It is observed that, without any extensive modifications, PHSVO90 oil has proven to be a good substitute for IDI engines.

Assessing combustion characteristics of alternative fuels in a CI engine by use of a wavelet-based analysis of engine vibration signals

In the current work, a wavelet-based approach for assessing combustion performance of alternative fuels in compression-ignition engines, indicated that changes in cylinder pressure amplitude were reflected by commensurate changes in a proposed parameter, with a maximum of a 9% variation. The proposed parameter, the wavelet transform coefficient maximum amplitude (WMA), successfully accomplished this for various engine conditions. The wavelet transform coefficient standard deviation (WSD), a second proposed parameter, was able to track changes in the rates of pressure rise associated with changes in load conditions and fuel type, with a maximum variation in the parameter of 7%. The approach was assessed by testing six fuels in a test engine unit. Thermodynamic property data and vibration signal data were recorded for each of the fuels tested, at six loading conditions. Subsequently, combustion performance was evaluated using traditional thermodynamic parameters and using the WMA and WSD via a MATLAB based algorithm. Thus, it was surmised that the proposed approach can form the basis for a vibration-based assessment of alternative fuel combustion performance in reciprocating engines.

Experimentally Investigating the Potential of Iso-Stoichiometric GEM Blends as a Drop-in Replacement for E50 in SI Engines

Background: Research on alternative fuels for internal combustion engines is crucial due to climate change and energy security concerns. Ethanol-blended gasoline has been a popular alternative fuel, but biomass limitations restrict its widespread use. Methanol offers a solution as it can be produced from non-food sources, extending ethanol's availability. Objective: This study explores a ternary fuel blend consisting of gasoline, ethanol, and methanol as an alternative to binary gasoline-ethanol blend. The objective is to investigate if the isostoichiometric ternary blend offers equivalent fuel properties to E50 (Ethanol 50%, Gasoline 50% (v/v)) gasohol while potentially enhancing engine performance, reducing emissions, and improving combustion characteristics. Methods: A single-cylinder, four-stroke, port fuel injection spark ignition engine was used. The engine was tested with three fuels: pure gasoline, E50 blend, and an equivalent iso-stoichiometric GEM blends. Engine tests were conducted at constant load with varying engine speeds. Performance, emission, and combustion parameters were experimentally measured and compared across all fuels. Results: E50 and its equivalent blends improved brake thermal efficiency but increased brake specific fuel consumption compared to gasoline. It significantly reduced unburned hydrocarbon and carbon monoxide emissions but slightly increased nitrogen oxide emissions. Conclusion: Formulated E50 equivalent blends have identical air to fuel ratio, lower heating values as conventional binary E50 gasoline-ethanol blends. The study suggests that iso-stoichiometric GEM blends have the potential to be a viable alternative drop-in fuel for E50 in internal combustion engines. The future advancements in GEM blends, particularly in optimizing ratios, could lead to patentable inventions.

Effects of Diesel Pre-Injection Time on Combustion Process and Emission Characteristics of Diesel/Methanol Dual Fuel Engine

ABSTRACT The traditional diesel engine not only causes the reduction of nonrenewable energy but also aggravates environmental pollution. The utilization of renewable fuels in engine can not only effectively reduce the dependence on oil sources but also effectively reduce emissions. As a renewable oxygen-containing fuel with low production cost and widely sourced, methanol holds vast potential for application in engine. The dual-fuel combustion of diesel and methanol has emerged as an important research issue in the internal combustion engine industry. This paper conducted a study on the combustion and emission characteristics of the diesel/methanol dual fuel based on the optical engine test platform and 3D numerical simulation software. The results show that the change in cylinder pressure is relatively small and the heat release rate increases with the advance of diesel pre-injection time. The pre-injection time of diesel mainly affects the mixture distribution of pre-injection diesel, and the mixture is more evenly mixed with the advance of the pre-injection time. The degree of premixed combustion becomes higher, premixed combustion will lead to more rapid combustion, so the peak heat release rate shows an increasing trend. The pre-injection time of diesel is advanced, resulting in a leaner mixture in the early stage, and the fuel is not easy to burn, so CA10 and CA50 are delayed. The soot formation decreases as the mixture becomes more uniform, and the number of pixels of KL factor in each range also decreases. The average temperature in the cylinder is reduced and the NOX shows a decreasing trend with the advance of the pre-injection time. The change in CO generation is relatively small with the advance of pre-injection time.

Energy-Exergy Analysis of CI Engine Fueled with Moringa Oleifera Biodiesel at Different Loading Conditions

Energy-Exergy Analysis of CI Engine Fueled with Moringa Oleifera Biodiesel at Different Loading Conditions

Experimental study on effect of use of oxyhydrogen blends with traditional fuels in spark engines for better performance

The utilization of oxyhydrogen as a supplementary fuel in internal combustion engines has garnered significant attention due to its potential to enhance engine performance and reduce emissions. This study investigates the effects of oxyhydrogen addition on the performance, emissions, and thermodynamic efficiencies of a spark-ignition engine fueled by gasoline, propane, and methane. The engine drives a commercial stationary power generator. The results demonstrate that oxyhydrogen addition leads to a consistent reduction in CO2 and hydrocarbon emissions across all fuel types, with the most substantial reduction observed in gasoline, decreasing from 2413 g/kg to 1709 g/kg (a 29 % reduction) with 20 % oxyhydrogen addition. However, NOx emissions tend to increase, particularly pronounced in gasoline, where they escalate from 9.5 g/kg fuel with no oxyhydrogen to 24.6 g/kg fuel for the same case (a 159 % increase). The power output exhibits varying degrees of improvement depending on the fuel type and oxyhydrogen concentration. Oxyhydrogen has compensated for the power reduction when propane and methane are used as the base fuel. The energy and exergy efficiencies consistently improve with increasing oxyhydrogen addition, with the most significant improvement observed in propane, where the energy efficiency increases from 30.0 % to 37.3 % with and addition of 20 % oxyhydrogen.

Thermal (TG/DTA) and mass (GC-HRMS) analysis of waste transformer oil and its blends

ABSTRACT This study investigates the potential use of waste transformer oil (WTO) and its blends as alternative fuels for CI engines. Thermal (TG/DTA) and mass (GC-HRMS) analyses were performed on neat samples of diesel, biodiesel, WTO, and four sets of samples with different volumetric ratios of WTO, diesel, and biodiesel. TG/DTA analysis showed that the blended samples WTO20BD10D70 and WTO30D70 had a lower range of rapid disintegration temperatures (150°C), while WTO30BD20D50 exhibited the lowest temperature range for enthalpy change. The weight loss and enthalpy change of WTO and its blends were similar to those of standard diesel fuel. GC-HRMS analysis revealed that the compounds present in WTO and its blends were n-alkanes, alkenes, aromatics, alcohols, phenols, carboxylic acids, esters, and cyclic compounds, similar to those found in diesel fuel. Sample WTO20BD10D70 showed a narrow range of compounds (C8 to C27) and a similar composition of hydrocarbons to that of neat diesel, indicating its potential as an alternative fuel. Blended samples with higher carbon numbers may be harder to ignite but more stable for long-term storage, and their composition is similar to diesel fuel, suggesting their potential as eco-friendly diesel alternatives.

Research Progress and Challenges of Hydrogen-Ammonia Hybrid Fuel Engines

In this paper, we review the research status of hydrogen and ammonia engines, and discuss the potential of the two fuels as clean energy sources and their challenges. Hydrogen fuel has attracted attention due to its high energy density and zero-emission characteristics, but hydrogen fuel engines have problems such as increased nitrogen oxide emissions, tempering and early ignition. Ammonia fuel, as a carbon-free alternative fuel, has the advantage of being easy to store, but it is inferior to traditional fuels in combustion performance. This paper further analyzes the research progress of hydrogen/ammonia hybrid fuel engines, highlighting specific challenges such as optimizing the fuel mixture ratio, addressing safety concerns related to hydrogen's flammability and ammonia's toxicity, and overcoming technical difficulties in combustion control, points out the combustion support effect of hydrogen and the influence of ammonia on combustion rate, and discusses the advantages of hybrid fuel engines in emission control. Finally, this paper summarizes the current development trend of hydrogen/ammonia fuel engine technology and puts forward suggestions for future research directions.

A comparative study on combustion characteristics of PPC and RCCI combustion modes in an optical engine with renewable fuels

Application of renewable fuels in compression ignition engines provides one solution to reduce greenhouse gas emission in heavy-duty transportation sector. However, it is a big challenge to find a single alternative fuel to replace the traditional diesel under full load conditions. In this study, the combustion characteristics of two kinds of renewable fuels with different reactivity, namely methanol and hydrogenated catalytic biodiesel (HCB), were investigated in an optical engine under partially premixed combustion (PPC) and reactivity-controlled compression ignition (RCCI) modes, respectively. A two-color (2C) method was employed to quantify the in-flame soot formation. Meanwhile, the flame oscillation phenomenon was captured and evaluated. The results indicate that the RCCI mode exhibits reduced peak cylinder pressure, resulting in smoother and more stable combustion compared to that of the PPC mode. Moreover, the more uniform fuel distribution in the RCCI mode further decreases soot formation from the blended fuel. Additionally, with increasing methanol proportion, the rise in oxygen content within the blended fuel significantly reduces soot formation. The flame oscillations are primarily related to the rate of cylinder pressure variation. Under PPC mode, multi-point autoignition causes a rapid increase in cylinder pressure, leading to larger oscillation amplitudes (M15: 0.268, M25: 0.772). Conversely, under the RCCI mode, the heat release process is more stable, resulting in weaken oscillations (M15: 0.161, M25: 0.064) compared to that of PPC.

Thermal and emission analysis of waste plastic and microalgae biodiesel as a potential power source for diesel engines: A sustainable approach.

The future of diesel engines is greatly influenced by ongoing research on alternative fuels. Renewable fuels have been researched and adopted by several nations to encourage the production and use of biodiesel. This study examines the energy conversion of waste plastic biodiesel and Spirulina microalgae biodiesel at a 20% blending ratio to analyze the behavior of a one-cylinder, 4-stroke diesel engine running at 1500rpm with a compression ratio of 17.5. The authors evaluated, analyzed, and compared the engine's combustion, performance, and emission at an incremental engine load of 25% from 25 to 100%. The findings demonstrated that the biodiesel fuel samples generated somewhat poorer efficiency but reduced emissions from the engine. At 100% load, the percentage differences between the diesel and blended fuel samplesranged from 2.4 to 7.3% for BTE, 2.9 to 16.5% for BSFC, and 1.0 to 4.62% for BSEC; however, the PM, SO2, and CO2 emissions were reduced by 1.6-28.8% except for NOx emissions, which are increased by up to 9.4%. Pure diesel exhibits the best performance characteristics; however, pure biodiesel exhibits the best emission characteristics. The 20% blended fuels showed promising results, as they exhibited comparable or slightly improved BTE values compared to their respective pure biodiesel fuels. The findings indicate that Spirulina microalgae biodiesel and waste plastic biodiesel have the potential to be utilized as substitute fuels for diesel engines; however, for the greatest performance and lowest emissions, their blending ratios and engine operating conditions must be optimized.

Application of acetylene in multi-cylinder low heat rejection diesel engine fueled with ternary blend

The depletion of fossil fuels and environmental degradation have driven researchers worldwide to seek suitable alternative fuels for diesel engines. Internal combustion engines typically emit carbon monoxide (CO), hydrocarbon (HC), and smoke, contributing to environmental pollution. To address this issue, petroleum fuels can be substituted with alternative options like acetylene gas, hydrogen, CNG, or LPG. One effective strategy is to incorporate renewable fuels into diesel engines by partially or fully replacing diesel in a dual fuel mode (DFM). This research focuses on alternative renewable fuels for diesel engines like biodiesel and alcohol and its blends. The current research investigates the engine characteristics of diesel engines fueled with ternary blend (TB) fuel and different flow rates of acetylene in DFM. TB fuel was prepared using 70 % diesel, 20 % waste cooking oil biodiesel (WCOB), and 10 % methanol by volume. The induction of acetylene at different flow rates, such as 2, 4, and 6 lpm. Waste cooking oil is used to prepare biodiesel by transesterification. Partially stabilized zirconia (PSZ) is used to coat the cylinder head, piston crown, inlet, and exhaust valves with a thickness of 0.5 mm. The HC, CO, and smoke emissions are decreased by about 35.7 %, 29.8 %, and 21.6 %, respectively, for TB fuel with acetylene at 6 lpm at full load condition. The high calorific value of acetylene gas raised the in-cylinder temperature, significantly accelerating the combustion process. The heat release rate (HRR) and cylinder pressure are increased by 9.8 % and 6.8 %, respectively, at TB fuel with 6 lpm of acetylene induction. Acetylene induces rapid fuel combustion, resulting in increased energy transfer. The brake thermal efficiency (BTE) is improved by about 10.3 % for TB fuel with acetylene at 6 lpm and exhaust gas temperature (EGT) increased to 461oC at full load condition.