Diesel Engine Exhaust Emissions Research Articles

A REVIEW ON THE EFFECTS OF DIETHYL ETHER ON THE CYCLIC VARIATIONS IN DIESEL ENGINES

This review study was compiled from the results of various researches regarding the use of diethyl ether as a fuel or fuel additive in diesel engines. Three techniques are employed for decreasing the hazardous exhaust emissions of diesel engines. The first technique for reducing harmful emissions involves improving combustion by modifying the engine design and fuel injection system; however, this process is both costly and time consuming. The second technique entails using various exhaust gas devices, such as a catalytic converter and diesel particulate filter. However, these devices can have a negative impact on the performance of diesel engines. The last way of reducing emissions and improving diesel engine performance is to use different alternative fuels or fuel additives. Diesel engines primarily release two major pollutants into the atmosphere: oxides of nitrogen (NOx) and particulate matter (PM). It is very difficult to reduce both NOx and PM at the same time in practice. The most research indicates that the most effective way to reduce emissions is to use alternative fuels such as natural gas, biogas, biodiesel, or adding additives to either alternative fuels or conventional diesel fuel. On the other hand, the fuel used has a significant influence on the cycle variations, which in turn has a major effect on the engine performance characteristics, fuel consumption, and exhaust emissions. It is thus essential to comprehensively assess the results of various investigations of alternative fuels or fuel additives before implementation. This study particularly focuses on the use of diethyl ether in diesel engines as fuel or fuel additive in different diesel engine fuels. This review study investigates the effects of the addition of diethyl ether on the cyclic variations, according to the literature.

Role of Vanadium in Thermal and Hydrothermal Aging of a Commercial V2O5-WO3/TiO2 Monolith for Selective Catalytic Reduction of NOx: A Case Study

In recent years, increased attention to air pollutants such as NOx has led the scientific community to focus meaningfully on developing strategies for NOx reduction. Selective catalytic reduction of NOx by ammonia (NO SCR by NH3) is currently the main method to remove NOx from diesel engine exhaust emissions. The catalysts with typical V2O5-WO3/TiO2 (VWTi) composition are widely used in NH3-SCR for their high NOx conversion activity, low cost, and robustness, especially concerning sulfur poisoning. However, in real diesel engine working conditions, the thermal and hydrothermal aging of catalysts can occur after several hours of operation at high temperature, affecting the catalytic performance. In this study, the stability of a commercial VWTi monolith, self-supported and containing glass fibers and bentonite in its matrix, was investigated as a case study. In laboratory conditions, NO SCR tests were performed for 50 h in the range of 150 to 350 °C. Subsequently, the VWTi monolith was thermally and hydrothermally aged at 600 °C for 6 h. The thermal aging increased the NOx conversion, especially at low temperature (<250 °C), while the hydrothermal aging did not affect the SCR. The differences in NOx conversion before and after aging were associated with the change in vanadium and tungsten oxide surface coverage and with the reduction in the surface area of catalysts. In order to correlate the change in SCR activity with the modifications occurring after aging processes, the monolithic samples were characterized by several techniques, namely XRD, SSA and pore analysis, TPR, XPS, Raman, TGA and SEM/EDX.

Study the effect of injection pressure of a mixture of diesel fuel and vegetable oil on exhaust emissions of diesel engines by simulation

Biofuels are interested in using alternative fuel in diesel engines because those are friendly to the environment and can be recycled. However, characteristics of chemical and physical differences compared to diesel fuel. While using the fuel injection system of an engine must be adjusted. Computational Fluid Dynamics KIVA-3V software allows simulation of the working cycle of the engine with injection pressure effect. This paper presents the results of a simulation study of B15 biofuel used on the 4CHE Yanmar diesel engine, and the fuel injection pressure was adjusted at 210, 220, 230, and 240 bar within the limits of high-pressure pump adjustment. The results showed that the soot emissions of the engine were lowest at 230 bars.

Experimental Investigation into the Impact of Natural Gas-Diesel Mixture on Exhaust Emissions and Engine Performance in a Heavy-Duty Diesel Engine with Six Cylinders

In this study, experiments were conducted with a mixture of pure diesel and natural gas. In the experiments, a 6-cylinder heavy-duty diesel engine with an engine displacement of 11,670 cc was used and the engine speed was kept constant at 660 rpm. At 660 rpm engine speed, the maximum torque value reached was 386 Nm. The 386 Nm torque value was accepted as 100% and experiments were carried out at torque ratios of 25, 50, 75 and 100%. In all experiments with natural gas mixture, natural gas was delivered to the combustion chamber at a pressure of 1.5 bar and a flow rate of 1.29 g/sec, pre-mixed with air from the intake manifold. The aim of this study is to investigate the combustion characteristics of pure diesel and natural gas mixtures in a heavy-duty diesel engine. According to the test results, the BTE value of natural gas - diesel blended fuel decreased by 157, 89, 53, 53 and 28% at 25, 50, 75, 100 torque values, respectively, compared to pure diesel. It was observed that at low torque values, natural gas - diesel blended fuel was very inefficient, but as the torque value increased, there were improvements in the BTE value of natural gas - diesel blended fuel, although it could not reach the BTE value of pure diesel. In the experiments with pure diesel, it was determined that the fuel consumption was 127, 68, 38, 17% less than the natural gas - diesel blended fuel at torque values of 25, 50, 75, 100%, respectively. The most significant change in exhaust emissions was observed in CO and UHC emissions. At maximum load, CO and UHC emissions were found to be 4.42 and 4.5 g/kWh for pure diesel and 19.9 and 11.9 g/kWh for natural gas blend, respectively.

Comprehensive analysis of the effects of alternative fuels on diesel engine performance combustion and exhaust emissions: Role of biodiesel, diethyl ether, and EGR

The use of petroleum-based fuels in vehicles poses environmental pollution concerns as well as the need to shift towards alternative fuels due to the diminishing availability of petroleum-based fuels in the future. Therefore, biodiesel fuel stands out among the alternative fuels that could be used in diesel engines. However, when biodiesel fuels are used as fuel in engines, the emission values released from the exhaust do not comply with EURO standards. For this purpose, additional measures to prevent emissions must be taken in addition to alternative fuel usage. In this study, two different methods were simultaneously employed to achieve both the use of alternative fuels and compliance with EURO standards in diesel engines. In the first stage of the study, different proportions of diethyl ether were added to biodiesel fuel. In the study's second stage, a 10% EGR application was performed on the intake manifold to achieve EURO standard-level NO emissions from the exhaust. The biodiesel used in the study was obtained from corn oil through transesterification. Diethyl ether was added to biodiesel at 2.5%, 5%, and 7.5% proportions. As a result of the study, improvements were achieved in effective power and efficiency with the addition of biodiesel and diethyl ether, while NO emissions increased compared to standard diesel fuel. Based on the experimental results, the best combination in terms of both performance and NO emissions was achieved with a 5% diethyl ether-biodiesel blend with a 10% EGR application. While both the biodiesel-diethyl ether mixture and EGR application resulted in a 3% decrease in engine torque, NO emissions decreased by up to 70% compared to diesel fuel.

Multipurpose optimization of fuel injection parameters for diesel engine using response surface methodology

The hike in fuel prices and rapid depletion of fuel reserves have compelled scientists to focus on energy conservation, environmental protection, engine performance improvement, and cost saving. The prime objective of the study is to compare the empirical results with response surface methodology (RSM) optimized results in order to check the accuracy of model designed by RSM. Therefore, the current study examines the effect of fuel injection parameters (nozzle opening pressure and protrusion) on diesel engine performance and exhaust emissions. RSM technique was applied to predict engine performance and exhaust emission parameters along with their optimization. The brake thermal efficiency (BTE) was incremented by 1.23 % for protrusion from 1.5 to 2.5 mm under 240 bar nozzle opening pressure (NOP). BTE was increased by 0.94 and 4.51 % for 1.5 and 2.5 mm protrusion respectively. CO emission was decremented by 4.47 and 11.31 % for 1.5 and 2.5 mm protrusion respectively when the NOP changed from 230 to 240 bar. RSM model optimized input conditions 240 bar pressure, 2.5 mm protrusion, and 1935.67 engine rpm. The engine was again tested on RSM-optimized conditions and the highest absolute percentage error (APE) of 4.42 % was obtained for NOx emission, while the lowest APE of 2.89 % was obtained for BSFC.

Experimental investigation of preheated ethyl ester of palm oil for a common rail direct injection diesel engine

The main aim of this research work is to study the performance and exhaust emissions of a common rail direst injection diesel engine at a constant speed of 1500 rpm under load variation by preheating fuels. Fuels are a neat ethyl ester of palm oil (EEPO) and its blended with diesel for the ratios of 10–50% v/v. The fuels are preheated to 65 ± 2 °C and 80 ± 5 °C, respectively. The results of preheated fuels compared with conventional diesel show the changes in performance parameters and exhaust emissions. The preheated neat EEPO resulted in the permutation of performance parameters. The brake thermal efficiency (BTE) reduced while the brake specific energy consumption (BSEC) increased, by 5%. Carbon dioxide (CO2) and nitric oxide (NO) were raised up to 18%, but carbon monoxide (CO) was dropped by 16%. Outstandingly, the preheated conventional diesel mixed with 10% EEPO improved the BTE and the BSEC by 2%. The preheating conventional diesel mixed with increasing EEPO (10–50% v/v) caused the increasing CO2 and NO but the CO emissions were continuously reduced.

Study on Selection of Diesel Engine Exhaust After-Treatment System Materials and Emission Performance for Genset Applications

The use of diesel engines for the transportation sector is ubiquitous and covers a broad continuum, like buses, trucks, agriculture, construction equipment, generators, and industrial applications. However, because of their increased use of off-road engines, they contribute more emissions in various sectors than on-road. As a result, worldwide, regardless of ongoing emission control efforts, these off-road, stationary engines also continue to be a substantial source of air pollutant emissions in the United States, European Union and Asian markets. Accordingly, while improving emissions performance, the selection of after-treatment system materials and the use of compatible after-treatment specification selections are also critical. This is only possible by effectively combining clean diesel technologies such as Fuel Injection Equipment (FIE), Turbocharger with Intercooler (TCIC), Cooled Exhaust Gas Recirculation (C-EGR), and after-treatment systems like Diesel Oxidation Catalyst (DOC), Selective Catalytic Reduction (SCR), and Diesel Particulate Filter (DPF). Overall, in this study, the influence of after-treatment system configurations and their effect on emission reduction performance are studied for three different DOC specifications based on emission testing for catalyst and size optimization. With the selected DOC catalyst specification, suitable combinations of DPF and SCR specifications are optimized further using GT-SUIT software simulation. This study was carried out during the conversion of a 15 kW NA engine to a 27 kW TCIC engine to meet diesel engine emission norms.

Synthesis of 1-Hexanol/Hexyl hexanoate Mixtures from Grape Pomace: Insights on Diesel Engine Performances at High Bio-Blendstock Loadings

The production of oxygenated bio-additives for traditional fuels represents a key challenge due to their depletion in the near-future and their positive contribution to the reduction in environmental pollution. The present study considers the synthesis of 1-hexanol/hexyl hexanoate mixtures, two oxygenated Diesel bio-additives produced through the hydrogenation of hexanoic acid, obtainable from the fermentation of a wide variety of waste biomasses. In our case, crude hexanoic acid was produced through the fermentation of grape pomace, an abundant Italian agrifood waste. Commercial 5 wt% Re/γ-Al2O3 was adopted for the catalytic hydrogenation of crude hexanoic acid, and the support acidity allowed the tuning of the reaction selectivity toward the formation of hexyl hexanoate, instead of 1-hexanol, reaching yields of 40 and 25 mol%, respectively. The effects of each bio-additive on Diesel engine performance and exhaust emissions (soot, nitrogen oxides, carbon monoxide, unburned hydrocarbons) were evaluated, highlighting noteworthy positive effects especially on the reduction in carbon monoxide and soot emissions, if compared with those of Diesel fuel alone. Similar promising performances were achieved by employing Diesel blend mixtures of 1-hexanol/hexyl hexanoate, mimicking typical compositions of the rhenium-catalyzed post-hydrogenation mixtures. Even in such cases, 1-hexanol/hexyl hexanoate mixtures can be blended with commercial Diesel fuel, up to high loadings currently not yet investigated (20 vol%), without altering the engine performances and, again, significantly lowering soot and carbon monoxide emissions by more than 40%. This work highlights the possibility of obtaining such oxygenated bio-additives starting from waste through to a fully sustainable process and proves their beneficial effects on the reduction in exhaust emissions with no changes in engine performance.

Performance characteristics and exhaust emissions of a single-cylinder diesel engine for different fuels: Experimental investigation and artificial intelligence network

In the current work, as the first phase, the main emphasis deals with the experimental study of the performance characteristics (effective power Peff and exhaust gas temperature Texh) and exhaust emissions (including CO, CO2, HC, and NOx) of a 4-stroke single-cylinder diesel (SCD) engine. The data are extracted from the engine tested for two inlet air temperatures (Tair), and three coolant temperatures (Tcoolant) at five different speeds (nm). To make the investigations even more comprehensive, all the tests are repeated for three different fuels including diesel (D100), diesel–kerosene blend (D95K5), and diesel–water blend (D90W10). In the second phase, an artificial intelligence network (AIN) is trained for expanding the outputs of the experiments. Analyzing the experiments’ outputs revealed that increasing Tair leads to three significant improvements including: reduction of emissions, shortening the ignition delay, and prevention of the quenching phenomenon. This is while, Tcoolant has a slight effect. Also, results illustrated that the superiority of D90W10 over the two other investigated fuels in the improvement of engine performance and exhaust emissions. So that, almost 1.67% and 0.97% more power is available on average using by D90W10 blend compared to the D100 fuel and D95K5 blend, respectively. The findings of the AIN showed that the developed model is capable to estimate the engine performance and diesel exhaust emissions (DEE) with a correlation coefficient of 0.99921, 0.99952, 0.93959, 0.96980, 0.95826, and 0.99746 for Peff, Texh, CO, CO2, HC, and NOx, respectively.

A study on the impact of fuel injection parameters and boost pressure on combustion characteristics in a diesel engine using alcohol/diesel blends

Engine researchers focused on alcohol fuels since the invention of diesel engines in the 1900s, and the rise in petrochemical costs in the 1970s triggered this concern. This study investigates the impacts of the injection start timing, pilot injection application, and boost air pressure increase, on combustion and exhaust emissions in a common rail diesel engine fueled with ethanol/butan-2-ol/diesel blends. The lowest combustion noise was obtained in the pilot injection application as 83.8 dB in E15B3. The results indicated that the peak point of cylinder gas pressure rose by more than 5 % in the application of pilot fuel injection and advanced injection timing, compared to conventional engine operating conditions. However, maximum CO2 and NOx were seen in the pilot injection application using FBDF as 5.7 % and 670 ppm, respectively. As alcohol rate increases in fuel blends, the average 1.3 °CA in the ignition delay period was increased, while the total combustion period was shortened more than 6 °CA. This result shows that the combustion reactions of alcohol/diesel fuels occur faster than pure diesel. However, the variation in the ignition delay and total combustion periods of the test fuels considerably reduced with pilot fuel injection application. These results indicates that pilot fuel injection may be applied very controlled according to changing engine conditions. It was calculated in statistical analysis that except for the coefficient variation of the maximum pressure increase rate, the other coefficient variation values were relatively stable and below 3 %. In addition, it was determined that the results of the finite element analysis are proportional to the pressure values obtained experimentally.

Analysis of Soet Emissions using Diesel - Methanol (CH3OH) Mixture on L-300 Vehicles

In this research, it is intended to identify the concentration of soot in the exhaust emissions of the L-300 diesel engine by adding an additional substance in the form of methanol CH3OH. The research method in this study used an experimental method with the help of a smoke tester used to test the soot concentration in exhaust emissions of diesel motorized vehicles. The experiment was carried out at night using different mixtures and where each mixture will be carried out 8 times to collect data. Experiments used a smoke tester to test soot emissions on: fuel not mixed with methanol additive (M0D100), 5% methanol mixture (M5D95), 10% methanol (M10D90), 15% methanol mixture (M15D85). After carrying out the research and data processing, it was obtained that the M0D100 mixture had a soot emission concentration of 36.52%. The M5D95 mixture decreased the concentration of exhaust emissions to 31.05%. Then in the M10D90 mixture, the soot emission concentration decreased to 27.17%. whereas in the M15D85 mixture the soot concentration increased to 33.76%.

Effects of bioethanol addition to the biodiesel-diesel fuel blend on diesel engine exhaust emissions

The transition of energy sources from fossil fuel to biofuel is becoming a major topic in the world towards renewable energy to reduce greenhouse gas emissions, improve environmental air quality, and reduce dependence on fossil fuel in the future. This study aims to evaluate the effect of increasing the concentration of oxygenated biofuel in diesel fuel on the emissions of diesel engines. In this study, B30 (30% biodiesel and 70% diesel) was used as a base fuel, and a fraction of pure biodiesel (B100) was added to increase the biodiesel concentration in B30 fuel to create B40 (40% biodiesel and 60% diesel). Furthermore, the addition of 5% and 10% of bioethanol as a fuel additive in the fuel blend was conducted while maintaining a biodiesel concentration of 40%. The effect of bioethanol contained in the fuel blends was tested using a single-cylinder 418 cc diesel engine. The experiment was carried out at an engine speed of 1000–3000 rpm. The result shows that the concentration of the diesel-biodiesel-bioethanol blend affected the emissions produced by the diesel engines. Combustion efficiency increased with the concentration of biodiesel in the diesel fuel, as shown by reduced CO emissions, increased CO2 emissions, and increased NOx emissions at engine speeds of 2000–3000 rpm. In comparison to 5% bioethanol at various engine speeds, adding 10% bioethanol has a disadvantageous effect on the combustion process, increasing CO and HC emissions.

Biodiesel with Fuel Additive: An Analysis of Engine Performance, Combustion and Emission Characteristics

Threats to the environment from exhaust emissions and global warming continue to generate more calls by most governments to end the use of fossil fuels and switch to green fuels. This study aims to examine one of the green fuels that is seeing rapid expansion, namely the biofuel known as biodiesel. Biodiesel is non-toxic, biodegradable, made from renewable sources and can reduce diesel engine exhaust emissions. Even though one of the technical benefits of biodiesel is its ability to be oxygenated in diesel engines without much hardware modifications; however, it has been unable to reduce exhaust tail emissions from diesel engines on its own. In this research, the impact of biodiesel mixed with oxygenated additive, diethyl ether, when subjected to performance, combustion, and emission tests in unmodified diesel engine at different speeds has been studied. Waste cooking oil was transesterified using methanol as a reagent and NaOH as catalyst. The biodiesel was blended manually at room temperature with diesel fuel and diethyl ether in different proportions while keeping the volume of diethyl ether constant at 10 %. The fuel blends (B10D90, B20D80, B30D70, B10A10D80, B20A10D70, and B30A10D60) were subjected to performance, combustion, and emission tests in a single-cylinder, four-stroke diesel engine coupled to a water-cooled Eddy current dynamometer and results obtained compared with diesel fuel. The results showed that all performance characteristics (brake power (BP), brake torque (BT), brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC)) improved with B10A10, which was found to closely resemble diesel. The peak cylinder pressures were higher for the blends, while the cylinder temperatures were comparable to those of diesel. The carbon monoxide (CO), carbon dioxide (CO2), hydrocarbon (HC) and oxides of nitrogen (NOx) emissions decreased more for all tested blends than for those of diesel at all engine speeds. Adding diethyl ether additives improved the physicochemical properties of biodiesel, making it a viable method for using biodiesel efficiently in diesel engines without modifying the engine. The study found that using green diesel fuel with a diethyl ether additive is a potential step toward improving air quality by lowering emissions from stationary, and transportation engines while maintaining optimal engine performance. As a result, using biodiesel-diesel fuels with the appropriate proportions of diethyl either additive has the potential to reduce greenhouse gas (GHG) emissions and ensure benign environment.

Reducing Soot Nanoparticles and NOX Emissions in CRDI Diesel Engine by Incorporating TiO2 Nano-Additives into Biodiesel Blends and Using High Rate of EGR

The developments in the field of nano-additives have increased in the recent years due to the desire to reduce the level of exhaust emissions in diesel engines. The soot characteristics of particulate matter (PM) and nitrogen oxides (NOX) were experimentally investigated using two concentrations of titanium dioxide (TiO2) as nano-additives (25 ppm and 40 ppm) blended with C20D (composed of 20% castor oil methyl ester and 80% diesel fuel) and 30% exhaust gas recirculation (EGR). The combustion of C20D + TiO2 increases brake thermal efficiency (BTE) by 2.8% in comparison with neat C20D, while a significant reduction was obtained in BSFC 6.5% and NOX emissions were maintained at a level parallel with diesel. The results indicated that the technique involving a high EGR rate and the addition of 25 ppm and 40 ppm of TiO2 nanoparticles to the C20D exhibits better reductions in NOX emissions by 17.34% and 21.83%, respectively, compared to the technique comprising the use of C20D + TiO2 and C20D. The reduction in the total concentration of PM via the addition of TiO2 nanoparticles to the C20D was 26.74% greater than neat C20D and diesel. In contrast, the incorporation of a high rate of EGR with C20D +TiO2 increased the PM concentrations by 16.85% compared to the technique without EGR. Furthermore, the high concentrations of TiO2 nanoparticles (40 ppm) in the C20D produced 19 nm smaller soot nanoparticles compared to the 23 nm larger soot nanoparticles produced from the low concentrations of TiO2 nanoparticles (25 ppm) added into the C20D. The current investigation reveals that the reduction in NOX emissions and the production of soot nanoparticles notably improved due to the synergic effect of EGR, the TiO2 nanoparticles, and biodiesel.

Development of Data-Driven Models for the Prediction of Fuel Effects on Diesel Engine Performance and Emissions

<div>A modelling tool has been developed for the prediction of fuel effects on the performance and exhaust emissions of a heavy-duty diesel engine. Recurrent neural network models with duty-cycle, engine control, and fuel property parameters as inputs were trained with transient test data from a 15-liter heavy-duty diesel engine equipped with a common-rail fuel injection system and a variable geometry turbocharger.</div> <div>The test fuels were formulated by blending market diesel fuels, refinery components, and biodiesel to provide variations in preselected fuel properties, namely, hydrogen-to-carbon (H/C) ratio, oxygen-to-carbon (O/C) ratio, derived cetane number (CN), viscosity, and mid- and end-point distillation parameters. Care was taken to ensure that the correlation between these fuel properties in the test fuel matrix was minimized to avoid confounding model input variables.</div> <div>The test engine was exercised over a wide variety of transient test cycles during which fuel rail pressure, injection timing, airflow, and recirculated exhaust gas flow were systematically varied. The resulting models could predict the transient engine torque and fuel consumption, and nitrogen oxide (NOx), soot, carbon monoxide (CO), total hydrocarbon (THC), and carbon dioxide (CO<sub>2</sub>) exhaust emissions with good accuracy, indicating that the limited number of fuel property parameters selected as model inputs was sufficient to capture the fuel-related effects.</div> <div>The modelling tool can also be used to estimate the relative contributions from changes in the individual fuel inputs to changes in exhaust emissions, and this is illustrated by means of an example blending study with crude-derived diesel fuel, biodiesel, and paraffinic gas-to-liquid (GTL) diesel fuel. This type of novel numerical analysis provides insights into fuel effects which are very difficult to achieve experimentally due to the high degree of intercorrelation between fuel properties that is usually present.</div>

A Study on the Effect of Injection Amount on NOx Emissions in the Selective Catalytic Reduction (SCR) System in a Single Cylinder Diesel Engine

One of the most important exhaust emissions in diesel engines is nitrogen ox-ides (NOX). The most effective method in reducing NOX emissions is Selective Catalytic Reduction (SCR) systems. Although it has been used in light and heavy-duty vehicles in Turkey for about 15 years, it has become used in all die-sel motor vehicles, including cars as of 2020 due to the changing emission regu-lations. In the SCR system, nitrogen oxide emissions are reduced to nitrogen and water by injection of the diesel exhaust fluid (DEF) to the catalytic reactor. In this study, the SCR system was installed in a single-cylinder diesel engine and the DEF injector characteristic was extracted and NOx conversion efficiency was examined in various injection quantities. The aim of this study is to provide the best NOx conversion by finding the optimum injection amount and to reduce the accumulation of urea in the system by obtaining minimum DEF consumption. In experimental studies, NOx conversion was examined according to the DEF con-sumed in various injection amounts of 40, 80, 160, 240, 320, 400 and 560 mg/s. In order to determine the minimum DEF and maximum NOx percentage reduc-tion, the reduction % in NOx emission was proportioned by the DEF injector mass flow rate (mg/s). The highest result was obtained with a value of 0.38 with 40 mg/s injection.

Optimal Water Addition in Emulsion Diesel Fuel Using Machine Learning and Sea-Horse Optimizer to Minimize Exhaust Pollutants from Diesel Engine

Water-in-diesel (W/D) emulsion fuel is a potentially viable diesel fuel that can simultaneously enhance engine performance and reduce exhaust emissions in a current diesel engine without requiring engine modifications or incurring additional costs. In a consistent manner, the current study examines the impact of adding water, in the range of 5–30% wt. (5% increment) and 2% surfactant of polysorbate 20, on the performance in terms of brake torque (BT) and exhaust emissions of a four-cylinder four-stroke diesel engine. The relationship between independent factors, including water addition and engine speed, and dependent factors, including different exhaust released emissions and BT, was initially generated using machine learning support vector regression (SVR). Subsequently, a robust and modern optimization of the sea-horse optimizer (SHO) was run through the SVR model to find the optimal water addition and engine speed for improving the BT and lowering exhaust emissions. Furthermore, the SVR model was compared to the artificial neural network (ANN) model in terms of R-squared and mean square error (MSE). According to the experimental results, the BT was boosted by 3.34% compared to pure diesel at 5% water addition. The highest reduction in carbon monoxide (CO) and unburned hydrocarbon (UHC) was 9.57% and 15.63%, respectively, at 15% of water addition compared to diesel fuel. The nitrogen oxides (NOx) emissions from emulsified fuel were significantly lower than those from pure diesel, with a maximum decrease of 67.14% at 30% water addition. The suggested SVR-SHO model demonstrated superior prediction reliability, with a significant R-Squared of more than 0.98 and a low MSE of less than 0.003. The SHO revealed that adding 15% water to the W/D emulsion fuel at an engine speed of 1848 rpm yielded the optimum BT, CO, UHC, and NOx values of 49.5 N.m, 0.5%, 57 ppm, and 369 ppm, respectively. Finally, these outcomes have important implications for the potential of the SVR-SHO approach to minimize engine exhaust emissions while maximizing engine performance.

Effective utilization of waste pork fat as a potential alternate fuel in CRDI research diesel engine – Waste reduction and consumption technique

This work utilized the conventional transesterification process to convert waste pork fat into pork fat biodiesel. The produced biodiesel was meant to serve as a diesel fuel substitution for common rail direct injection (CRDI) diesel engines. Butylated Hydroxytoluene (BHT) as an antioxidant doping with waste pork fat biodiesel-diesel blend has not been analyzed in CRDI diesel engines. Therefore, to improve the ignition process and reduce the engine exhaust emissions in a research CRDI diesel engine, the BHT was employed to combine with diesel-biodiesel mixtures in this work. BHT antioxidants are partially mixed (BHT 50, 100, and 150 ppm) to improve the physicochemical qualities of test fuel and enhance the combustion process of diesel-biodiesel blends (B20). The antioxidant purity was analyzed by energy dispersive X-ray analysis (EDX), structures were analyzed by scanning electron microscopy (SEM) and Fourier transform infrared (FTIR) analyzer spectrograph was utilized to study the biodiesel chemical components. After mixing the BHT, the overall phase of the base fuel remained constant. The experiment outcomes revealed that the biodiesel had higher cylinder pressure than the other test fuels, and the BHT100 ppm blend had a higher heat release rate (HRR). B20BHT100 blend shows 3.98% higher brake thermal efficiency (BTE) at full load operation than pure biodiesel but lowered to diesel fuel. Biodiesel (B100) decreases the smoke opacity by 4.5% compared to diesel fuel. BHT has been incorporated into the biodiesel blend to minimize oxides of nitrogen (NOx) emissions at all loads. The B20BHT150 blend decreased NOx emissions by 5.06% more than diesel fuel at maximum load. Compared to pure biodiesel, the B20 blends reduce carbon monoxide (CO) emissions by 7.1% and hydrocarbon emission (HC) by 12.5%. This research found that adding BHT to biodiesel blends lowers NOx emissions with a slight impact on performance.

TEST OF BIODIESEL FROM USED COOKING OIL FROM DORMITORY X ON OPACITY AND EXHAUST EMISSIONS HC, CO AND CO2

The current trend is the use of biodiesel as an alternative fuel, one alternative is used cooking oil. Not many Indonesian people are aware of the great potential for utilizing used cooking oil or what is commonly called cooking oil (waste vegetable oil or WVO, also known as waste cooking oil or WCO and used cooking oil or UCO). The aim is to minimize pollution of used/used cooking oil waste in the surrounding environment as environmental conservation, to know the characteristics and quality requirements of used cooking oil/used cooking oil from dormitory X to become biodiesel according to SNI 04-7182-2015 standards, as well as the effect of blending biodiesel from cooking oil used/used cooking oil from dormitory X with PT Pertamina's Solar TBBM on opacity, performance and exhaust emissions of diesel engines. Test results for used cooking oil test criteria for smell, taste, visual color, water content, free fatty acids, acid number and peroxide value do not meet the quality standards of SNI 01-3741-2002, so they are not suitable for use or consumption again because they are toxic. The highest yield value is 81.33% and the lowest is 61.7%. Analysis of the FAME content was 98.18% and the remaining 0.72% glycerol. The highest content of methyl palmitate was 47.57% and the lowest content was 1.502% methyl myristate. Density test results were 815 – 880, viscosity were 2.3 – 6.0 cST, water content were 210,667 – 366,750, ASTM Copper Strip color test and copper blade corrosion were sequentially number 3 and class 1 A. The highest opacity value was achieved at 3000 rpm rotation . Emissions of hydrocarbons (HC) produce no HC on average. Carbon monoxide (CO) exhaust emissions produce an average of 0.05% by volume. Emission levels of CO2 in exhaust gas show an average of 0.2% by volume.