Diesel Engine Fueled Research Articles

Investigating the Use of Methane as an Alternative Fuel in Diesel Engines: A Numerical Approach

The search for alternative fuels for diesel engines is being explored due to rising oil prices and increasing vehicle emissions. Due to its low cost and properties, natural gas is considered a suitable option for diesel engines. However, the costs required for research and misleading experimental setups can lead to time loss for researchers. Therefore, conducting computer simulations before experiments can reduce costs and provide faster access to desired data. Nonetheless, these simulations need to be compared with real experimental data. Hence, the study consists of two phases. In the first phase of the study, experiments were conducted with diesel fuel. Subsequently, a one-dimensional combustion model was developed in the AVL BOOST program. The established model was validated by comparing it with experimental data. Once the validated model was obtained, performance, emissions, and combustion analyses were carried out by adding different proportions of CH4 (20%, 40%, 60%, and 80%) to diesel fuel using the model in AVL BOOST. As a result of the study, improvements in effective power and effective efficiency were achieved with the addition of varying proportions of CH4 to the engine. Upon examining emitted exhaust emission values, it was observed that NOx emissions increased while CO emissions decreased.

Effect of Diethyl Ether on Performance and Exhaust Gas Emissions of Heavy-Duty Diesel Engines Fueled with Biodiesel-Diesel Blend (B35)

To accelerate the energy transition, starting February 1, 2023, the Indonesian government has made it mandatory to use biodiesel (B35). Biodiesel has different characteristics from diesel oil, especially its greater viscosity and density, lower heating value, and high NOx emission. Therefore, this research has been carried out by adding the additive diethyl ether (DEE) to B35 to reduce the viscosity and density, increase the cetane number, and reduce emissions. The effects of diethyl ether on engine performances have been evaluated, including parameters of torque, power, brake thermal efficiency, brake-specific fuel consumption, exhaust emissions, and lubricants. The fuels used are B35 (35% FAME palm oil + 65% diesel oil), and B35 + DEE, with a DEE volume percentage of 3% to 6%. Diesel fuel (B0) was used as a comparison. Tests were carried out in the engine performance test laboratory using the heavy-duty diesel engine Komatsu SAA12V140E-3 at various engine speeds. The test results showed that adding diethyl ether slightly increases the average maximum power, increases brake thermal efficiency, and reduces brake-specific fuel consumption and emissions compared to B35. Very significant effects were seen in NOx and SO2 exhaust emissions. At maximum load, the mixture with 4% diethyl ether gave the greatest brake thermal efficiency, the lowest brake-specific fuel consumption, and the greatest reduction in NOx and SO2 emissions, respectively 7.69%, 6.30%, 53.48%, and 40.89% compared to B35, and 2.24%, (-0.90%), 48.88% and 71.17% compared to B0, respectively. Evaluation of lubricating oil during the performance test did not show a significant difference for all types of fuel used.

Production of waste soybean oil biodiesel with various catalysts, and the catalyst role on the CI engine behaviors

The soybean oil wastes are disposed of after being used multiple times (maximum utilization) in the various food processing industries. Disposal of such waste are harmful to the environment and human. Hence, this investigation aims to use such wastes are used for producing alternate fuels for diesel engines. The biodiesel produced from the soybean waste cooking oil by transesterification process with different hybrid catalysts such as the membrane of Poly-acrylonitrile nanofibrous (MPANF), Alkyl-celite (AC), Iron oxide (IO-II) and Ni-doped ZnO (NDZ). The transesterification process variables like flow velocities varied from 0.3 to 1.5 mL/min and the reaction time varied from 15 to 75 h. The influence of such variables was investigated. The best two yields of waste soybean oil (BDWSBO) with the use of IO-II and AC catalysts respectively at 1.5 mL/min of flow rate at a 75-h reaction time, were considered for preparing further blends with diesel of 25 vol% and 50 vol% (Total 4 fuel varieties other than plain diesel). The test results revealed that a blend of 25 % diesel fuel with 75 % IO-II -used BDWSBO has 30.05 % BTE, which is nearer to diesel fuel (30.81 %). This blend has 17.96 % lesser smoke opacity than diesel fuel. Therefore, this 25 % diesel fuel with 75 % IO-II -used BDWSBO blend is recommended for higher production biodiesel and application in the IC engine as an alternate fuel without any modifications.

Optimized synthetic data and semi-supervised learning for Derived Cetane Number prediction

Derived Cetane Number (DCN) serves as a critical indicator for assessing the ignition quality of fuels in diesel engines. Training generalized regression models for DCN is challenging due to limited data availability. In this study, we propose a novel semi-supervised approach that combines real hydrocarbon mixtures and synthetically generated mixtures to overcome this data scarcity obstacle. The synthetic mixtures are generated using a Sequential Least Squares Programming (SLSQP) optimization method, targeting comprehensive coverage of UNIFAC chemical functional group compositions. By utilizing a dataset of real and synthetic mixtures, an Artificial Neural Network (ANN) model is trained based on the UNIFAC chemical functional group composition of fuels to improve DCN prediction accuracy and model reliability compared to models trained solely on real data. The improved model achieves excellent performance on the training and testing datasets, as indicated by high R2 Score, Mean Square Error (MSE), and Mean Absolute Error (MAE) values. Moreover, the model demonstrates accurate predictions on ten real fuels and their eighteen mixtures, with 100 % of samples falling within ±10 % of the measured DCN by an Ignition Quality Tester (IQT). The results demonstrate the potential of augmenting real data using appropriate data generation techniques to improve the representativeness and predictive capabilities of models in the presence of limited experimental data.

An Overview of Physicochemical Properties and Engine Performance Using Rubber Seed Biodiesel–Plastic Pyrolysis Oil Blends in Diesel Engines

Rubber Seed Biodiesel (RSB) and Plastic Pyrolysis Oil (PPO) deserve to be considered as alternative fuels for diesel engines, because of their advantages such as large raw material resources, derived from free or waste feedstock and the use of plastic waste as fuel can prevent environmental pollution. Due to their almost identical densities, RSB and PPO can be mixed homogeneously. In general, the use of a mixture of RSB and petroleum diesel in diesel engines shows positive performance, both engine performance and emissions, as well as the use of mixed PPO and diesel fuel. Although RSB has a good cetane number and flash point, on the other hand, RSB also has disadvantages in its physiochemical properties, such as low oxidation stability, high acid value, low heating value, and high viscosity. Likewise, PPO has good oxidation stability, acid value, and viscosity, but the flash point, CO, and HC emissions are also bad. This article tries to describe the opportunity to mix RSB and PPO, to find the best composition between RSB and PPO which shows the best fuel physiochemical properties and engine performance.

Statistical analysis of Mesua Ferrea seed oil biodiesel fueled diesel engine at variable injection timings using response surface methodology

The twin problems, fossil fuel crisis and the rise in pollution, have activated research in different sources of renewable energy. In this regard, Mesua Ferrea seed oil biodiesel can be a solution which can be employed in diesel engines for power generation and transportation. Keeping this in view, Mesua Ferrea seed oil biodiesel is used in a diesel engine in this investigation. The potential for improvement in performance with varying engine load settings and injection timings is presented in this paper. The statistical investigation was carried out using analysis of variance [ANOVA], response surface methodology [RSM], and desirability-based optimization. A research test engine with a maximum load capacity of 3.5 kW was used for experimentation. Five load settings of engine [20 %, 40 %, 60 %, 80 %, 100 %] and four injection timings [20° BTDC, 23° BTDC, 25° BTDC, 28° BTDC] were employed for the study. Observation of results exhibited that the retarded injection timing of 20° BTDC lowers the emissions and improves the conversion efficiency of fuel for diesel engines powered with Mesua Ferrea seed oil biodiesel. The RSM-based modeling and optimization contributed to the identification of 23.45 % BTE, 49.75 PCP, 25.62 ppm CO, 1.38 % CO2, and 23.38 ppm HC at 20° BTDC FIT and 72.87 % engine load. The RSM-based model forecasted results were examined using a validation test, and the findings were well within 5 % of the model-predicted outcomes, suggesting a robust model.

Energy, exergy, sustainability evaluation of the usage of pyrolytic oil and conventional fuels in diesel engines

Solid wastes like used tires have high annual production and significant environmental impact potential. Tire wastes can be pyrolyzed to regenerate energy and create useful products. The purpose of this study is to demonstrate the use of pyrolytic oil produced by the pyrolysis of waste tires as fuel in diesel engines. The energy exergy and sustainability of pyrolytic oil and conventional marine diesel fuels were examined in this study. The energy was determined in the experimental processes used to transform used tires into carbon black, pyrolytic oil, and pyrolytic gas. The components of SOX, NOX, and CO2 produced when pyrolytic oil and conventional marine fuels were combusted in diesel engines were obtained. As a result of the study, the energy value of the pyrolytic oil produced during the pyrolysis process as fuel was determined to be 2.8 MW. The results indicated that the combustion of pyrolytic oil in diesel engines had a thermal efficiency of 38% and a second-law efficiency of 58%. The standard marine fuels were found to have a sustainability index of 2.7, while pyrolytic oil had a sustainability index of 1.42.

Effect of Norozak (Salvia lerrifolia) biodiesel fuel on diesel engine performance

Most energy is produced from fossil fuels, and the use of these fuels has increased over the past years. Fossil fuels are the main cause of global pollution and global warming. Using vegetable oils as alternative fuels for diesel engines is one of the ways to reduce pollutant emissions. Biodiesel from Norozak (Salvia lerrifolia) oil has been produced using a transesterification process. Biodiesel is mixed with diesel oil in different proportions B05, B10, B15, and B20. Biodiesel's physical and chemical properties are measured according to ASTM standards. A single-cylinder diesel engine is employed as the test engine in the present work. The torque, power, Special Fuel Consumption (SFC), and Exhaust Gas Temperature (EGT) are measured and compared with diesel oil. Torque, power, and EGT are larger, and SFC is lower for biodiesel mixture B05 than diesel fuel.

Impact of Carbon Nanotubes and Graphene Oxide Nanomaterials on the Performance and Emissions of Diesel Engine Fueled with Diesel/Biodiesel Blend

Biodiesel produced from waste cooked oil (WCO) resources mixed with various nanoparticle additives and used as a fuel blend in diesel engine combustion is a hopeful research trend. All previous studies indicate that alternative fuels can provide better fuel properties with enhanced engine combustion, performance, and lower emissions than fossil diesel fuel. This study uses three fuel blends to compare the diesel engine’s combustion, performance, and emissions attributes at different loading values. Pure diesel fuel, B40, which is a blend of 40% WCO biodiesel and 60% diesel fuel, and mixtures of 40% WCO biodiesel, 56% diesel, and 4% toluene with carbon nanotubes (B40-CNTs) or graphene oxide nano-additive (B40-GO) at three concentrations of 50, 100, and 150 ppm were used. The results show enhancements in the diesel engine attribute values using B40-CNTs and B40-GO blends at different concentrations and engine load values better than the diesel engine attribute result values using B0 or B40 without nanoparticle additives. The combustion, performance, and emission attribute showed improvements using nanoparticles due to the increase in the evaporation rate, the oxygen rate, the surface area to volume ratio, and the thermal properties of the mixture. The highest in-cylinder peak pressure is recorded at 61 bar in B40 with 150 PPM of GO nanoparticles. The brake thermal efficiency records 43.6%, with the highest percentage found using B40-150GO at the maximum engine load value. The NOx emissions are dropped from 1240 PPM using pure diesel fuel to 884 PPM using B40 with 150 PPM of GO nanoparticles at the maximum engine load due to the lower combustion temperatures and duration.

Experimental Investigation on the Effect of Graphene Oxide in Higher Alcohol Blends and Optimization of Injection Timing Using an ANN Method.

The use of alternative fuels in diesel engines has become more widespread due to a number of factors, including dwindling petroleum supplies, increasing prices for conventional fossil fuels, and environmental worries about pollutants and greenhouse gas emissions from internal combustion engines. Efficiency and emissions need to be appropriately balanced. Alcohols act as oxygenated fuels similar to octanol, offering a number of benefits over traditional fuels and can boost efficiency, enhance combustion, and reduce air pollution. Therefore, the research aimed to enhance the performance and combustion characteristics of a diesel and octanol blend using graphene oxide (GO) nanoparticles as a fuel additive in a single-cylinder diesel engine while reducing emissions. Research findings will contribute significantly to improving the physical and chemical properties of diesel and octanol blends, thereby mitigating the challenges of limited petroleum reserves and environmental concerns. A range of different blends of diesel and octanol were prepared on a volume/volume basis in proportions of D70OCT30, D60OCT40, and D50OCT50, and then GO was added as a fuel additive to the abovementioned blends in varied proportions (40, 60, and 80 ppm) resulting in nine blends. These blends were analyzed in terms of various performance, combustion, and emission characteristics, and the obtained results helped to shed light on the impact of GO as a fuel additive. The results indicated that the fuel blend D70OCT30GO0.006 yielded the highest values. Furthermore, it is highly imperative that we develop a model that can be used to predict engine behavior and its stability without having to run an engine. For this, a data-driven artificial neural network (ANN) model was developed to predict the optimized injection timing for better combustion and reduced emission. The efficiency and prediction capabilities of the model were compared to the experimental data, which indicated that the ANN model had a better prediction score. The injection timing of the engine was optimized from 21 °CA to 21.5 °CA, which increased the efficiency by 1%. The research findings showed significantly improved physical and chemical properties of the blends, thereby mitigating the challenges of limited petroleum reserves and environmental concerns.

Comprehensive Analysis of Compression Ratio, Exhaust Gas Recirculation, and Pilot Fuel Injection in a Diesel Engine Fuelled with Tamarind Biodiesel

The global automotive industry is facing significant challenges, including dwindling fossil fuel reserves, rising crude oil prices, and increasingly strict emission regulations. To address these concerns, this study investigates the impact of the compression ratio (CR) and exhaust gas recirculation (EGR) on the performance and emissions of a common rail direct injection (CRDI) diesel engine fuelled with a 20% blend of tamarind seed methyl ester (TSME 20) biodiesel. The study employed an open-type electronic control unit to implement pilot fuel injection at a rate of 30%, 23° before the top dead centre (TDC), and at a higher pressure of 600 bar. Three CRs (16:1, 18:1, 20:1) and two types of EGR (hot and cold EGR at 10%) were evaluated. Diesel fuel at CR 18 was used as a baseline for comparison. The experimental procedure involved conducting tests with TSME 20 at CR 16, 18, and 20. Subsequently, TSME 20 at CR 20 + Hot EGR 10% and TSME 20 at CR 20 + Cold EGR 10% were examined. The results showed that TSME 20 operated at a higher CR (CR 20) exhibited improved diesel engine performance and significant reductions in harmful exhaust emissions. Additionally, cold EGR at 10% was more effective in reducing CO, CO2, and NOx emissions from TSME 20 than hot EGR. The findings of this study provide valuable insights into optimizing diesel engine operation to achieve a balance between performance enhancement and emission reduction through tamarind seed biodiesel blends and different EGR techniques. The implementation of these strategies holds considerable potential in addressing the automotive industry’s challenges, including ecological considerations and fuel price fluctuations.

Correction: Characterization from Diesel and Renewable Fuel Engine Exhaust: Particulate Size/Mass Distributions and Optical Properties

Correction: Characterization from Diesel and Renewable Fuel Engine Exhaust: Particulate Size/Mass Distributions and Optical Properties

A comprehensive study on the performance and emission analysis in diesel engine via optimization of novel ternary fuel blends: Diesel, manganese, and diethyl ether

Ecosystem degradation and fossil fuel depletion are the two foremost concerns to look for alternative fuels. Rapid population growth is primarily accountable for higher consumption of fossil fuel sources, although engine technology is achieving milestones in terms of fuel efficiency and lower exhaust emissions in order to contribute towards a sustainable environment. The main root cause of global warming is carbon dioxide emissions; therefore, it is imperative to assess the impact of alternative fuels in diesel engines with an aim to minimize carbon emissions. A current study deals with the reduction of carbon emissions and improvement of efficiency through addition of manganese nano-additive to di-ethyl ether and diesel fuel blend in particulate form. Fuel blends were formed by adding various proportions of manganese to high-speed diesel fuel and stirring the mixture while heating it for 10 min. The blends were then tested in diesel engines at two distinct loads and five engine speed ranges. Emission analyzer was used to ascertain the CO2 output of engine. At higher loads for 10 % diethyl ether in diesel, the increase in brake thermal efficiency was 24.19, 28.17 and 26.86 % when the manganese amount in blend was changed as 250 mg, 375 mg and 500 mg respectively. On the other side CO2 emissions increase by 11.57, 30.52 and 20.33 % for manganese concentrations of 250 mg, 375 mg and 500 mg respectively. Analysis performed with Design Expert 13 showed that the desirability was 0.796 for a blend of 375 mg manganese at 1300 rpm and 4500 W load with 33.0611 % BTE, 334.011kg/kWh BSFC, 67.8821Nm torque, and 6.072 % CO2. Therefore, it can be deduced that manganese nanoparticle blends improved engine performance but CO2 emissions also increase which can be responsible for global warming and it should be reduced through catalytic converters.

A comparative study on the effect of nano-additives on performance and emission characteristics of CI engine run on castor biodiesel blended fuel

Biodiesel is a promising alternative fuel because of its renewable status, biodegradability, non-toxicity, and low pollution levels. However, other limitations such as high viscosity, low thermal energy content, poor atomization, greater densities, and higher (NOx) exhaust emissions hinder its adoption as a prospective diesel alternative. The current study focuses on comparing and analyzing the performance and emission effects of introducing single and hybrid cerium oxide (CeO2) and aluminum oxide (Al2O3) nanoparticles to a fuel blend of 20 % castor biodiesel and 80 % diesel (CB20) made from castor seed oil. The pulsed plasma in liquid technique, a straightforward one-step procedure, was used to create cerium oxide (CeO2) nanoparticles. When Al2O3 nanoparticles were added to the CB20, the cylinder pressure and rate of heat release increased. Therefore, in this study single and hybrid cerium oxide (CeO2) and aluminum oxide (Al2O3) nanoparticles are introduced. The tests were conducted on a single cylinder compression ignition engine at varied engine speeds between 1250 and 3200 rpm while keeping a constant engine load. Using a water bath and sonication, two concentrations of the nanoparticles—80 and 100 ppm—were introduced to the fuel blends, along with Tween 80 and span 80 surfactants to improve blend stability. Different tested fuel samples, including pure diesel CB0, CB20, CB20C100, CB20C80, CB20A100, CB20A80, CB20A40C40, and CB20A50C50, were examined for their physiochemical properties, such as density, viscosity, cloud point, pour point, flash point, and fire points, as well as engine performance parameters, including torque, power, fuel consumption, BTE, and EGT. CB20A50C50 and CB20A40C40 both had an average brake power that was higher than diesel fuel by 6.14 % and 1.25 percent, respectively. The average brake-specific fuel consumption decreased by 3.21 % to 8.29 % when using hybrid and single nano-additive blended fuels compared to CB20. CB20A50C50 exhibited a 20.38 % higher brake thermal efficiency than CB20. Notably, CB20C100 showed a 29.52 % reduction in HC and a 38.32 % reduction in CO, while CB20A50C50 demonstrated a 10.24 % decrease in NOx compared to CB20. Overall, the results of this study indicate that the generated fuel blends combining castor biodiesel and aluminum oxide/cerium oxide nanoparticles hold promise as alternate fuels for diesel engines, with positive impacts on engine performance and emissions.

General Methods for the Analysis of Physical Properties of Fuels

This article is another in a series of articles focused on introducing general methods for evaluating conventional and alternative fuels. The text presents an overview of the physical properties determined for liquid and gaseous fuels. Additionally, methods for determining these properties are presented. The significance of individual determinations is also discussed. Emphasis is placed particularly on standardized parameters and tests, but in some cases, tests that are not required by the relevant standards are also discussed. The main goal of the article is to provide a comprehensive overview of which physical properties are monitored for each fuel, why these properties are monitored, and what methods are used for this purpose. The article provides an overview of monitored physical properties for liquid and gaseous alternative fuels. Regarding the physical properties, density at 15 °C is practically monitored for all discussed liquid fuels. Only for E95 fuel, the density at 20 °C is prescribed. Kinematic viscosity at 40 °C is monitored for all diesel engine fuels, while there are no prescribed viscosity limits for gasoline fuels. For Jet A-1 fuel, the relevant ASTM standard pre-scribes the maximum value of kinematic viscosity at -20 °C. Distillation characteristics are prescribed for all fuels except E85, E95, rapeseed oil, and FAME. It should be noted that for FAME and fuels based on vegetable oils, the simulated distillation method is often used as a complementary method. Vapor pressure is monitored for fuels containing volatile components, including E5 and E10 gasoline, E85 fuel, and LPG. Seasonal values for vapor pressure are prescribed for E5, E10, and LPG fuels, representing values for summer and winter periods. The vapor pressure of LPG is regulated by the ratio of C3 and C4 hydrocarbons in the mixture. Flash point characterizes the fuel from a fire safety perspective and is determined for petroleum-type fuels (B7-B30, FAME, SMN 30, and paraffinic diesel), as well as for rapeseed oil and E95 fuel. Except for E95 fuel, which is determined using an open cup method, all other fuels use closed cup methods. Lubricity is determined for aviation kerosene, motor diesel fuels B7 and B10, blended motor diesel fuel SMN 30, and paraffinic diesel. Low-temperature properties are determined for petroleum-type fuels, aviation kerosene, and marine fuels. The crystallization point is determined for aviation kerosene. For fuels B7-B30, FAME, SMN 30, and paraffinic diesel, prescribed values include the temperature of wax precipitation and CFPP (Cold Filter Plugging Point).

Optimization of the pilot fuel injection and engine load for an algae biodiesel - hydrogen run dual fuel diesel engine using response surface methodology

The main objective of the study is to enhance the performance and emissions of hydrogen and biodiesel dual-fuel engines by optimizing injection timing and engine load using response surface methodology. The pilot fuel considered for this study is Algae biodiesel. A mono-cylinder water-cooled diesel engine is tested for three different pilot fuel injection timings (23° BTDC, 26° BTDC, and 29° BTDC) and five different engine loads (20%, 40%, 60%, 80%, and 100%). For a dual fuel operation, a maximum brake thermal efficiency of 28.21% and an 85% replacement of liquid charge was achieved at pilot fuel injection timing of 26° BTDC and 100% load based on the experimental results. For the same setting of injection timing of 26° BTDC, the emissions of CO and HC were significantly reduced by 12.12% and 36.13%, respectively, at the 80% load setting. While response surface optimum was found at 72.81% load and 25.73° BTDC Injection timing. At this optimal operating parameter setting, a significant reduction of CO, HC, and NOx emissions by 20.98%, 29.15%, and 1.91%, respectively, was obtained while maintaining a comparable brake thermal efficiency of 25.06% and a replacement of liquid charge by 72.15%, respectively. Thus, a biodiesel-hydrogen dual-fuel diesel engine is one of the green solutions for power generation.

Evaluation and optimization of hydrogen addition on the performance and emission for biodiesel dual-fuel engines with different blend ratios based on the response surface method

Problems such as air pollution caused by engine burning fossil fuels are becoming increasingly severe. Consequently, the pursuit of clean and efficient energy alternatives, as well as enhancements in the combustion of fossil fuels, have emerged as potential avenues for resolving these challenges. Firstly, a 3D simulation model of the engine is made using the CONVERGE program. Then, the biodiesel-hydrogen (0%, 5%, 10%, and 15%) blends are employed to investigate the combustion processes for the diesel-fuel engine at various loading (50%, 75%, and 100%). Finally, the response surface approach is employed to optimize the biodiesel-hydrogen engines' combustion and emission parameters. The findings demonstrate that combustion pressure and temperature in engine cylinders will also rise as the hydrogen level increases. The hydrogen addition to the engine can enhance its combustion and emission properties. The outcomes prove that 0.656 is the ideal value for multi-objective optimization analysis using the response surface method. The engine reaches optimal working conditions when the hydrogen energy percentage is 6.9%, the load is 100%, and EGR is 7.7%. At this moment, the BSFC, BTE, HC, and NOx emissions were 208.31 g/(kW·h), 41.06%, 340 ppm, and 490 ppm, respectively.

Combustion stability for early and late direct hydrogen injection in a dual fuel diesel engine

The paper presents an analysis of the experimental results of direct hydrogen injection in a dual-fuel diesel engine. The test object is a four-cylinder, four-stroke ADCR engine. An analysis of the following parameters was carried out: indicated mean effective pressure, peak pressure, angle of maximum pressure and released heat. Statistical analysis of the obtained results was carried out for each cylinder separately for four different hydrogen doses. Both early and late direct hydrogen injection were analyzed. The significance of the differences for each of the analyzed parameters and type of injection was determined. The stability of the combustion process was evaluated using the coefficient of variation CoV(IMEP).

Performance enhancement and emission control through adjustment of operating parameters of a biogas-biodiesel dual fuel diesel engine: An experimental and statistical study with biogas as a hydrogen carrier

This study explores emissions regulation of a 3.5 kW single cylinder, direct injection, diesel engine fuelled with biogas and Mahua biodiesel. By varying the compression ratio from 17 to 18 with a step of 0.5, pilot fuel injection timing by 3° BTDC from 23° BTDC to 32° BTDC, and engine load from 20% to 100% with a step of 20%, the optimal operating conditions are determined using response surface methodology. At the optimum engine operating parameter settings of a 17.73 compression ratio, 26.71° BTDC pilot fuel injection timing, and 58.96% engine load, the optimum emissions are 42.89 ppm for NOx, 80.36 ppm for UHC, 4.23% Vol. for CO2, and 77.72 ppm for CO. Additionally, the study demonstrates a comparable brake thermal efficiency of 17.35% with 66.26% pilot fuel substitution, indicating biogas-biodiesel as a sustainable and renewable option for dual-fuel CI compression-ignition engines.

Effect of Diethyl Ether on the Performance and Emission Characteristics of a Diesel Engine Fueled with a Light Fraction of Waste Cooking Oil

In this study, a diesel engine was used to operate with blends of light fraction waste cooking oil (LFWCO) with diethyl ether (DEE). DEE was blended as an additive in the 5% to 20% ratio in steps of 5% each. The test indicates that LFWCO+15-DEE produced optimum results regarding performance and emission. The BSFC for LFWCO+15-DEE was found to be higher by about 28.9%, and the BTE was lower by about 7.6%, in contrast to diesel, at 100% operating load, respectively. For LFWCO+15-DEE the EGT was lower by about 11.9%, in contrast to neat diesel, at 100% operating load. The various emissions such as carbon monoxide (CO), nitrous oxide (NO), and smoke opacity for LFWCO+15-DEE were found to be lower by about 32.9%, 25%, and 29.4%, but the NO release was more than other blends and it was about 36%, in contrast to diesel at 100% operating load, respectively.