Low Exhaust Gas Research Articles

Experimental study of SCR DeNOX efficiency at low exhaust gas temperatures

The DeNOX efficiency of the Selective Catalyst Reduction (SCR) system relates closely to the urea injection, and the starting injection time of urea injection depends on the exhaust gas temperature. For the diesel vehicle driving on real roads, the exhaust gas temperatures change significantly. At high temperatures, the SCR system actively injects urea; whereas at low temperatures, no urea injection happens and the catalyst reaction relies solely on the stored ammonia in the catalytic container. Thus, it is important to investigate the SCR DeNOX efficiency under condition of different temperature ranging from low to high temperature. In this paper, a heavy-duty diesel vehicle was tested under stationary idling condition with first rapid acceleration, then high-speed holding running and finally deceleration, and the NOX emission performance at various exhaust temperatures was acquired under two distinct operating conditions: active injection of ammonia at higher temperatures and no ammonia injection at lower temperatures. Furthermore, a deep learning model was built for predicting NOX downstream of the SCR by utilizing exhaust flow rate, average exhaust temperature, and NOX emission concentration upstream of the SCR as input parameters, and this model was verified with a model fit of 0.98. The results show that the SCR DeNOX efficiency achieves 99 % with active urea injection during high-temperature stages, and 30–40 % during low-temperature stages, relying on ammonia storage. During the ammonia storage stage, the SCR DeNOX efficiency exhibits high sensitivity to temperature, with a rate of decreases of 1.3 %/°C per unit temperature. In the active ammonia injection stage, the SCR DeNOX efficiency decreases at a rate of 0.5 %/°C per unit temperature. Various reaction stages exhibit a significant relationship between SCR DeNOX efficiency and exhaust temperature.

Experimental investigation of the matching boundary and optimization strategy of a variable geometry turbocharged direct-injected hydrogen engine

With the higher demand for torque, power, brake thermal efficiency (BTE), and low NOx emissions of hydrogen engines, direct injection and turbocharging are the most effective methods to improve performance. However, due to the large air flow rate variation range with lean combustion and low exhaust gas energy, the turbine needs to be adjusted significantly, and the performance of the conventional waste gate turbochargers is limited. In this study, a 2.0 L direct-injected turbocharged hydrogen engine was studied experimentally and matched with a variable geometry turbocharger (VGT). The working boundary of the VGT determined by abnormal combustion and exhaust back pressure is proposed at all working conditions as it changes from 10-50 % @1500 rpm to 40–75 % @4500 rpm. Control of the VGT to balance combustion and gas exchange was achieved to reach the highest BTE of 42.57 %. Further, high torque of 326 Nm and high power of 125 kW are explored and different VGT opening strategies are compared. An optimized VGT opening control strategy is proposed, which is divided into five regions at different loads to ensure best performance. The VGT opening control strategy based on λ control and the trade-off between combustion and gas exchange efficiency at all working conditions can be valuable in the development of high-performance hydrogen engines.

Effect of hydrothermal temperature on the optical properties of hydrochar-derived dissolved organic matter and their interactions with copper (II)

Hydrothermal carbonization (HTC) has been regarded as a promising technique for turning wet biomass into hydrochar due to its low energy consumption, low exhaust gas emissions, etc. In addition, hydrochar is an important source of dissolved organic matter (DOM), which plays a crucial part in the migration and destiny of pollutants in the environmental medium. However, there are limited studies that focus on the factors that influence the formation of DOM in hydrochar, such as hydrothermal temperature. Therefore, the current study comprehensively characterized the optical properties of DOM within hydrochar derived from sawdust (HDOM) under different hydrothermal temperatures (150–300 °C) by Ultraviolet–visible (UV–Vis) and fluorescence spectroscopy, as well as its complexation characteristic with Cu(II). The findings revealed that the organic carbon content of HDOM reached a peak of 37.3 mg L−1 when the temperature rose to 240 °C and then decreased as the temperature increased. UV–Vis spectroscopy analysis showed that the absorption capacity of HDOM at 275 nm increases with temperature and reaches a maximum value at 240 °C, indicating that high temperature promotes the formation of monocyclic aromatic compounds. High temperature enhances the aromaticity, hydrophobicity, and humification degree of HDOM, thus improving its stability and aromaticity. The E3/E4 ratios are all greater than 3.5, confirming that the main component of HDOM is fulvic acid, which corresponds to 3D-EEM and Pearson's correlation coefficient analysis. The humification index (HIX) of HDOM increased with the rise in hydrothermal temperature (150–240 °C), as observed by the three-dimensional excitation-emission matrix spectroscopy (3D-EEMs). After reaching its peak at 240 °C, the HIX value gradually dropped in line with the trend of the DOC change. Moreover, the bioavailability (BIX) value of DOM was all high and greater than 1, indicating all the HDOM are readily bioavailable. Two microbial humic substances (C1 and C4), a humic-like substance (C2), and a protein-like substance (C3) were discovered in DOM by integrating 3D-EEMs with parallel factor analysis (PARAFAC). Their fluorescence intensity decreases as the Cu(II) concentration increases, indicating the formation of complexes with Cu(II). As the temperature rises, the binding ability of DOM and Cu(II) changes significantly, reaching the optimum at 300 °C. Meanwhile, the substance C2 has the strongest binding ability with Cu(II). This research emphasizes the significance of spectroscopy analysis in determining the evolution of hydrochar-derived DOM, the potential for heavy metal binding and migration, and its characteristics and features.Graphical

Optical investigation of low temperature combustion and soot emission characteristics of biodiesel/n-pentanol engine

Biodiesel/n-pentanol blend fuels have been regarded as the attractive alternatives for the utilization of diesel engines. However, the fundamental studies of low temperature combustion and soot formation characteristics of biodiesel/n-pentanol blend fuels in diesel engines are still scarce. The low temperature combustion and soot emission characteristics of pure waste cooking oil (WCO) biodiesel (B100) and 70% WCO biodiesel/30% n-pentanol blend (B70P30) were experimentally studied in an optical engine in the present study. Results reveal that B70P30 has longer ignition delays than B100 at low exhaust gas recirculation (EGR) rate, but the ignition delays of B70P30 become similar or even shorter when the EGR rate is over 12%. Adding n-pentanol into biodiesel increases the in-cylinder combustion pressure peak and maximum pressure rise rate. In addition, the delay in the appearance of ignition kernels and two-color images are observed for B70P30 fuel. In the initial stage of fuel combustion, B70P30 has less ignition kernels and lower soot KL factor distribution area. In the middle and late stages of combustion, flame area of B70P30 is small and flame brightness is weaker. Also, at the end of combustion, the two-color images of B70P30 show that the soot KL factor distribution around the periphery of the chamber is decreasing at a higher rate compare to B100.

A review of solid SCR systems as an alternative for NOx reduction from diesel engines

Several NOx reduction technologies have been developed to alleviate the impact of NOx emissions on the environment and meet the more stringent upcoming emission legislation. Although UWS is the most commonly used NOx reduction technology, it has various issues listed in this article. Several alternative technologies based on solid materials as a gaseous ammonia source are developed to eradicate these issues. This article reviewed the solid SCR systems currently being developed as an alternative to UWS for deNOx applications. Furthermore, the chemistry of the various ammonia storage materials used in these systems and their potential to produce gaseous ammonia for use in SCR have been evaluated. Furthermore, the deNOx performance of ammonium salts-based and metal ammine chlorides-based solid SCR systems have been evaluated. Besides, we have discussed various numerical modeling and simulation approaches applied to develop these solid SCR systems. Due to gaseous ammonia injection solid SCR systems offer better NOx conversion efficiency compared with UWS systems, especially at low exhaust gas temperatures. The authors believe this article will be helpful for future studies in this field to further develop and establish these solid SCR systems as a viable alternative deNOx technology.

Pollutant emission characteristics of the close-coupled selective catalytic reduction system for diesel engines under low exhaust temperature conditions

The selective catalyst reduction system is an effective method for reducing pollutant emissions from diesel engines. To meet the increasingly strict requirements of pollutant emission regulations and further reduce the pollutant emissions of heavy diesel engines at low exhaust gas temperatures, a close-coupled selective catalyst reduction (ccSCR) system based on a corrugated substrate was proposed. Based on the corrugated substrate with V2O5-WO3/TiO2 catalysts, the pollutant emission characteristics of the ccSCR system were compared with those of a conventional selective catalyst reduction (SCR) system under the World Harmonized Transient Cycle at the exhaust gas temperature of 165 °C. Additionally, the effects of the volume ratio of ammonia to nitrogen (α) and the catalyst volume to engine gas capacity ratio (γ) on pollutant emissions of the ccSCR system were investigated. Results showed that pollutant emissions exhausted from the ccSCR system were significantly lower than those from the conventional SCR system. With the increase of α from 0.3 to 0.7 and γ from 0.33 to 0.76 in the ccSCR module, the NOx emission and NH3 slip of the ccSCR system decreased, and α had a larger effect on reducing pollutant emissions from the ccSCR system. The minimum values of NOx emission and NH3 slip were 0.22 g/kW·h and 2.33 ppm, respectively, at α = 0.7 and γ = 0.76 of the ccSCR module. The proposed ccSCR system was conducive to reducing the pollutant emission of diesel engines and its pollutant emission characteristics outperformed the conventional SCR system.

Improving the Overall Efficiency of Marine Power Systems through Co-Optimization of Top-Bottom Combined Cycle by Means of Exhaust-Gas Bypass: A Semi Empirical Function Analysis Method

The mandatory implementation of the standards laid out in the Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII) requires ships to improve their efficiency and thereby reduce their carbon emissions. To date, the steam Rankine cycle (RC) has been widely used to recover wasted heat from marine main engines to improve the energy-conversion efficiency of ships. However, current marine low-speed diesel engines are usually highly efficient, leading to the low exhaust gas temperature. Additionally, the temperature of waste heat from exhaust gas is too low to be recovered economically by RC. Consequently, a solution has been proposed to improve the overall efficiency by means of waste heat recovery. The exhaust gas is bypassed before the turbocharger, which can decrease the air excess ratio of main engine to increase the exhaust gas temperature, and to achieve high overall efficiency of combined cycle. For quantitative assessments, a semi-empirical formula related to the bypass ratio, the excess air ratio, and the turbocharging efficiency was developed. Furthermore, the semi-empirical formula was verified by testing and engine model. The results showed that the semi-empirical formula accurately represented the relationships of these parameters. Assessment results showed that at the turbocharging efficiency of 68.8%, the exhaust temperature could increase by at least 75 °C, with a bypass ratio of 15%. Moreover, at the optimal bypass ratio of 11.1%, the maximum overall efficiency rose to 54.84% from 50.34%. Finally, EEXI (CII) decreased from 6.1 (4.56) to 5.64 (4.12), with the NOx emissions up to Tier II standard.

On the Increase in the Renewable Fraction in Diesel Blends using Aviation Fuel in a Common Rail Engine

Biodiesel has gained wide acceptance as an alternative to petroleum-derived fuel due to its environmentally friendly characteristics such as low aromatic and sulfur content, biodegradability and low exhaust gas emission. Although many types of feedstock could be used to produce biodiesel, waste cooking or frying oil (WCO) is a promising multiple-advantage solution. However, the use of WCO biodiesel has some drawbacks: the high viscosity and the low volatility create difficulties in atomization and in fuel–air mixing. Experiments were performed to investigate the potential employment of aviation fuels in blends with biodiesel obtained from WCO, renewable diesel and petrol diesel. The objective of the research was to evaluate Jet A’s potential to improve the blend properties, thus helping to overcome the difficulties in biodiesel usage, enabling the percentage of renewable fuel in the blend to be increased and therefore allowing a reduction in the engine’s environmental impact. The experimental activity was carried out on a small-displacement, common rail diesel engine; during the tests, the engine control unit settings were unchanged, with the aim of reproducing the engine behavior when it operated with different fuels.

ANALYSIS OF THE EFFECT OF EXHAUST RESONATOR DIAMETER AND MATERIAL ON EXHAUST EMISSIONS AND NOISE LEVEL OF 1000 CC ENGINE

This study aims to determine the effect of different diameter sizes and materials used in the manufacture of exhaust resonators on vehicle engines, especially in four-wheeled vehicles or gasoline-fueled cars. This research uses experimental research methods, namely by comparing the use of resonators made of galvanized steel and stainless steel with different diameter sizes of 100 mm and 125 mm, the research object used is a Suzuki Jimny LJ80V car with a 1000 cc engine. The data taken are the results of exhaust emissions testing and noise testing of galvanized steel resonators with diameters of 100 mm and 125 mm and stainless steel resonators with diameters of 100 and 125 mm. Based on the results of the noise test, the 125 mm galvanized steel resonator can reduce noise with a result of 94.5 dBA at 6000 rpm. In the exhaust gas emission test, the lowest HC exhaust gas is produced by stainless steel resonator at 198.3 ppm at 3500 rpm, the lowest exhaust gas by 100 mm galvanized steel resonator at 0.15% at 1000 rpm.

Thermodynamic analysis of two-stage and dual-temperature ejector refrigeration cycles driven by the waste heat of exhaust gas

This paper presents two-stage and dual-temperature ejector refrigeration cycles (TDERCs) driven by the waste heat of exhaust gas. One-dimensional modelling of the ejector is performed, and thermodynamic analysis for the TDERCs is carried out. Based on simulation results, R1234yf/R1234ze with a mass fraction of 56.2% R1234yf is selected as the working fluid, showing an improvement of 5.64% in COP over R134a under the basic operating condition. Comparing with the TDERC1, the TDERC2 shows improvements of 1.07% and 0.69% on the COP and exergy efficiency with a superheater outlet temperature of 300 °C, while the cooling capacity is reduced by 0.107 kW. Moreover, the multi-objective optimization results indicate that the TDERC2 has improvements of 1.20% in COP and 0.666 kW in cooling capacity compared to the TDERC1 under the optimum operating condition. Overall, the TDERC1 can provide a larger cooling capacity with sufficient waste heat of exhaust gas, while the TDERC2 is more suitable for limited waste heat or low exhaust gas temperature due to its higher COP. The simulation results reveal the advantages and disadvantages between the TDERC1 and TDERC2 under different operating conditions and provide guidance for refrigerated and frozen applications in light refrigerated trucks.

A CFD Modelling Approach for the Operation Analysis of an Exhaust Backpressure Valve Used in a Euro 6 Diesel Engine

Harvesting residual thermal energy from exhaust gases with thermoelectric generators is one of the paths that are currently being explored to achieve more sustainable and environmentally friendly means of transport. In some cases, thermoelectric generators are installed in a by-pass configuration to regulate the mass flow entering the thermoelectric generator. Some manufacturers are using throttle valves with electromechanical actuators and electronic control in the exhaust pipe to improve techniques for active control of pollutant emissions in reciprocating internal combustion engines, such as the exhaust gas recirculation. The above-mentioned circumstances have motivated the approach of this work: computational fluid dynamics (CFD) modelling of the operation of a throttle valve used for establishing adequate exhaust backpressure conditions to achieve the low pressure exhaust gas recirculation in Euro 6 engines. The aim of this model is to understand the flow control process with these types of valves in order to incorporate them in an exhaust system that will include two thermoelectric generators used to convert residual thermal energy into electrical energy. This work presents a computational model of the flow through the throttle valve under different temperatures and mass flow rates of the exhaust gas with different closing positions. For all cases, the values of the pressure drop were obtained. In all cases studied, the level of agreement between the modelled and experimental results exceeds 90%. The developed model has helped to propose a correlation to estimate the mass flow rate of exhaust gas from easily measurable quantities.

Nonlinear model predictive control of a DISI turbocharged engine with virtual engine co-simulation and real-time experimental validation

An increasing number of control actuators are being added to internal combustion engines to reduce fuel consumption and meet with emission standards. This research utilizes Nonlinear Model Predictive Control (NMPC) to manage a spark ignition engine equipped with a turbocharger, low pressure Exhaust Gas Recirculation (EGR), and Variable Valve Timing (VVT). This paper focuses on discussing the experimental setup and validation of the proposed NMPC strategy, while an overview of the control-oriented engine model and NMPC formulation is provided. The proposed NMPC-based engine control was implemented into a rapid prototype control system and successfully deployed during dynamometer tests. With a minimum amount of calibration effort, the NMPC exhibits sophisticated transient actuator control, which would otherwise require many calibration maps to achieve. A detailed discussion of these transient maneuvers is provided and reveals that these control actions indeed optimize the control objective function without violation of combustion and hardware capacity constraints.

Formation of nitrous oxide over Pt-Pd oxidation catalysts: Secondary emissions by interaction of hydrocarbons and nitric oxide

The interaction of hydrocarbons (HC) and nitric oxide (NO) over noble metal catalysts for exhaust gas after-treatment of lean-operated combustion engines can lead to secondary emissions, namely the formation of nitrous oxide (N2O), which is a strong greenhouse gas calling for N2O reduction concepts. By means of a series of light-off tests over state-of-the-art Pt-Pd oxidation catalysts, this study identifies the most critical catalyst operation regimes that should be avoided in order to minimize N2O levels. Especially unsaturated HCs react with NO to form significant amounts of N2O between 150 °C and 350 °C; an increasing HC/NOx ratio generally promotes N2O formation, whereas the NO oxidation reaction is increasingly inhibited. Since low space velocities and fast catalyst heating allow for minimizing N2O levels, active heating of catalytic converters during cold start and phases of low exhaust gas temperatures may efficiently reduce the formation of N2O in real-world applications.

The Influence of Direct Non-Thermal Plasma Treatment on Soot Characteristics under Low Exhaust Gas Temperature

This study aimed to assess the effectiveness of nonthermal plasma (NTP) technology utilizing a dielectric barrier discharge (DBD) reactor, both with and without exhaust gas recirculation (EGR), in reducing soot particles and their impact on nitrogen oxides (NOx). The experiment involved maintaining a constant flue gas flow rate of 10 l/min, employing high voltage values of 0, 6, and 10 kV, fixed frequency of 500 Hz and setting the various IMEP of 5, 6, and 7 bar and the engine speed at 2,000 rpm. The findings demonstrated that NTP was successful in removing NOx by approximately 16.84% and 17.01%, achieving particle matter (PM) removal efficiencies of around 60.79% and 81.13%, and effectively reducing activation energy by approximately 18.34% and 31.5% (with and without EGR, respectively) at a high voltage of 10 kV. These results highlight the potential of NTP technology in mitigating emissions and reducing the environmental impact associated with diesel engines.

Promotion of the NO-to-NO2 Conversion of a Biofueled Diesel Engine with Nonthermal Plasma-Assisted Low-Temperature Soot Incineration of a Diesel Particulate Filter

High-concentration biodiesel-diesel fuel blends are an alternative fuel widely used for compression ignition engines. However, commercial diesel engines are not designed and set up for high-concentration biodiesel-diesel fuel blends. Hence, the aim of this research was to investigate the nonthermal plasma (NTP) activities during an NOx reduction and the soot characteristics on an unmodified diesel engine (Euro V) that is fueled with various biodiesel blends with diesel under a low exhaust gas temperature (<250 °C). The experiment found that the soot composition of biodiesel fuel produces lower levels of soot when compared with diesel, in terms of both number and mass. In addition, the activation energies (Ea) of carbon oxidation under an oxygen atmosphere were found to be approximately 154.57–173.64 kJ/mol.

Effect of a Plasma Burner on NOx Reduction and Catalyst Regeneration in a Marine SCR System

The problem of environmental pollution by the combustion of fossil fuels in diesel engines, to which NOx emission is a dominant culprit, has accelerated global environmental pollution and global and local health problems such as lung disease, cancer, and acid rain. Among various De-NOx technologies, SCR (Selective Catalytic Reduction) systems are known to be the most effective technology for actively responding to environmental regulations set by the IMO (International Maritime Organization) in marine diesel applications. The ammonia mixes with the exhaust gas and reacts with the NOx molecules on the catalyst surface to form harmless N2 and H2O. However, since the denitrification efficiency of NOx can be rapidly changed depending on the operating temperature from 250 °C to 350 °C at 0.1% sur contents of the catalyst used in the SCR, a device capable of controlling the exhaust gas temperature is essential for the normal operation of the catalyst. In addition, when the catalyst is exposed to SOx in a low exhaust gas temperature environment, the catalyst is unable to reduce the oxidation reaction of the catalyst, thereby remarkably lowering the De-NOx efficiency. However, if the exhaust gas temperature is set to a high temperature of 360–410 °C, the poisoned catalyst can be regenerated through a reduction process, so that a burner capable of producing a high temperature condition is essential. In this study, a plasma burner system was applied to control the exhaust gas temperature, improving the De-NOx efficiency from the engine and regenerating catalysts from PM (Particulate Matter), SOOT and ABS (ammonia bisulfate), i.e., catalyst poisoning. Through the burner system, the optimum De-NOx performance was experimentally investigated by controlling the temperature to the operating region of the catalyst, and it was shown that the regeneration efficiency in each high temperature (360/410 °C) environment was about 95% or more as compared with the initial performance. From the results of this study, it can be concluded that this technology can positively contribute to the enhancement of catalyst durability and De-NOx performance.

Optimization of flame stabilization methods in the premixed microcombustion of hydrogen–air mixture

AbstractThe premixed combustion of a lean hydrogen–air mixture is analyzed in this study to examine various properties and flame stabilization. A two‐dimensional (2D) analysis of a microscale combustor is performed with various shapes of bluff bodies (e.g., circular and triangular). Nine bluff bodies are placed at the entrance of the microscale combustor and solved with 2D governing equations. The analysis is performed with the three velocities of 10, 20, and 30 m/s, but the equivalence ratio is fixed in all cases. The various characteristics of the microscale combustor are studied such as the temperature of the wall, difference in peak temperature, the mean velocity at the outlet, and temperature of the exhaust gases. Flame stabilization depends on various factors such as bluff body shape and size, and the velocity of the fuel–air mixture at the inlet and recirculation zone. In comparison to all bluff body cases, we observe that the wall blade bluff body is the most efficient (low exhaust gas temperature, large recirculation zone, low mean velocity at the outlet of the microcombustor, and high wall temperature) compared with all eight other bluff body cases. Combustion efficiency is directly proportional to the wall temperature, meaning that the microcombustor with wall blade bluff bodies is more efficient with a stabilized flame. The simulation results are compared with published data on an L/D ratio of 15.

Numerical assessment of mixing of humid air streams in three-way junctions and impact on volume condensation

Flow mixing at three-way junctions is widely studied due to its usage in countless applications. Particularly, in air conditioning and internal combustion engines, the mixing of humid air streams can lead to volume condensation, provided that any local temperature achieves dew conditions. This work investigates and quantifies the correlation between mixing intensity and generated condensation. A method to define mixing indexes is developed, comparing its performance against literature references that employ temperature or passive scalar to evaluate mixing. A numerical campaign of 128 Reynolds-Averaged Navier Stokes three-dimensional (3D) simulations is designed to explore different junction operating conditions. A validated condensation submodel embedded in the 3D model enables the quantification of condensation at the junction outlet, which also can be estimated by means of a 0D model that provides the psychrometric state of a homogeneous mixture between the inlet streams. A strong linear correlation is found between condensation and the product of mixing indexes and 0D condensation mass flow rate, since the latter carries the psychrometric information of the working point. This connection allows to find junction design guidelines to reduce mixing and therefore condensation. Additional simulations confirm that removing junction valves, reducing mixing length, increasing the branch duct diameter and aligning the branch leg with the outlet duct significantly decrease condensation. In the framework of low pressure exhaust gas recirculation (EGR), this condensation damages the compressor wheel. If junctions are designed as suggested, the current constraints over EGR rates to limit condensation can be removed, which will result in internal combustion engines with lower emissions and better fuel consumption. • A new definition of mixing index is developed by calculating the unmixed area. • Flow mixing and condensation at T-junctions is assessed using 0D and 3D models. • Condensation is strongly correlated with psychometric conditions and mixing. • Mixing is reduced by decreasing length and momentum ratio and relocating valves. • Guidelines to design junctions with reduced volume condensation are provided.

분산전력 제어를 위한 가정용 연료전지 시스템 설계

Energy used at home accounts for about 20% of the total energy used in the country, so efficient use of electricity used at home is very important for national energy conservation and reduction of pollution factors. Therefore, among the distributed fuel cells, the household fuel cell (RPG: Residential Power Generator) that is receiving the most attention is expected to be able to solve heating and cooling in the house and use electricity in 10 years without external help. In general, electric energy production always accompanies the production of heat, but the transport of heat for heating is very difficult. In the case of conventional power generation, electricity is generated from large-scale power generation and hot water is received from a boiler at home, whereas the fuel cell system has the advantage of being able to use heat because it produces electricity and heat directly at home. Therefore, the home is the best place to produce and consume heat and electricity at the same time. It is the most ideal place to use the supplied city gas to produce and use heat and electricity using a locally installed small fuel cell power generation system with low exhaust gas and no noise. It could be a household energy system. In this paper, the operation characteristics of a home fuel cell system for distributed power control are verified by designing and manufacturing a fuel cell simulator, a DC/DC step-up converter, and an inverter suitable for a home cogeneration system.

Effect of Biodiesel B100 and Ethanol Blends on the Performance of Small Diesel Engine

<p class="02abstracttext"><span lang="IN">A small diesel engine is a machine that has high efficiency but causes a high level of pollution. The most widely used fuel so far is fossil energy which is unrenewable energy. The fruit of the Calophyllum inophyllum plant has great potential to be developed as alternative energy for small diesel engines. In this study, the test fuel used was D100, B100, E5, E10, and E15. The small engine diesel used TG-R180 Diesel with a compression ratio of 20:1 at engine turns 1500, 1800, 2100, and 2400 rpm, and the braking load at a constant prony disc brake is 1,5 kg/cm<sup>2</sup>. The result of the study using E10 fuel can improve engine performance and can reduce the opacity of the exhaust gas. The highest power in the D100 fuel at 2100 rpm is 8,06 PS. The highest thermal efficiency of E10 fuel is 50,29%. The use of Calophyllum inophyllum biodiesel (B100) can reduce exhaust gas opacity in small diesel engines when compared to the use of D100. E10 fuel has the lowest exhaust gas opacity rate of 4,1%.</span></p>