Light Diesel Research Articles

Insights into Au Nanoparticle Size and Chemical State of Au/ZSM-5 Catalyst for Catalytic Cracking of n-Octane to Increase Propylene Production

The cracking of n-octane to propylene was chosen as a model reaction over gold catalysts supported on ZSM-5. Au/ZSM-5 catalysts with a series of Au particle sizes (6.9–10.6 nm) were prepared through deposition–precipitation in which the catalysts were distinguishable and had uniform-sized Au particles. Au/ZSM-5 catalysts with different Au species were obtained by changing the reduction temperature. The crystallinity, textural parameters, and acidity of Au/ZSM-5 were not destroyed compared with those of virgin ZSM-5 through this preparation approach. The influences of Au particle size and Au species are linked to the catalytic activity and selectivity in catalytic cracking reactions to increase propylene production. Metallic gold was found to be dominant for the cracking reaction, and the Au particle size played an important role in the dehydrogenation reaction to produce propylene. The reaction results of real light diesel oil are consistent with octane cracking where a smaller gold particle size provides a better catalytic activity. The effects of the Au chemical state on the catalytic activity and selectivity were also researched, and the Au0 species was the dominant Au active site for the cracking reaction. A similar conclusion was also verified in the light diesel oil cracking reaction.

Reducing vehicle fuel consumption and exhaust emissions from the application of a green-safety device under real driving

Vehicle emissions have a significantly negative impact on climate change, air quality and human health. Drivers of vehicles are the last major and often overlooked factor that determines vehicle performance. Eco-driving is a relatively low-cost and immediate measure to reduce fuel consumption and emissions significantly. This paper reports investigation of the effects of an on-board green-safety device on fuel consumption and emissions for both experienced and inexperienced drivers. A portable emissions measurement system (PEMS) was installed on a diesel light goods vehicle (LGV) to measure real-driving emissions (RDE), including total hydrocarbons (THC), CO CO2, NO, NO2 and particulate matter (PM). In addition, driving parameters (e.g. vehicle speed and acceleration) and environmental parameters (e.g. ambient temperature, humidity and pressure) were recorded in the experiments. The experimental results were evaluated using the Vehicle Specific Power (VSP) methodology to understand the effects of driving behavior on fuel consumption and emissions. The results indicated that driving behavior was improved for both experienced and inexperienced drivers after activation of the on-board green-safety device. In addition, the average time spent was shifted from higher to lower VSP modes by avoiding excessive speed, and aggressive accelerations and decelerations. For experienced drivers, the average fuel consumption and NO, NO2 and soot emissions were reduced by 5%, 56%, 39% and 35%, respectively, with the on-board green-safety device. For inexperienced drivers, the average reductions were 6%, 65%, 50% and 19%, respectively. Moreover, the long-term formed habits of experienced drivers are harder to be changed to accept the assistance of the green-safety device, whereas inexperienced drivers are likely to be more receptive to change and improve their driving behaviors.

Sustainable oil selection for cleaner production in Indian foundry industries: A three phase integrated decision-making framework

Oil in casting industries is one of the major sources of environmental pollution as its burning directly results in the emission of toxic gases such as carbon monoxide (CO), carbon dioxide (CO2), nitrogen dioxide (NO2), sulphur dioxide (SO2) and suspended particulate matters (SPM). The aim of this work is to select the best sustainable oil for a cleaner and environment friendly production system in small scale casting industries of Agra city located in India. Performance, quality and cost are considered as the most influential parameters, while jatropha, vegetable oil, karanja oil and light diesel oil are considered as the alternatives. A novel integrated three phase decision-making framework is proposed, encompassing fuzzy analytical hierarchy process (FAHP), fuzzy technique for order of preference by similarity to ideal solution (FTOPSIS) and fuzzy evaluation based on distance from average solution (FEDAS) methods. FAHP is implemented for computing weights of the considered criteria and sub-criteria. These weights are subsequently used in FTOPSIS and FEDAS methods to derive ranking of the considered oils. Light diesel oil emerges out as the best oil under the considered criteria with the highest closeness coefficient (0.9807) and appraisal score (0.6683) values. For validating the results of the proposed decision framework, sensitivity analysis (SA) has been performed. From the twelve experiments of SA, it is observed that light diesel oil retained its highest score in nine experiments which substantiate its top priority as well as FTOPSIS and FEDAS-based results.

The effect of thermal aging on the composition of pyrolysis oil fuel derived from typical waste plastics

This study reveals the influence of thermal aging on the pyrolysis oil fuel components of typical waste plastics, including polyethylene (PE), polypropylene (PP), and polyvinyl chloride (PVC). Plastic samples were continuously heated in an aging oven at 100 °C to simulate thermal aging. The pyrolysis volatile compositions of fresh and aged plastic samples were comparatively studied by pyrolysis-gas chromatography/mass spectrometry (Py-GC/MS) at 500 °C. The volatile composition analysis results showed that thermal aging changes the pyrolysis oil composition, and the influence strongly depends on the type of plastic. For PE and PP, which underwent random scission after thermal aging treatment, the influence of thermal aging on the heavy oil fraction was more obvious than that on the light oil and diesel oil fractions. For PVC samples, the thermal aging process caused structural defects and turned the color of the PVC light yellow. After 128-h thermal aging, the maximum weight loss rate decreased by 35.8%, and the fraction of C5-C9 components and aromatics first increased and then decreased. The maximum values were 80.21 ± 1.62% and 73.69 ± 0.73%, and the minimum values were 65.58 ± 2.63% and 63.98 ± 0.39%, respectively.

Application of Dynamic Skip Fire for NO <sub>x</sub> and CO2 Emissions Reduction of Diesel Powertrains

<div class="section abstract"><div class="htmlview paragraph">Dynamic Skip Fire (DSF®) has been shown to significantly reduce CO2 on gasoline engines and has been in mass production since 2018. Diesel Dynamic Skip Fire (dDSF™) builds upon the technology and extends it to diesel engine applications. dDSF is an advanced cylinder deactivation technology that allows the deactivation of any number of cylinders dynamically to deliver the requested torque while maintaining acceptable noise, vibration, and harshness (NVH) performance. NO<sub>x</sub> regulations are becoming progressively more stringent on light, medium and heavy-duty (HD) diesel engines. Meeting low NO<sub>x</sub> standards is becoming increasingly challenging, especially in lightly loaded operating conditions where maintaining ideal aftertreatment system efficiency is difficult. Most existing techniques to increase aftertreatment temperatures at low loads incur a fuel consumption penalty, which increases greenhouse gas emissions. In this study, dDSF is shown to combine benefits by reducing both NO<sub>x</sub> and CO<sub>2</sub> simultaneously. Detailed studies were conducted on a Cummins X15 HD diesel engine. Engine testing and vehicle level simulation studies were followed by transient testing conducted on an engine dynamometer as well as on-road vehicle tests. NVH testing and evaluation was performed at the vehicle level to characterize vehicle response and ensure acceptability. dDSF calibrations were optimized to provide best thermal benefits at low loads. System level considerations such as coordination of air handling and fueling during transitions between firing densities, detection of valve actuation errors and mitigation of oil consumption concerns were studied. Results from system simulations using engine test data show 74% reduction of NO<sub>x</sub> and 5.0% reduction in CO2 on the Low Load Cycle (LLC) compared to the baseline engine with conventional thermal management. This simultaneous reduction helps compliance of NO<sub>x</sub> regulations while also reducing overall greenhouse gas emissions.</div></div>

ЕКОЛОГІЯ ТА ЕКОНОМІЯ ДИЗЕЛЬНОГО ПАЛИВА В НАУКОВОМУ ОГЛЯДІ НОВИХ ТЕХНОЛОГІЙ ЙОГО СПАЛЮВАННЯ

Вступ. Різноманіття використовуваного палива й різних сумішей, включаючи гомогенізоване паливо на суднах річкового й морського флоту, постійно зростає за номенклатурою та якістю свого вмісту, що забезпечує зниження шкідли- вих викидів та економію енергетичного ресурсу. Аналітичне вивчення основних напрямів у використанні дизельного палива з різними домішками й компонентами на суднах відкриває додаткові можливості у вишукуванні резервів для постійно зростальних вимог до екологічного вдосконалення сучасного водного транспорту. Мета. Стаття має на меті в певній послідовності показати нові сучасні наукові підходи в технології обробки дизельного палива і його різні варіації використан- ня. Поділитися власним науково-дослідним досвідом, отриманим у результаті випробувань на річкових і морських суднах паливних нанокаталізаторів і гомоге- нізованого палива. Застосування спиртів із мінімальними добавками дизельного палива розкрито в деталях табличним методом за своїми фізичними й хімічними показниками й характеристиками, де зроблено певні дослідження в пріоритет- ності його застосування на суднах. Показані позитивні сторони роботи судно- вих дизелів Fuel Dual на природному газі LPG і рідкому паливі з високим рівнем зниження шкідливих викидів в атмосферу, де практично до нуля зведені СО і зниження СО2 становить 20 %. Результати. Проаналізовано науково-дослідну роботу Дунайського інституту Національного університету «Одеська морська академія» у використанні водно-паливної емульсії та каталізаторів палива українського виробництва, здатних реструктурувати легке дизельне паливо. У пер- шому й у другому випадку отримано обнадійливі результати зниження шкідли- вих викидів в атмосферу в газах суден Українського Дунайського пароплавства й морських суден рибного промислу однією з індійських флотилій, де було отримано економію палива в 17,5 % за час путини в Індійському океані. На випробуванні паливних каталізаторів проводилася попередня діагностика технічного стану двигунів і його паливної апаратури. Додатково були проведені випробування на предмет граничного ресурсу використання каталізатора, який склав 500 тонн легкого дизельного палива. Висновки. У науковій статті показано переваги й недоліки використання різних видів сучасного палива і його суміші з різноманіт- ними включеннями й компонентами. Визначено нові сучасні наукові напрями для подальшої науково-дослідної роботи.

Numerical-Experimental Optimization of the Common-Feeding Injection System Concept for Application to Light-Duty Commercial Vehicles

Abstract The innovative common feeding (CF) fuel injection system has been designed for a light duty commercial vehicle diesel engine in order to reduce production costs and to allow easy installation on the engine, compared with a common rail (CR) system. In the CF apparatus, an additional delivery chamber is mechanically fixed at the high-pressure pump outlet, and the rail is removed from the hydraulic circuit. Experimental tests have been carried out on a hydraulic test rig in order to compare the general performance of the prototypal CF system with those of a CR system equipped with different rail volumes. In the cases of the double injections, the fluctuations of the injected mass pertaining to the second injections have been investigated during dwell time (DT) sweeps, and design solutions have been provided to minimize such oscillations. Moreover, an injection system numerical diagnostic model has been validated, and the reduced accumulation volumes linked phenomena have been analyzed. In general, the performance of the injection systems with different hydraulic capacitances or shapes of the accumulator are similar. One difference is that the injection rate features slightly different slopes during the rising phases; furthermore, cycle-to-cycle dispersions in the injected mass increase to some extent when the hydraulic capacitance is dramatically decreased. Finally, the frequencies of the free pressure waves, due to the water hammer occurring at the end of a hydraulic injection, are different when the shape of the accumulation volume changes, whereas these frequencies are independent of the accumulation volume sizes.

Morphology and composition of particles emitted from conventional and alternative fuel vehicles

Size, morphology, and composition of airborne particles strongly affect human health and visibility, precipitation, and the kinetic characteristics of particles. In this study, the morphology and chemical composition of particles emitted from conventional (diesel and gasoline) and alternative (CNG and methanol) fuel vehicles were characterized through scanning electron microscopy (SEM) and energy-dispersive X-ray (EDX). The SEM images revealed that the size of primary particles (without agglomeration) was approximately 10 nm in the exhaust from all the tested vehicles. The particles emitted from gasoline vehicle (GV), CNG vehicle (CNGV), and methanol vehicle (MV) had the same median diameter, 62 nm, which was smaller than those from heavy diesel vehicle (HDV) and light diesel vehicle (LDV). Soot was observed in the HDV, LDV, and GV samples but not in the CNGV and MV. The fractal dimension, which was used to quantify the degree of irregularity of soot, was 1.752 ± 0.014, 1.789 ± 0.076, and 1.769 ± 0.006 in the exhaust from HDV, LDV, and GV samples, respectively. The particles discharged by all tested vehicles contained the elements C, O, Fe, and Na. The main element in the samples of HDV, LDV, and GV was C, while O was the main element in the samples of alternative fuel vehicles. The profiles of minor elements were more complex in the emissions of alternative fuel vehicles than those in the emissions of conventional fuel vehicles. The results improved our understanding of the morphology and elemental composition of particles emitted from vehicles powered by diesel, gasoline, CNG, and methanol.

Near-field spray characterization of a spill return atomizer using a PIV laser sheet

The Combustion of liquid fuels is largely dependent on effective ways of atomization. The investigation of flow dynamics and atomization of alternative fuels is essential and supportive for combustion assessment. The current experimental investigation aims at providing a microscopic insight into the spray characteristics of the conventional (light diesel oil) fuel, a renewable fuel (waste cooking oil), and their blend together. A PIV laser measuring technique is used to provide detailed information on the fuel spray: droplets size, pattern, evaporation rate, instantaneous velocity, local cone angle, average axial velocity, penetration, and vorticity. The experiments cover four air to liquid ratios (ALR) of 0.8, 0.78, 0.65, and 0.57. A coaxial spill return atomizer is employed downwards as well as is surrounded by co-flowing air (kg/hr) of 48, 52.2, 55.8, and 60. The spray images are taken in an open atmosphere and the assessment of the fuel droplets velocity and size is obtained through PIV cross-correlation inside a glass room. The maximum evaporation rate is 48.1% for diesel fuel, 37% for waste cooking oil, and 44% for blended fuel at an ALR of 0.57. The application of co-flowing air (kg/hr) of 48 will reduce the local cone angle by 17%, 6%, and 4.3%. The interaction between waste cooking oil droplets with surrounding air is very difficult because of its high viscosity, density, lower evaporation rate, and larger droplets size than diesel fuel.

Spray and combustion characteristics for light diesel/waste cooking oils blended with fuel additives inside an industrial boiler

The current experimental exploration aims at providing the effect of blending fuel additive with light diesel oil (LDO) and waste cooking oil (WCO) on the spray and the combustion characteristics inside an industrial boiler of 500 kW as output power. The experimental tests are conducted at four equivalence ratios (Φ) of 0.67, 0.74, 0.94, and 1.2. A coaxial burner, supplied with a circular disc stabilizer, is provided with a twin spill return atomizer. The assessment of the combustor efficiency is obtained through the calculation of the heating load and the measurements of the cooling load, and exhaust load of a cylindrical water-cooled combustor. The results showed that the blending of fuel additive with LDO and WCO reduces the CO emissions by 87.5% and 21%, respectively. The blending of CITAF with LDO and WCO fuels reduces the local cone angle by nearly 2.7% and 9.3%, respectively compared to pure fuels. The mean droplet diameters are decreased by an average of 30% and 19% for LDO and WCO related to without fuel additive. The blending of fuel additive increases the exhaust gas temperature by 14.45% for LDO but it decreases by 12% for WCO. The adiabatic flame temperatures are raised by an average of 4.4% and 7% for diesel and WCO, respectively. Blending fuel additive with LDO and WCO raises the combustor efficiency by 80% and 63%, respectively. The aforementioned blending increases the adiabatic flame temperatures by nearly 4.4% and 7% for LDO and WCO, respectively overall operating conditions.

Exhaust emission factors of greenhouse gases (GHGs) from European road vehicles

BackgroundRoad transport is an important contributor to the European Union’s total greenhouse gas emissions. This study aims at summarizing methane (CH4) and nitrous oxide (N2O) exhaust emissions from L-category, light-duty and heavy-duty vehicles in the European Union. The assessment is based on measurements carried out in the Vehicle Emission Laboratory of the Joint Research Centre between 2009 and 2019. The exhaust chemical composition from a fleet of 38 L-category vehicles Euro 1 to Euro 4 (2- and 3-wheelers, small quadricycles such as quads and minicars), 63 light-duty vehicles from Euro 5b to Euro 6d-TEMP (passenger cars, including hybrid vehicles), and 27 light commercial and heavy-duty vehicles from pre-Euro I to Euro VI (including lorries, buses and garbage trucks) was analyzed by Fourier-transform infrared spectroscopy.ResultsCH4 emission factors monitored were from 1 to 234 mg/km for L-category vehicles (mean: 39 mg/km), from 0.1 to 40 mg/km for light-duty vehicles (mean: 7 mg/km), and from non-detectable to 320 mg/km for heavy-duty vehicles (mean: 19 mg/km). N2O emission factors monitored were from non-detectable to 5 mg/km for L-category vehicles (mean: 1 mg/km), from non-detectable to 40 mg/km for light-duty vehicles (mean: 7 mg/km), and from non-detectable to 118 mg/km for heavy-duty vehicles (mean: 19 mg/km). According to the 100-year Global Warming Potential of these greenhouse gases, these emissions corresponded to a range from negligible up to 9 g/km of CO2-equivalent for CH4 and from negligible up to 32 g/km of CO2-equivalent for N2O.ConclusionsThe higher contributors of CH4 were the two-stroke mopeds included in the L-category vehicles, while the higher emissions of N2O were found in the modern (Euro 5–6 or Euro V–VI) diesel light- and heavy-duty vehicles. Among them, vehicles complying with Euro 6 and Euro VI standard were associated to higher N2O emissions compared to those associated to Euro 5 and pre-Euro IV standards, which could be attributed to the introduction of the after-treatment systems designed to fulfill more stringent NOx standards. These updated emission factors and unique on its kind database represent a source of information for legislators and modelers to better assess the greenhouse gas emission reduction in the EU transport sector.

Commercial oil of Gerbi Absheron oil field

The article presents the study results of commercial oil from Gerbi Absheron oil field. Conducted research shows that this oil is low sulfur, low paraffin, tarry and heavy. The gasoline fractions obtained can be used as a component of motor gasoline, a feedstock for the catalytic reforming process and to obtain various solvents as well. Light kerosene and diesel fractions are a valuable raw material for the production of jet and diesel fuels of various grades. From residues above 500 °C, commercial oil from Gerbi Absheron oil field without any additives can produce road bitumen grade BNB 50/70 and construction bitumen grade BNB 70/30, which meet basic requirements. According to the study results, the joint processing with the fuel-oil scheme of this oil with Absheron Kyupesi, Pirallahy, Darwin Kupesi and others oils similar to it in terms of their physical-chemical properties can be recommended.

On-Road NOx and Smoke Emissions of Diesel Light Commercial Vehicles-Combining Remote Sensing Measurements from across Europe.

Light commercial vehicles (LCVs) account for about 10-15% of road traffic in Europe. There have only been few investigations on their on-road emission performance. Here, on-road remote sensing vehicle emission measurements from 18 locations across four European countries are combined for a comprehensive analysis of NOx and smoke emission rates from diesel LCV in the past two decades. This allows differentiating the performance by emission standards, model years, curb weights, engine loads, manufacturers, vehicle age, and temperature, as well as by measurement devices. We find a general consistency between devices and countries. On-road NOx emission rates have been much higher than type approval limit values for all manufacturers, but some perform systematically better than others. Emission rates have gone down only with the introduction of Euro 6a-b emission standards since the year 2015. Smoke emission rates are considered a proxy for particulate emissions. Their emissions have decrease substantially from the year 2010 onward for all countries and size classes measured. This is consistent with the substantial tightening of the particulate matter emission limit value that typically forced the introduction of a diesel particulate filter. The average NOx emission rate increases with engine load and decreasing ambient temperatures, particularly for Euro 4 and 5 emission classes. This explains to a large extent the differences in the absolute level between the measurement sites together with differences in fleet composition. These dependencies have already been observed earlier with diesel passenger cars; they are considered part of an abnormal emission control strategy. Some limited increase of the NOx emission rate is observed for Euro 3 vehicles older than 10 years. The strong increase for the youngest Euro 6 LCVs might rather reflect technology advances with successively younger models than genuine deterioration. However, the durability of emission controls for Euro 6 vehicles should be better monitored closely. Smoke emission rates continuously increase with vehicle age, suggesting a deterioration of the after-treatment system with use.

Effect of equivalence ratio on diesel direct injection spark ignition combustion

Aviation heavy-fuel spark ignition (SI) piston engines have been paid more and more attention in the area of small aviation. Aviation heavy-fuel refers to aviation kerosene or light diesel fuel, which is safer to use and store compared to gasoline fuel. And diesel fuel is more suitable for small aviation application on land. In this study, numerical simulation was performed to evaluate the possibility of switching from gasoline direct injection spark ignition (DISI) to diesel DISI combustion. Diesel was injected into the cylinder by original DI system and ignited by spark. In the simulation, computational models were calibrated by test data from a DI engine. Based on the calibrated models, furthermore, the behavior of diesel DISI combustion was investigated. The results indicate that diesel DISI combustion is slower compared to gasoline, and the knock tendency of diesel in SI combustion is higher. For a diesel/air mixture with an equivalence ratio of 0.6 to 1.4, higher combustion pressure and faster burning rate occur when the equivalence ratios are 1.2 and 1.0, but the latter has a higher possibility of knock. In summary, the SI combustion of diesel fuel with a rich mixture can achieve better combustion performance in the engine.

The improvement in technology of rectification column calculation

The task of automation and increasing the efficiency of calculating the parameters of the rectifying column for the needs of chemical production is being solved. Rectification is one of the most time-consuming chemical-technological processes responsible for the separation of liquid mixtures into practically pure components, which differ in boiling points, by repeated evaporation of the liquid and vapor condensation. The possibility of separation of the liquid mixture into its constituent components by distillation is due to the fact that the composition of the vapor formed above the liquid mixture differs from the composition of the liquid mixture under the conditions of the equilibrium state of steam and liquid. To select the optimal working conditions, it is necessary to take into account the heat consumption, temperature and pressure of the heat carrier - heating steam and cooling water, as well as the necessary dimensions of the columns and connecting elements with it by heat exchangers. All these factors are interrelated and depend, in particular, on the temperature and state of aggregation of the mixture supplied for separation. When calculating the processes of rectification, the compositions of liquids are usually given in mass fractions or percent, and for practical calculation it is more convenient to use the compositions of liquids and steam, expressed in molar fractions or percent. The software being developed will automate the calculation of distillation plants, which will increase the calculation speed. In most existing installations, rectification is not clear. The resulting components of light and oil distillates do not correspond to the required fractional composition, overgrowth of fractions is observed, some of the heaviest fractions of light diesel oil products fall into the bottom of the column, into fuel oil. Therefore, much attention is paid to the study and analysis of the operation of distillation columns, improving the methods of their calculation. The software created as a result of the project will be used directly by technologists, chemists and professors.

Hydrocracking of Light Diesel Oil over Catalysts with Industrially Modified Y Zeolites

Three industrially modified Y zeolites with a hierarchical structure were characterized by XRD, N2 adsorption–desorption, SEM, TEM, 27Al-/29Si-NMR, in situ pyridine-FTIR, and NH3-TPD techniques. The industrial hydrocracking catalyst of light diesel oil was prepared by kneading and extruding the mixture of 10 wt.% industrially modified zeolite, commercial alumina, nickel nitrate, and molybdenum oxide. The small amount of hierarchical Y zeolite in the hydrocracking catalyst plays a key role, resulting in selective hydrogenation of naphthalene and further ring-opening activity. The mesoporous structure of the zeolites provided an effective interface and improved the accessibility of acid sites to bulky reactants.

Calibration of idling characteristics for Lemon Peel Oil using Central Composite Design in light commercial vehicle diesel engine

Lemon Peel Oil is a clean and sustainable biofuel that has shown promising results under varying driving conditions. Growing vehicle density globally makes road congestions a common sight where the engines operate under idling conditions accounting for massive fuel wastage and severe emissions. However, considering the frequent occurrence of idling and the damage caused by it, the need to calibrate engines to utilise Lemon Peel Oil under idling conditions for addressing the issues of fuel shortage and pollution is observed. Hence, this work utilises a systematic experimental approach to analyse the potential of a 20% (vol/vol) blend of Lemon Peel Oil in diesel and compares it with conventional diesel for idling conditions. The systematic experimentation is determined using the Response Surface Methodology coupled with Central Composite Design on a Common Rail Direct Injection Engine Setup. The potential of the biofuel blend is analysed by mathematical modelling of various tests conducted. At optimal idling calibrations, 42.1% drop in smoke emissions and 16% reduction in Carbon Monoxide with an increase of 5.25% in Carbon Dioxide is reported. The slightly reduced heating value of the fuel caused a 10.18% reduction in thermal efficiency and a 21.24% increase in Specific Fuel Consumption. The 2.43% increase in peak pressure and the 4.6% increase in Heat Release Rate further suggests this biofuel blend possesses superior combustion characteristics and is a cleaner fuel. Hence, the potential of Lemon Peel Oil with optimized engine parameters is determined for the idling condition.

The Influence of Water and DEE as Additives with Diesel Fuel in a Light Duty Diesel Engine Generator-An Experimental Investigation

Currently, our global environment has been affected due to the air pollution caused by many sectors (such as automotive, industrial, transportation) in higher magnitudes. Many environmentalists, scientists, researchers and engineers have contributed their efforts to eradicate the air pollution. It is well known noted that most of the harmful pollutants were evolved from diesel engine power engines/plants. Considering the objective of enhancing performance and reducing harmful emissions of diesel engine, the current research work has been conducted on mixing DEE (Di-Ethyl Ether) and normal water with normal diesel fuel in definite quantities. Five stages of investigations were carried out to perform the task of blending water and DEE with the normal diesel fuel. In the first stage, to obtain the baseline readings, normal diesel fuel was experimented in a light duty constant speed diesel engine. Normal water (2% & 4% by vol.) was combined with the normal diesel fuel with the aid of emulsifiers (Span80 & Tween80) and mechanical stirrer (speed of 3000 rpm) to obtain the water blended diesel emulsion fuels in the second stage. In the third stage, DEE was mixed with water-emulsion fuels which were prepared in the second stage. The stability and properties of fuels was determined in the fourth stage. In the fifth stage, the prepared stable DEE-water-diesel emulsion fuels were tested in a light duty constant speed diesel engine generator and eventually compared to those readings of normal diesel fuel. Experimental outcome from all the tested fuels revealed that water and DEE mixed emulsion fuels reflected better performance and reduced harmful emission attributes.

Process and Techno-Economic Analysis for Fuel and Chemical Production by Hydrodeoxygenation of Bio-Oil

The catalytic hydrogenation of lignocellulosic derived bio-oil was assessed from the thermodynamic simulation perspective, in order to evaluate its economic potential for the production of added-value chemicals and drop-in fuels. A preliminary economic evaluation was first run to identify the conditions where the process is profitable, while a full economic analysis evaluated how the operating conditions affected the reaction in terms of yield. The results indicate that the bio-oil should be separated into water-soluble and insoluble fractions previous hydrogenation, since very different process conditions are required for the two portions. The maximum economic potential resulted in 38,234 MM$/y for a capacity of bio-oil processed of 10 Mt/y. In the simulated biorefinery, the insoluble bio-oil fraction (IBO) was processed to produce biofuels with a cost of 22.22 and 18.87 $/GJ for light gasoline and diesel, respectively. The water-soluble bio-oil fraction (WBO) was instead processed to produce 51.43 ton/day of chemicals, such as sorbitol, propanediol, butanediol, etc., for a value equal to the market price. The economic feasibility of the biorefinery resulted in a return of investment (ROI) of 69.18%, a pay-out time of 2.48 years and a discounted cash flow rate of return (DCFROR) of 19.11%, considering a plant cycle life of 30 years.

Hyper-spectral analysis of diffusion flames supplied by waste cooking oil of different blends sprayed by Siphon nozzles

The complicated investigation of reaction zones for diffusion flames created a chance to study emissions spectra analysis using new trends of optical measurements like hyper-spectral camera. In this study, fundamental and applied combustion science was introduced where emissions spectra contours of waste cooking oil (WCO) blends with light diesel oil (LDO) flame at constant equivalence ratio were plotted. By applying Wien’s law, thermal contours and core inflame temperatures were inspected. The measurements described the exact position of the reaction zones. Measurements of hyper-spectral emission peaks of the tested fuel at constant equivalence ratio showed wavelengths shift between each zone along the flame. The wavelengths at emission peaks were inversely proportional with temperature profiles inside the flame. The reaction zone length was 7 cm in LDO flame, 2.5 cm in 20%WCO +80% LDO and 2 cm in 20% WCO + 80% HDO (heavy oil). The bigger size of the reaction zone was the higher emissions inside the flame recognize.