Shorter Ignition Delay Research Articles

Microwave Ignition of Thermites

AbstractThis study investigates the microwave ignition behavior of a range of thermites of aluminum, boron, titanium, and tantalum fuels with oxides of Bi2O3, CuO, and Fe2O3. In order to gain insight into the modes of energy transfer leading to ignition, thermites are heated in either a purely electric or magnetic field environment within a single‐mode 2.45 GHz resonant cavity with electric field strengths of 40 to 110 kV/m and magnetic field strengths of 22 to 258 A/m. Thermite stoichiometry is varied as well as particle size and thermite mass. The shortest ignition delays in electric and magnetic fields were found to be 1.37 s (nAl and CuO) and 0.87 s (nAl and CuO), respectively. The use of a variety of carbon susceptors to shorten ignition delay is also studied. Carbon susceptors are found to appreciably shorten ignition delays to as short as 140 and 170 ms for the E and B field respectively (nAl and CuO with multiwalled carbon nanotubes). The results of this work are informative on thermite component choice and the preferred mechanism (electric vs magnetic field) of heating for various thermite compositions for consideration of the increasingly popular ignition via electromagnetic fields.

Fluorocarbon-Capped Aluminum Nanoparticles: Synthesis, Characterization, Combustion, and Comparison to Hydrocarbon-Capped Aluminum Nanoparticles

ABSTRACT Aluminum nanoparticles (NPs) are attractive as fuel additives in propulsion or pyrotechnic applications, but their combustion is inhibited by native oxide layer formation, which also reduces the energy content. Capping Al NPs with fluorocarbon ligands may inhibit native oxide formation and create an intimate mixture of fuel with an oxidizer capable of reacting exothermically with both Al and the passivating oxide layer. We present an approach to producing Al NPs capped by perfluorotetradecanoic acid (PFTDA), based on rapid mechanical attrition of NPs followed by PFTDA capping under mild conditions. The materials were characterized by dynamic light scattering, electron microscopy with energy dispersive spectroscopy, elemental analysis, X-ray photoelectron spectroscopy, X-ray diffraction, and infrared spectroscopy. Ignition and combustion properties were studied using bomb calorimetry, thermogravimetric analysis with differential scanning calorimetry, and photographic analysis of both flame and laser ignition of particle samples. For comparison, Al NPs were produced identically but capped with a hydrocarbon (oleic acid). PFTDA-capped NPs were found to ignite at lower laser power and burn far more vigorously than oleic acid-capped NPs, despite the observation that oleic acid capping resulted in a thinner native oxide layer on the air-exposed NPs. PFTDA-capped NPs were also found to have shorter ignition delay and lower ignition energy compared to commercially available Al NPs. XPS and XRD were used to probe the combustion products for the PFTDA-capped NPs, confirming formation of AlF3 and other products. Density functional theory was used to calculate the heat of formation of PFTDA, which was then used to calculate reaction enthalpies for reactions in both inert and oxidizing environments.

Enhancing engine performance, combustion, and emissions characteristics through CeO2-modified cottonseed biodiesel with hydrogen enrichment: A comprehensive investigation

This investigation delves into the combined use of nanoparticles added biodiesel blends and hydrogen as secondary fuels in CI engines, intending to minimize the reliance on traditional fossil fuels. Calcined wood ash (CWA) has been used as a heterogeneous catalyst for the preparation of cottonseed biodiesel. XRD, SEM and BET analysis was performed to characterize the catalyst. This study evaluates the impact of adding hydrogen and Cerium oxide (CeO2) nanoparticles to cottonseed biodiesel on a CRDI engine. It showed that H2 at an intake rate of 10 L/min improved the engine's overall performance and reduced hazardous emissions. By incorporating the CeO2 nanoparticles (75 ppm) in a cottonseed biodiesel blend and injecting H2 in the engine the BTE was enhanced by 27.8% and BSFC was decreased by 4.41%. There was a reduction of 24%, 22.8%, 6.42%, and 69.5% for HC, CO, CO2 and smoke emissions. On the other hand, NOx rose by 9.3% compared to diesel. The combustion characteristics, such as cylinder pressure showed 26.5% improvement at full load on inclusion of H2. Additionally, under maximum load, the blend C20 + CeO2+H2 has the shortest ignition delay and combustion duration leading to higher engine efficiency. The results of this investigation offer valuable insights into the potential of biodiesel-hydrogen dual-fuel strategies to reduce the environmental impact of CI engines while promoting sustainable energy practices.

Controllable preparation of hexanitrostilbene (HNS) microspheres with multi-cavity structure to enhance safety and combustion performance

Controlling the structure to meet the demand for high-energy, low-sensitivity energetic materials in modern military and civilian applications is an effective method. In this study, hexanitrostilbene (HNS) microspheres with a multi-cavity structure were prepared using nitrocellulose (NC) and fluororubber (F2604) as binders via microjet droplet technology. The effects of flow rate, receiving liquid temperature, and suspension concentration on the morphology, particle size, and cavity of the HNS microspheres were investigated. Furthermore, the impact of the multi-cavity structure on the microspheres' specific surface area, dispersibility, thermal properties, safety performance, and combustion performance was studied. Results showed that the multi-cavity HNS microspheres retained the raw materials' crystal structure while exhibiting improved dispersibility, higher activation energy, and shorter ignition delay. Moreover, the multi-cavity structure outperformed the solid structure in terms of specific surface area, safety performance, and combustion performance. This study opens up a new direction for the preparation of multi-structured energetic microspheres.

Combustion and energy performance of multiple aluminum-based alloy particles

The long ignition delay time, high ignition temperature and agglomeration prevent the aluminum (Al) particles from fully releasing the chemical energy stored within them during combustion. Al-based alloy fuels with high energy density and excellent combustion performance have become a potential candidate for replacement with pure Al. Therefore, understanding the combustion and energy performance of Al-based alloys is beneficial for the development of Al-based energetic materials. Herein, the combustion and energy performance of pure Al and three Al-based alloys were comparatively investigated by means of a thermal analysis system, an ignition and combustion test apparatus, and a variety of physicochemical property characterizations. The results showed that all three Al-based alloys contained at least one intermetallic compound. Al-boron (B) and Al-magnesium (Mg)-B alloys had higher theoretical energy densities than pure Al, while Al-Mg did not. The thermal oxidation properties of all three alloys were significantly better than those of pure Al. Compared with pure Al, the three alloys showed higher burning rate, shorter ignition delays, more vigorous combustion, and higher burnout at room pressure in air. This is still true after adding AP. According to the compositions of the condensed combustion products, the possible chemical reactions during the combustion of the alloys were speculated. Grasping the combustion mechanisms of the alloys is challenging due to the relative lack of thermodynamic data on intermetallic compounds. Finally, a comprehensive comparison of the combustion processes of pure Al and alloys was made. Although the Al-Mg alloy does not have the same theoretical energy density as pure Al, the more outstanding combustion performance and fewer two-phase flow losses may make up for the gap in theoretical energy density.

Effect of diglyme on diesel engine combustion and un/regulated emission

ABSTRACT The influence of diglyme on diesel engine combustion and emission, including regulated and unregulated emissions, was carried out at various engine modes, in which ultra-low sulfur diesel and diglyme were employed, and diesel-diglyme blends were designed containing specific mass oxygen content varied from 2% to 20% corresponding to 5% to 53% diglyme blended by volume. With the addition of diglyme, actual air/fuel ratio decreased in general, combustion initiated earlier by 5.3% to 14.6% at tested modes but weighted center postponed with short ignition delay and combustion duration, meanwhile maximum in-cylinder combustion temperature reduced by 3 to 30°C, which affected emissions significantly.Consequently, the optimized PM-NOx trade-off was obtained with particulate and NOx decreased simultaneously, but formaldehyde and acetaldehyde increased by the varation from 3% to 190% with the addition of diglyme. Sulfur dioxide emission was much lower with ultra-low sulfur diesel compared that with other fuels including conventional diesel, about one order of magnitude smaller, and diglyme could bring further reduction by maximum of 62.5%. In addition, the oxygen in diglyme promoted CO oxidation and NO2 conversion from NO, leading to an increased NO2/CO ratio by even to 375.9%.

Combustion characteristics and flame development of ammonia in an optical spark-ignition engine

To meet the ever-increasing serious challenges of global energy shortages and environmental pollution, it is urgent to apply alternative carbon-free fuels in the transportation field to reduce global carbon dioxide emissions. Ammonia is considered a prospective carbon-free fuel for engines due to its advantages in production, storage and transportation. The combustion and flame development characteristics of ammonia at different excess air ratios (λ) were researched in an optical spark ignition (SI) engine employing high-speed natural flame luminosity (NFL) imaging, OH* chemiluminescence imaging and flame spectra measurement. The combustion performance and flame development of ammonia were compared with methane. Results indicate that ammonia has the optimal combustion performance at λ = 0.9, with the most concentrated heat release, the highest power output and the best combustion stability. The peak natural flame luminosity intensity is highest at λ = 0.9, and the flame speed of 13.7 m/s is the fastest among testing cases, which results in the shortest ignition delay and combustion duration. OH* and NH2* spectra intensity of the ammonia flame were quantified and analyzed under different λ. The peak OH* intensity is highest at λ = 0.9, while the largest intensity of NH2* is obtained at the fuel-rich case (λ = 0.8). The maximum overall OH* chemiluminescence intensity at the same crank angles is obtained at λ = 0.9. Finally, despite the delayed spark timing, the combustion performance of methane presents higher indicated mean effective pressure (IMEP) and better combustion stability as well as faster flame propagation speed than ammonia at the same λ. In summary, ammonia shows the best combustion and flame development characteristics at λ = 0.9. The combustion performance of ammonia in SI mode is significantly worse than that of methane.

Understanding the synergistic effect in green propellants 2-azido-N,N-dimethylethanamine and tetramethylethylenediamine: From drop test to gas-phase autoignition

2-Azido-N,N-Dimethylethanamine (DMAZ) and tetramethylethylenediamine (TMEDA) are promising green propellants for hypergolic applications, and blending DMAZ with TMEDA can achieve short ignition delay time (IDT) and comparable specific impulse to hydrazine-based fuels simultaneously. There are reports of a synergistic effect between DMAZ and TMEDA, but its mechanism is not well understood. In this work, drop tests and gas-phase autoignition experiments were combined to provide insights of this synergistic effect from different aspects. The drop tests of DMAZ/TMEDA blends with white-fuming nitric acid were conducted in a confined transparent chamber with controlled O2 concentration. Results show that the hypergolic ignition is much faster for blends with 20–40 wt% DMAZ under all O2 concentration conditions, and higher concentration of O2 in the environment significantly promotes the hypergolic ignition process. To further investigate the chemistry between DMAZ/TMEDA with O2, gas-phase IDTs were measured using a rapid compression machine and a shock tube in a wide temperature range of 500–1100 K and at pressure of 10 bar. TMEDA shows a higher reactivity at lower temperatures (<690 K), while the autoignition of DMAZ is much faster at higher temperatures (>690 K). A synergistic effect between DMAZ and TMEDA was also observed in the gas-phase autoignition, i.e., fuel blend with 30 % DMAZ showed equal or even lower IDTs than pure TMEDA at lower temperatures. The newly measured IDTs of DMAZ/TMEDA were further adopted to validate a previously developed chemical kinetic model for pure TMEDA and DMAZ, which exhibits good predictions for the blending effects nonetheless. Kinetic analyses reveal that the low-temperature reactivity contributed from the TMEDA can be enhanced by the heat release from DMAZ decomposition, causing the synergistic effect in gas-phase autoignition of DMAZ/TMEDA blends.

Preparation of Al@FTCS/P(VDF-HFP) Composite Energetic Materials and Their Reaction Properties.

Strengthening the interfacial contact between the reactive components effectively boosts the energy release of energetic materials. In this study, we aimed to create a close-knit interfacial contact condition between aluminum nanoparticles (Al NPs) and Polyvinylidene fluoride-hexafluoropropylene (P(VDF-HFP)) through hydrolytic adsorption and assembling 1H, 1H, 2H, 2H-Perfluorododecyltrichlorosilane (FTCS) on the surface of Al NPs. Leveraging hydrogen bonding between -CF and -CH and the interaction between C-F⋯F-C groups, the adsorbed FTCS directly leads to the growth of the P(VDF-HFP) coating layer around the treated Al NPs, yielding Al@FTCS/P(VDF-HFP) energetic composites. In comparison with the ultrasonically processed Al/P(VDF-HFP) mixture, thermal analysis reveals that Al@FTCS/P(VDF-HFP) exhibits a 57 °C lower reaction onset temperature and a 1646 J/g increase in heat release. Associated combustion tests demonstrate a 52% shorter ignition delay, 62% shorter combustion time, and a 288% faster pressurization rate. These improvements in energetic characteristics stem from the reactivity activation of FTCS towards Al NPs by the etching effect to the surface Al2O3. Moreover, enhanced interfacial contact facilitated by the FTCS-directed growth of P(VDF-HFP) around Al NPs further accelerates the whole reaction process.

Enhancing Combustion Stability in Biodiesel Engines: The Plausibility of n-Butanol Injection Phasing and Reactivity-Controlled Compression Ignition–An Experimental Endeavour

This study explores the synergistic effect of injection phasing on reactivity-controlled compression ignition strategies upon the combustion and stability indices of biodiesel-fuelled single-cylinder four-stroke diesel engines. Mahua Biodiesel was used as the primary fuel, and n-butanol was injected into the manifold to achieve that strategy. The tests were conducted with varying the start of pilot-main injection timing, energy share of biodiesel in split injection and energy share of butanol. This work also entails the various combustion characteristics and the corresponding consequences on the engine’s performance-emission. Ignition delay is shortened with retarded injection timing. At the same time, combustion duration is reduced with higher butanol share and advanced injection timing of biodiesel. The butanol injection and advanced pilot biodiesel injection timing revealed the advancement of combustion phasing. In conjunction with n-butanol port fuel injection, the current study demonstrates the noteworthy and potential superiority of n-butanol as the less reactive constituent. Shortened ignition delay exhibited improved performance and UHC-CO footprint. This study highlights the maximum reduction in regulated emissions compared to operations solely relying on 100% biodiesel. The occurrence of CA50 at 5°–7° CA revealed a maximum decrease in NOX-UHC-CO-CO2 emissions compared to the B100 fuelled strategy. The reduction percentages observed were 53.4%, 97%, 81.1%, and 53.2%, respectively.

Effects of in-cylinder water injection on knocking and combustion stability generated by expanding the lean burn limit

The integration of direct water injection (DWI) with the lean burn (LB) process can significantly enhance engine performance. This study reveals that an increase in the water-fuel (W/F) ratio suppressed knocking by extending the ignition delay time. Specifically, the knocking of stoichiometric combustion was suppressed, while that of deeper LB (excess air ratio (λ)˃1.5) was sensitive to a larger W/F ratio. The intensity of knocks during stoichiometric combustion decreased significantly (more than twofold) when the W/F ratio increased from 0.1 to 0.2. Under identical W/F conditions, a shorter ignition delay (CA0–10) and combustion duration (CA10–90) of the main combustion flame were identified as important factors for knocking when λ increased from 1 to 1.5. However, for λ values exceeding 1.5, CA10–90 emerged as the primary knocking determinant. Faster flame propagation and higher oxygen concentration caused by LB and an early spark promoted autoignition of the end-gas and increased the autoignition heat release rate, thus strengthening knock intensity (KI). Furthermore, a minimal amount of water (W/F ≤ 0.3) exerted negligible influence on the stoichiometric combustion stability. As the LB approached its limit, the average KI remained relatively consistent, with combustion stability emerging as the key factor in elevating the LB performance. A 0.3 W/F ratio and precise spark timing ensured that a balance exists between combustion stability and knocking, while simultaneously elevating λ to 2.0.

N-Alkyl-1,2,4-triazole–Borane Complexes as High-Density Hypergolic Materials

AbstractHydrazine and its derivatives have served as a conventional bipropellant fuel for several decades. However, their extremely acute toxicity and carcinogenicity, high volatility, and environmental impact have attracted significant attention. In order to synthesize green bipropellant fuels with high density, high specific impulse, and good thermal stability, three novel N-alkyl-1,2,4-triazole–borane complexes were successfully synthesized by reacting alkylated 1,2,4-triazole coordinated with sodium borohydride in the presence of ammonium sulfate. During the droplet test with white fuming nitric acid, there was a relatively short ignition delay time of 98 ms. Additionally, these hypergolic fuels possessed a high density exceeding 1.10 g cm–3, and the specific impulse is ranging from 187 to 199 s, and the highest decomposition temperature reaches 153.4 °C. These results demonstrate their great potential as hypergolic fuels or hypergolic ionic liquid additives in the field of hypergolic materials.

Study on the Effect of Two-Stage Injection Strategy for Coal-to-Liquid/Gasoline Reactivity-Controlled Compression Ignition Combustion Mode.

An experimental study was carried out on a modified single-cylinder dual-fuel engine in reactivity-controlled compression ignition (RCCI) mode using pilot fuels with different physicochemical properties, and the effects of the pilot fuels and the two-stage injection strategy on the combustion and emission characteristics of the RCCI mode were explored. The results show that when coal-to-liquid (CTL) is used with a high cetane number as the pilot fuel, the reactivity stratification of the fuel-air mixture is more pronounced. With the advancement of pilot injection timing (SOI1), the heat release rate (HRR) of the CTL/gasoline mode gradually changes from a bimodal pattern to a unimodal pattern. Among them, the bimodal HRR includes CTL premixed combustion and gasoline flame propagation, as well as CTL diffused combustion and gasoline multipoint spontaneous combustion, while the unimodal HRR represents CTL premixed combustion and gasoline multipoint spontaneous combustion. However, the HRR of the fossil diesel/gasoline RCCI combustion mode always exhibits a unimodal form. With the advancement of the main injection timing (SOI2), the gravity center of heat release (CA50) is more advanced when using CTL as the pilot fuel due to the short ignition delay. Overall, compared to fossil diesel, using CTL as the pilot fuel is conducive to controlling the pressure rise rate, which expands the operating range of the RCCI combustion mode. Besides, for both pilot fuels of CTL and fossil diesel, the advancement of SOI1 lowers particle emissions, and the advancement of SOI2 reduces NOx emissions, while the two-stage injection achieves higher indicated thermal efficiency.

Investigation of the effects of single and double-walled carbon nanotube utilization on diesel engine combustion, emissions, and performance

In this study, single-walled carbon nanotubes (SWCNT) and double-walled carbon nanotubes (DWCNT) were separately added to diesel fuel to investigate their effects on the combustion, performance, and emission characteristics of a diesel engine. SWCNT and DWCNT were added to diesel fuel at concentrations of 100 mg/L with the assistance of ultrasonication, resulting in the creation of DFCNT-1 and DFCNT-2 fuels. Fuel samples were tested at 1500 rpm under varying load conditions. The results indicated significant increases in combustion parameters such as cylinder pressure (CP), Net Heat Release Rate (NHRR), Rate of Pressure Rise (ROPR), Cumulative Heat Release (CHR), and average gas temperature (MGT) for DFCNT-1 and DFCNT-2 fuels. Additionally, the use of DFCNT-1 and DFCNT-2 fuels led to a decrease in carbon monoxide and smoke emissions while nitrogen oxide and carbon dioxide emissions increased. The Brake Specific Fuel Consumption (BSFC) decreased by 7.59% and 4.29% with the use of DFCNT-1 and DFCNT-2, respectively. Moreover, a shorter ignition delay (ID) and combustion duration (CD) were observed with DFCNT-1 and DFCNT-2 fuels. Overall, it was concluded that the addition of SWCNT was more effective than DWCNT in terms of combustion efficiency, performance, and emissions.

Optical and numerical study on the effect of wall impingement on passive jet ignition characteristics of methane/air mixture

Pre-chamber turbulent jet ignition is a promising high-efficiency combustion technique to achieve stable lean-burn operation for spark-ignition engines. Wall impingement by a high momentum turbulent jet could exert a critical influence on jet ignition behavior. In this work, the passive jet ignition characteristics of premixed methane/air mixture under wall impinging condition was investigated based on optical experiments in a constant volume chamber and numerical simulations. Two ignition modes were found for flat wall impinging cases across a range of non-dimensional impinging distances (H/D) from 5.7 to 20. In mode 1, ignition initiates from near wall region. Under lean conditions of λ = 1.3, compared with that in the free jet case, the ignition delay time characterized by a 5 % mass fraction burned (MFB-05), decreases by 3.3 ms at H = 30 mm and increases by up to 6.6 ms at H = 20 mm. In mode 2, ignition initiates from the jet root. The ignition delay times are shorter for all impinging distances (H = 20, 30, 40 mm), with MFB-05 decreasing by up to 3.4 ms. Simulations reveal that when the wall is located in the jet developing zone with H/D below 7, wall impinging deteriorates the ignition, which is attributed by higher turbulent kinetic energy (TKE) and lower Damköhler (Da) number near the stagnation zone, resulting in extended ignition delay. Conversely, as H/D increases, ignition is promoted by the stagnation effect with a shorter ignition delay. Additionally, the effect of wall shapes was analyzed. Using sharp-tip V-shaped wall, the stagnation region with high TKE is minimized. A blunt-tip V-shaped wall shows enhanced impinging but no obvious increase of Da number at stagnation point. Using M-shaped wall, the ignition mode with a “lift-off” flame was found. Besides, ignition is more favorable in the secondary jet zone with active radicals and higher Da number.

Ignition and combustion characteristics of micro/nano-Al and Al@Ni alloy powders at elevated pressures

Nanosizing and alloying of aluminum (Al) promisingly improve ignition and combustion performance of Al-based propellants. To aim this, lased-induced ignition and combustion characteristics of micro/nano-Al and aluminum@nickel (Al@Ni) alloy powders at elevated pressures (0.1–3.0 MPa) were investigated and the pressure effect on these characteristics was correspondingly evaluated. Comparative results demonstrate that nanosizing and alloying significantly shorten ignition delay and total burn time at elevated pressures, with ignition delay reduction of 98.04% and 52.28% at 1.0 MPa for nano-Al and Al@Ni alloy compared to micro-Al counterpart. Nanosizing and alloying can decrease crucial pressure values (‘mid-pressure extinction domains’) influencing ignition delay, and promote the transfer from the surface to gaseous combustion mode. Maximum combustion temperatures of nano-Al are higher than micro-Al and Al@Ni alloy. During combustion, the combustion of Al@Ni alloy is further intensified due to the microexplosion, while possibly inhibited at higher pressures.

Enhancing biodiesel stability and performance: synthesis and extraction of macauba biodiesel for sustainable engine applications

The demand for sustainable fuels has driven research on biodiesel blends’ combustion characteristics and emissions. The study evaluates the performance of macauba and soybean biodiesel blends by analyzing torque, power, and fuel consumption indicators. The effects of leaf extract additives on engine performance are also assessed. Comparing macauba and soybean blends show similar load, brake power, and engine speed trends on response variables. However, slight variations in coefficients and significance levels indicate unique combustion and emission profiles for each blend. Understanding these distinctions is crucial for optimizing engine performance and emission control strategies. Parameters analyzed include brake-specific fuel consumption (BSFC), brake thermal efficiency (BTE), exhaust gas temperature (EGT), carbon monoxide (CO) emissions, hydrocarbon (HC) emissions, oxides of nitrogen (NOx) emissions, smoke opacity, cylinder pressure, heat release rate, and ignition delay. Blends 80% Soy Methyl and 20% Macauba Methyl Biodiesel (BSM20) demonstrates 5–10% superior fuel efficiency, 8–12% higher energy conversion capability, 3–5% lower exhaust temperatures, 10–15% reduced emissions, and 5–8% enhanced efficiency versus other blends and Diesel. It also shows 10–20% lower hydrocarbon and CO emissions, 15–25% reduced NOx, 20–30% lower particulate matter, and more efficient energy release during combustion. Optimizing heat release rate and ignition delay is crucial; BSM20 shows a 10–15% shorter ignition delay. Understanding blend distinctions is key for optimizing performance and emissions. BSM20 blend demonstrates superior fuel efficiency, energy conversion capability, lower exhaust gas temperatures, reduced emissions, and enhanced engine efficiency compared to other blends and Diesel. It also shows lower hydrocarbon, CO, and NOx emissions, reduced particulate matter emissions, and more efficient energy release during combustion. Optimizing heat release rate and ignition delay is crucial for cleaner combustion and improved engine performance.

Effect of Alumina and Bio‐Based Calcium Oxide Nanoadditives on Reduction of Emissions and Performance Improvement in a Common Rail Direct Injection Diesel Engine Fueled with B20 Blend of Waste Cooking Oil Biodiesel

This experimental study investigates the performance, combustion, and emission characteristics of a common rail direct injection diesel engine running on used cooking biodiesel prepared through transesterification. The nanoparticles calcium oxide (CaO) and alumina (Al2O3) are mixed with the B20 blend using an ultrasonicator to create a homogeneous mixture. The following five fuel series are used in the study: a B20 blend with three different nanoparticle ppms are blended to form Al2O3CaO 90 ppm, Al2O3 + CaO 60 ppm, and Al2O3 + CaO 30 ppm. The enhanced surface area to volume ratio of nanoparticles enhances the degree of mixing and chemical reactivity during combustion. Also, the characteristics of diesel engines result in reduced specific fuel consumption. The test fuel B20 + 90 ppm (90 ppm nanoparticles dispersion) results 9% and 11% increase in brake thermal efficiency compared to diesel and B20, respectively. The presence of nanoparticles in biodiesel has initiated the combustion slightly earlier due to its improved ignition qualities that permit catalytic combustion and a shorter ignition delay. In comparison to diesel and B20, the Al2O3CaO90 ppm fuel blend lowers NOx emissions by 18% and 21%, carbon monoxide emissions by 40% and 43%, hydrocarbon emissions by 35% and 40%, and smoke emissions by 24% and 29%, respectively.

Performance of a single cylinder diesel engine fuelled with emulsified residual oleins and standard diesel fuel

Emulsified residual oleins and standard diesel fuel were evaluated. The engine tests for the fuels analyzed were performed in a Petter single cylinder direct injection diesel engine under steady state conditions at fixed torque values (20 Nm and 34 Nm) and the engine speeds (n) between 1300-1700 rpm. Power output, specific fuel consumption, ignition delay and exhaust composition were evaluated. The emulsified residual oleins (ERO) shown lower power output joint to a higher specific fuel consumption related to the lower heating value of residual oleins compared to diesel fuel. A shorter ignition delay was observed for the ERO. Decreases in NOx emission were obtained for ERO compared to diesel fuel. The use of ERO in order to be a partial or full alternative to the use of diesel fuel for energy production was achieved.

Engine performance of a single cylinder direct injection diesel engine fuelled with blends of Jatropha Curcas oil and standard diesel fuel

Blends of Jatropha Curcas oil and standard diesel fuel were evaluated (without pre-heating). The engine tests for the blends were performed in a Petter single cylinder direct injection diesel engine under steady state conditions at high loads. Engine speeds between 1300-1700 rpm were selected for the engine tests. Torque, power output, specific fuel consumption, in cylinder pressure, ignition delay, rate of heat released and exhaust composition were evaluated. The tested blends between 10-20% of oil shown lower effective torque and power output joint to a higher specific fuel consumption related to the lower heating value of Jatropha oil compared to diesel fuel. Lower pressure peaks and rates or pressure rises were observed when Jatropha blends are used. A decrease in the rate of heat released and shorter ignition delay were observed for the blends. Decreases in HCand CO emissions were observed for blends compared to diesel fuel. Both alternatives assessed shown that the differences observed compared to diesel fuel, can be partially restored with engines regulation. The use of Jatropha oil in order to be a partial or full alternative to the use of diesel fuel for energy production was achieved.