Specific Fuel Consumption Research Articles

Performance Analysis and Optimization of Regenerative Gas Turbine Power Plant using RSM

In the present study, a thermodynamic analysis of thermal performance is carried out in a regenerative GT power plant. The optimization procedure of design parameters is realized by the response surface methodology (RSM). The thermodynamic simulations were carried out using the EES code for numerous variables such as compression ratio (2≤rp≤12), inlet temperature (273≤T1≤313K), turbine inlet temperature (1200≤T3≤1600K), and regenerator effectiveness (45≤ε≤85%). Analysis of variance (ANOVA) was carried out to identify the process parameters that influence thermal efficiency (ηth) and specific fuel consumption (SFC). Then, a second-order regression model was developed to correlate the process parameters with ηth and SFC. Consequently, numerical and graphical optimizations were performed to achieve multi-objective optimization for the desired criteria. According to the desirability function approach, it can be seen that the optimum objective functions are ηth=50.61% and SFC=0.117 kg/kWh, corresponding to process parameters T1=273.26K, T3=1597.64K, rp=6.95 and ε=84.89%. Lastly, verification simulations were conducted to validate the importance of the generated statistical models.

An experimental study on optimum temperature of B20 POBD for higher efficiency and lower emissions of a DI diesel engine in lean and ultra‐lean combustion conditions

AbstractThe impact of inlet fuel temperature on the performance and emission characteristics of a 406 cc, single‐cylinder, air‐cooled, 4‐stroke, direct injection (DI) diesel engine was investigated to determine the suitable temperature of fuel for the best conditions of the engine in lean and ultra‐lean mixture combustion mode. B20 palm oil biodiesel‐diesel blend fuel (B20 POBD), as common renewable fuel and favorite biodiesel blend ratio used in the research, was provided and injected in the engine at varying temperatures in the range of 10–40°C and the engine parameters including the output power, specific fuel consumption (SFC), thermal efficiency, flue gas heat recovery efficiency and CO and NOx pollutant emissions were measured at different air–fuel ratios corresponded to lean and ultra‐lean mixtures. The results showed that there is an optimum temperature for fuel (about 20°C) in which maximum thermal efficiency and minimum SFC and CO emission are obtained. The minimum SFC and CO emission were 0.45 Kg/kWh and 610 ppm at the optimum temperature and output power of 1.5 kW, respectively. The effect of fuel temperature on SFC and CO increases as the output power decreases and for all fuel temperatures, the output power is inversely related to the air–fuel ratio. In addition, the elevated output power reduces the CO emission in all inlet fuel temperatures. Furthermore, an ultra‐lean mixture (very high A/F ratio) can dramatically decrease the thermal efficiency of diesel engines at all fuel temperatures, such that at the inlet fuel temperature of 17°C, increase in A/F ratio from 51 to 108 decreases the thermal efficiency from 16.8% to 0.12%. Finally, low engine output power leads to low levels of NOx emission, such that decrease in output power from 1.5 to 0.5 kW reduces the NOx emission from 522 to 204 ppm, respectively.

Performance and Emission Comparison of Different Test Fuels in a Compression Ignition Engine with Syngas and Pyrolytic Oil Derived from Safflower

ABSTRACT This work aimed to compare the performance and emissions of different test fuels in a compression ignition engine. The fuels included diesel, SFEEE20, and SFME20, with and without a diesel reforming and partial oxidation system. Syngas and pyrolytic oil produced from Safflower were used in single and dual fuel modes. The results showed that brake thermal efficiency (BTE) increased in dual fuel mode compared to single fuel mode. Diesel with SFS exhibited the highest efficiency of 32.20%, followed by SFEEE20 with SFS at 31.91% and SFME20 with SFS at 31.08%. The specific fuel consumption (SFC) decreased in dual fuel, and at maximum load condition, SFME20 with SFS demonstrated the lowest SFC of 0.3193 kg/kW-hr in dual fuel mode. SFEEE20 with and without SFS displayed SFC values of 0.28051 kg/kW-hr and 0.3005 kg/kW-hr, respectively. At maximum load condition, SFME20 with SFS exhibited an EGT of 187°C, while PME and diesel with SFS showed EGT values of 183°C and 184°C, respectively. CO and HC emissions decreased in dual fuel mode compared to single fuel mode. The work concluded that SFEEE20 with SFS showed promising results with high BTE and low emissions, making it a potential fuel blend for compression ignition engines.

Experimental Research With Diethyl Ether on Engine Performance and Emissions in a Spark Ignition Engine

In this study, the influences of the diethyl ether addition into pure gasoline were re-searched experimentally in a single cylinder, four stroke, air-cooled spark ignition engine. Experiments were conducted at wide-open throttle and different engine speeds of 2400, 2800, 3200, 3600 and 4000 rpm. The effects of diethyl ether as an additive on engine torque, specific fuel consumption (SFC), thermal efficiency, CO, CO2 and HC emissions were observed. Test results presented that engine torque and power first increased and then decreased with the addition of diethyl ether. SFC increased by about 4.18%, 7.44%, 11.39% and 14.41% with DEE10, DEE20, DEE30 and DEE40 compared to pure gasoline at 2800 rpm respectively. Remarkable reduction were observed on CO and HC emissions with the addition of diethyl ether into gasoline. CO was reduced by 0.67%, 3.39%, 10.61% and 11.11% with DEE10, DEE20, DEE30 and DEE40 compared to gasoline at 4000 rpm respectively. Similarly, HC decreased by 3.70%, 8.82% and 10.58% with DEE20, DEE30 and DEE40 compared to gasoline at 4000 rpm respectively. It was seen that diethyl ether can be used as an additive without modification in spark ignition engines

Experimental Investigation on Performance and Emission Characteristics of a Diesel Engine Fuelled with Linseed Biodiesel Blends

The core object of this study is to examine the suitability of linseeds for biodiesel production. Engine performance and emissions at different proportions of linseed-diesel blends were investigated. Linseed biodiesel was produced through transesterification process and mixed with petro-diesel fuel (D100) at volumetric ratios of 5% (LB5), 10% (LB10), and 15% (LB15). The properties of linseed biodiesel and its blends were measured according to ASTM standards and compared with petro-diesel as a threshold for comparison. The results showed that fuel properties of produced biodiesel are within ASTM permissible limits. Engine test shows lower specific fuel consumption (SFC) for LB5 blend compared to LB10 and LB15 with slightly higher value compared to that of D100. The higher brake thermal efficiency (BTE) was observed for LB15 among the other investigated fuel samples. The heat dissipation rate in all linseed blends was found to have been less than that of D100. Carbon monoxide (CO), carbon dioxide (CO2) and hydrocarbons (HC) emissions of linseed blends are mostly lower in comparison with D100’s. Among all blends, LB5 was found more suitable alternative fuel for diesel engines and can be blended with petro diesel without engine modifications. It can be concluded that cultivation and production of linseed in Iraq is very promising, therefore, it is recommended that proper exploitation and use of linseed for energy production may be encouraged through pertinent agencies of Iraq.

Performance and energy analysis of turboprop engine for air freighter aircraft with the aid of multiple regression

In this study, performance and energy analyses of a turboprop engine (TPE) are determined for an air freighter aircraft. For this aim, influences of different design variables involving turbine inlet temperature (TIT) ranging 1200 K and 1400 K, pressure ratio of compressor (CPR) ranging 16 and 20 and propeller efficiency (PE) ranging from 0.7 to 0.98 are elaborately searched, which helps in observing changes of specific fuel consumption (SFC), thrust force, engine power and overall efficiency related to the turboprop engine at an altitude of 6.7 km and 0.59 Mach. Based on this analysis, relations of these parameters with the mentioned design variables are researched with multiple regression method. In the light of performance results, SFC of the TPE changes from 0.2449 kg/kW.h to 0.1844 kg/kW.h due to rising PE and diminishes from 0.2263 kg/kW.h to 0.2159 kg/kW.h owing to rising TIT. On the other hand, overall efficiency of the TPE increases from 21% to approximately 40% due to rising PE and enhances from 26.3% to 28.12% due to rising TIT whereas it decreased from 27.6% to 23.5% due to increasing the CPR. Finally, the linear modeling of both SFC and overall efficiency regarding TPE with pairs of TIT and CPR variables results in about 0.97 of coefficient of determination (R2) whereas it is improved to more than 0.99 of R2 by using quadratic modeling. Moreover, for the modeling involving PE variable, R2 is computed as 0.99 with linear equations. Therefore, quadratic modeling enables R2 to slightly increase. It is thought that this analysis could benefit in knowing how much design parameters are effective on turboprop performance indicators.

Application of exergetic analysis to inverted Brayton cycle engine at different flight conditions

The aviation sector has continued to be modernized by overcoming technological challenges involving strict constraints for mission requirements. In this context, the great attention to newly proposed methods which the requirements satisfied has been drawn in the related aviation field. As a novelty, performance and exergy analyses of inverted Brayton cycle engine (IBCE) are investigated at supersonic speed (2.5 M) by comparing it with a conventional afterburning turbojet engine (CATE) in this study. Moreover, exergy analysis is performed solely for the IBCE at 5 M where only the IBCE could generate thrust. According to performance findings, specific fuel consumption (SFC) of the CATE changes from 57.97 g/kNs and 71.72 g/kNs whereas it raises from 51.76 g/kNs and 56.57 g/kNs for the IBCE due to variation of turbine inlet temperature (TIT) and afterburner exit temperature (AET) at 2.5 M. Also, thermal efficiency of the CATE varies approximately between 32.97% and 46.73% while that of IBCE changes between 50.72% and 58.43% for IBCE at 2.5 M. At hypersonic speed, SFC of the IBCE is measured to vary between 71.34 g/kN and 85.49 g/kN at 5 of Mach. Lastly, the exergy efficiency of IBCE changes between 23.73% and 27.70% at same conditions. Where the higher TIT leads to lowering it whereas the higher AET provides increment of exergy efficiency. This study shows that thanks to cycle change, gas turbine engines could provide more advantages for new generation aircraft compared with conventional ones.

A New Integrated Model for Simulating Adaptive Cycle Engine Performance Considering Variations in Tip Clearance

The low-fidelity simulation method cannot meet the requirements for predicting the performance of an adaptive cycle engine (ACE), especially when considering tip clearance variations in the compression and expansion systems. The tip clearances of the components of an ACE, such as the adaptive fan and turbine, vary drastically under different operating conditions. Though the tip clearance significantly impacts the engine’s performance, including its thrust and fuel consumption, variations in tip clearance are not considered in traditional ACE simulation models. This paper developed a new integrated model for predicting ACE performance, including multi-fidelity simulation models of the components and a newly developed, simplified model for predicting tip clearance. Specifically, the integrated model consists of a zero-dimensional (0D) engine performance simulation model, a three-dimensional (3D) adaptive fan numerical simulation model, a one-dimensional (1D) low-pressure-turbine (LPT) mean line model, and a multi-dimensional (MD) tip clearance prediction model. The integrated model solved the problem of considering the impact of tip clearance on an ACE and further improved the accuracy of thrust and fuel consumption predictions. Specifically, considering variations in the tip clearances under the design conditions, the differences in the thrust and specific fuel consumption (SFC) of the ACE are 1% and 0.3%, respectively. In conclusion, the integrated model provides a useful tool for evaluating the performance of an ACE while considering tip clearance variations.

The effects of metallic fuel addition into canola oil biodiesel on combustion, engine performance and exhaust emissions

In the current study, canola oil biodiesel was produced with transesterification method. Biodiesel was added to the neat diesel at the rate of 20% (B20). 50 ppm, 100 ppm and 150 ppm nanoparticles (Quantum Dots) were added to B20. The influences of fuels on combustion, performance and emissions were researched in a single-cylinder diesel engine. Engine experiments were performed at 2200 rpm and engine loads including 4.12, 9.61, 15.10 and 20.60 Nm. It was found that the difference in cylinder pressure between diesel and blended fuels decreased with the increase of engine load. Igntion delay (ID) was shortened with the addition of metallic fuel. Specific fuel consumption (SFC) decreased by 3.08%, 8.70% and 17.69% using D80TCB20C50, D80TCB20C100 and D80TCB20C150 compared to D80TCB20 at 15.10 Nm. Thermal efficiency increased by 83.74%, 89.09% and 89.30% using D80TCB20C50, D80TCB20C100 and D80TCB20C150 compared to D80TCB20 at 15.10 Nm. The lowest maximum pressure rise rate and ringing intensity were determined with neat diesel. HC reduced by about 1.75%, 5.26% and 7.01% D80TCB20C50, D80TCB20C100 and D80TCB20C150 compared to neat diesel at 20.60 Nm. Remarkable reduction was also observed on soot emissions. Soot emissions reduced 83.11%, 85.45% and 86.36% 1.75%, 5.26% and 7.01% D80TCB20C50, D80TCB20C100 and D80TCB20C150 compared to neat diesel at 20.60 Nm. On the other hand, NOx and CO emissions increased with the addition of nanoparticle.

SELECTION CRITERIA TO CHOOSE A RIGHT FARM TRACTOR FOR AN OIL PALM PLANTATION

Farm tractors are used in oil palm plantations to carry out various field operations. Selection of the right farm tractor will incur lower running cost, ensure faster return of investment, and field operations are carried out efficiently and effectively. The selection criteria for a tractor depends on horsepower (Hp), tractor transmission, clutch, power take off (PTO), specific fuel consumption (SFC), torque, brake, hydraulic, weight, drawbar pull and lifting capacity. In addition, the safety and ergonomic factors are also needed to be given equal importance when choosing a farm tractor for estate operations. Keywords: Hp, PTO, torque, SFC, clutch and transmission.

Experimental investigations on SI engine with piston coatings and gasoline blends

Internal combustion engine fuel use is rising, gas prices are fluctuating, we are using less fossil fuels and natural resources, and we need to develop alternative fuels with lower carbon contents. This study compares several gasoline mixtures in a single-cylinder, two-stroke SI engine. The current experimental work provides a thermal barrier for gasoline mixtures containing ethanol, butanol, and propanol by 100-µm piston crown coatings of magnesium partially stabilized zirconium (Mg-PSZ). 20% ethanol and 80% gasoline, 20% butane and 80% gasoline, and 20% propane and 80% gasoline made up the fuel mixture samples. The following engine variables must be assessed in this experiment for coated and uncoated pistons: brake-thermal efficiency (BTH), specific fuel consumption (SFC), and HC and CO emissions. According to the experiment findings, employing E20 resulted in a 4% gain in thermal efficiency, a 1.78% decrease in specific fuel consumption, and a 2.0% and 2.4% decrease in HC and CO exhaust emissions. The results show that heat barrier coatings and gasoline blends (E20) may improve engine performance while lowering exhaust emissions.

Efek Pencampuran Butanol dan Diethyl Ether (DEE) Pada Pertalite Terhadap Torsi, Daya dan Brake Spesific Fuel Consumpsion Mesin Bensin 160cc

The increase in the volume of vehicles resulted in a crisis of fossil fuels so there is a need for alternative fuels to replace gasoline. Butanol and Diethyl Ether (DEE) are alternative fuels that can be added to gasoline. This is because the Octane Number and high O2 levels optimize combustion in the cylinder and increase torque and power and save fuel. This study compares the addition of butanol and DEE to gasoline on torque, power, and Brake Specific Fuel Consumption (BSFC). The study used a 160cc gasoline engine with a carburetor with engine speeds of 1000, 2000, and 3000 rpm. Variation of fuel mixture 5%, 10%, and 15% on gasoline. The results showed that the DEE15 mixture increased the highest torque by 28% at 3000 rpm compared to other fuel mixtures. Engine power also increases the highest by 28% when using a mixture of DEE15 compared to other fuels. Meanwhile, BSFC experienced the highest decrease of 19% when using the DEE15 mixture compared to other mixtures.

Effect of early intake valve closing, exhaust gas recirculation and split injection on combustion and emissions characteristics of a HDDI diesel engine operating in PCCI combustion mode

Premixed Charge Compression Ignition (PCCI) combustion is an alternative to conventional diffusion-controlled combustion for Mono-nitrogen oxides (NOx) and soot emissions reduction in DI diesel engines. However, bringing the center of combustion (CoC) near top dead center (TDC) to reduce brake specific fuel consumption is challenging. In this study, for two Early Intake Valve Closing (EIVC) profiles of split injection strategy, combustion characteristics and emissions of a heavy-duty direct injection (HDDI) diesel engine are evaluated by CFD simulations. Combustion efficiency, Indicated Specific Fuel Consumption (ISFC), NOx, soot, and carbon monoxide (CO) emissions are evaluated for 40 ˚CA and 80˚CA EIVC timings with respect to the base diesel combustion with 0, 30, 50, and 70% Exhaust Gas Recirculation (EGR) rates at 3 bar Brake Mean Effective Pressure (BMEP).CFD simulations reveal that EIVC strategy can displace the CoC towards TDC up to 5–10 ˚CA depending on the EGR rate. Moreover, up to 30% NOx reduction can be achieved in EIVC cases. In 70% EGR case, lower ISFC and near zero NOx emissions can be obtained compared to conventional diesel combustion due to CoC being closer to TDC. However, the EIVC strategy with EGR increases CO emissions due to incomplete combustion of a lower air/fuel ratio mixture.

Fuel Consumption Efficiency Enhancement of Synchronous Diesel Generator Operating at Adjustable Speed using Adaptive Inertia Weight Particle Swarm Optimization Algorithm

Diesel generator is a reliable source of electricity, but requires quite high operational costs, especially for fuel. This paper describes a technique for reducing fuel consumption in Diesel Engine Synchronous Generator systems. The system is originally a Constant Speed Diesel Synchronous Generator (CSD-SG), but during certain conditions, the speed is reduced to minimize fuel consumption by adjusting the Specific Fuel Consumption (SFC) map. SFC is defined as the amount of fuel consumed by a diesel engine generator for each unit of power output. It shows various numbers depending on the speed and operating power. In this paper, we use the Adaptive Inertia Weight Particle Swarm Optimization (AIWPSO) algorithm to select of the proper SFC curve at a certain speed and operating power. AIWPSO employs an adaptive inertial weight adjustment method, which enables this algorithm to achieve faster convergence than conventional Particle Swarm Optimisation (PSO) algorithms. The system is embedded with AC/DC/AC power electronics converter to regulate the frequency. Data set of 1000 kVA Cummins diesel engine generator from the oil and gas company in Central Java, Indonesia was taken for simulations. The results show that the AIWPSO algorithm calculates the fuel consumption as 1,678 liters per day on a typical condition, whereas the previous method, the linear line needs 1,693 liters per day. Therefore, using AIWPSO method can save up to 450 liters of fuel per month. The simulation results show that the proposed method can improve fuel efficiency compared to the previous model.

Parametric study of GNPs nano addition in water diesel emulsified fuel on diesel engine at variable injection timings

ABSTRACT The current investigation is to determine the influence of graphene nanoplatelets (GNPs) in Water Diesel Emulsified Fuel (WDEF) of a compression ignition (CI) engine by changing injection timing (IT). The WDEF includes 94% diesel, 5% water, and 1% QPAN-80 and is referred to as D94W5Q1. For better stability, GNPs are added to D94W5Q1 at different doses (30, 60, and 90 ppm) utilizing ultrasonication, and the samples are referred to D94W5Q1-GNPs30, D94W5Q1-GNPs60, and D94W5Q1-GNPs90. The samples were run on a diesel engine at a uniform speed, fixed compression ratio (CR), and IT of 1500 rpm, 18:1, and 23°bTDC. The lower emissions of hydrocarbons (HC), carbon monoxide (CO), nitrogen oxide (NOx), and smoke were observed to be 61.72, 51.16, 48.45, and 25.51%, respectively, and enhanced Brake thermal efficiency (BTE) of 1.95% resulted for D94W5Q1-GNPs60, which is determined as an optimum blend. This optimum blend was evaluated further at various ITs of 19, 21, 23, and 25°bTDC, and the experimental values demonstrated higher BTE, in-cylinder pressure (CP), and heat release rate (HRR) of 3.49, 9.13, and 4.64% respectively, and reduced Brake Specific Fuel Consumption (BSFC) of 3.08%. Furthermore, the emissions were decreased for HC, CO, and smoke by 5.84, 22, and 8.91%, respectively, but the NOx value was raised by 3.01% at 25°bTDC. Finally, the D94W5Q1-GNPs60 blend at advanced IT enhances the overall engine performance.

Renewable Energy Test - Biogas As Fuel In Otto Cycle

The use of renewable energy such as biogas is a must to support the achievement of the targets that have been echoed through the go green campaign, namely public awareness of the clean air environment. The power of the otto cycle combustion engine is highly dependent on the conversion and heat of combustion (% CH4 in biogas) as well as the stoichiometric fuel-air ratio requirements. A performance test of the otto cycle motor fueled with biogas with various methane contents has been carried out. It was found that biogas with 95% CH4 at 3000 rpm produces the highest power of 3.906 kW, compared to the power of gasoline, but with a 4.8% decrease in power. Meanwhile, the average power produced from biogas with 55% CH4 content is 2,296 kW. The average torque of the biogas engine (95% CH4) is 7,609 (N.m) and the highest is 9,014 (N.m), but still 24% lower than the gasoline engine. The most efficient operation of the engine fueled with biogas was observed at 1,831 L/h biogas consumption as opposed to 1.4 L/h when the engines was run using gasoline. In other words, a lower % of CH4 was attained with a x% increase in fuel consumption. The average specific fuel consumption (SFC) of biogas (95% CH4) is 0.717 kg/kW.h, on the other hand, the gasoline engine is 0.395 kg/kW.h. The highest thermal efficiency of a biogas engine attained at maximum loading can match the efficiency of an ideal gasoline engine, which is close to 25%.

Experimental study and optimization of performance characteristics of compression ignition hydrogen engine with diesel pilot injection

World's energy demand is majorly met by fossil fuels. An increase in the demand for energy and the depletion of fossil fuels leads to look for the alternate source of energy. Hydrogen is one of the most viable alternate sources of alternate energy. This paper presents the performance study of a Compression Ignition engine using a fuel combination of diesel and hydrogen-diesel. The performance parameters have been analyzed with two input factors, load and Compression Ratio and three output responses, Brake Thermal efficiency (BTE), Brake Specific Fuel Consumption (BSFC) and Volumetric efficiency. The experimental results indicate the improvement in BTE, reduction in BSFC and volumetric efficiency. The BTE was improved by 6.38%, BSFC was reduced by 4.87% and Volumetric efficiency got reduced by 1.89% when hydrogen-diesel fuel is used in place of neat diesel. The experiments have been designed with the help of Design Expert® 13.0.5 using Response Surface Method. The experiments are conducted using Optimal (Custom) design. Mathematical relations are developed between the process parameters and the input factors using regression analysis. The optimal solution has been obtained using the desirability approach. The confirmation experiments have been performed on the optimal solution to verify with the experiment results. Results of the confirmation test shows that the developed mathematical are appropriate for the use in CI engine.

Design of the Organic Rankine Cycle for High-Efficiency Diesel Engines in Marine Applications

Over the past few years, fuel prices have increased dramatically, and emissions regulations have become stricter in maritime applications. In order to take these factors into consideration, improvements in fuel consumption have become a mandatory factor and a main task of research and development departments in this area. Internal combustion engines (ICEs) can exploit only about 15–40% of chemical energy to produce work effectively, while most of the fuel energy is wasted through exhaust gases and coolant. Although there is a significant amount of wasted energy in thermal processes, the quality of that energy is low owing to its low temperature and provides limited potential for power generation consequently. Waste heat recovery (WHR) systems take advantage of the available waste heat for producing power by utilizing heat energy lost to the surroundings at no additional fuel costs. Among all available waste heat sources in the engine, exhaust gas is the most potent candidate for WHR due to its high level of exergy. Regarding WHR technologies, the well-known Rankine cycles are considered the most promising candidate for improving ICE thermal efficiency. This study is carried out for a six-cylinder marine diesel engine model operating with a WHR organic Rankine cycle (ORC) model that utilizes engine exhaust energy as input. Using expander inlet conditions in the ORC model, preliminary turbine design characteristics are calculated. For this mean-line model, a MATLAB code has been developed. In off-design expander analysis, performance maps are created for different speed and pressure ratios. Results are produced by integrating the polynomial correlations between all of these parameters into the ORC model. ORC efficiency varies in design and off-design conditions which are due to changes in expander input conditions and, consequently, net power output. In this study, ORC efficiency varies from a minimum of 6% to a maximum of 12.7%. ORC efficiency performance is also affected by certain variables such as the coolant flow rate, heat exchanger’s performance etc. It is calculated that with the increase of coolant flow rate, ORC efficiency increases due to the higher turbine work output that is made possible, and the condensing pressure decreases. It is calculated that ORC can improve engine Brake Specific Fuel Consumption (BSFC) from a minimum of 2.9% to a maximum of 5.1%, corresponding to different engine operating points. Thus, decreasing overall fuel consumption shows a positive effect on engine performance. It can also increase engine power output by up to 5.42% if so required for applications where this may be deemed necessary and where an appropriate mechanical connection is made between the engine shaft and the expander shaft. The ORC analysis uses a bespoke expander design methodology and couples it to an ORC design architecture method to provide an important methodology for high-efficiency marine diesel engine systems that can extend well beyond the marine sector and into the broader ORC WHR field and are applicable to many industries (as detailed in the Introduction section of this paper).

Hydrogen-enriched palm biodiesel as a potential alternative fuel for diesel engines: Investigating performance and emission characteristics and mitigation strategies for air pollutants

Palm biodiesel is one of the most suitable alternative fuels due to its capability to replace traditional fossil fuel usage in IC engines. Even as palm biodiesel (POBD) reduces harmful pollutant gases, the engine performance is not on an equal scale with neat diesel. To address this shortcoming, an investigation was carried out to examine the application of palm biodiesel (PBD) and hydrogen induction through the intake air at the flow rates of 6 and 8LPM (Litre Per Minute) in the compression ignition (CI) engine. The experimental study shows that POBD has poor engine performance and moderate pollution reduction compared with neat diesel. When compared to POBD and neat diesel, the higher calorific value and other H2 characteristics improve combustion properties, resulting in higher engine performance and lower pollutant gases (except NOx). When compared to the palm biodiesel blend (BD 30), the results of BD30+8LPM reduced the Specific fuel consumption (SFC) by 0.0885kg/kWh and improved the brake thermal efficiency (BTE) by 6.67%. The Carbon monoxide (CO), hydro carbon (HC), and smoke opacity were reduced by 0.047% volume, 29.2 ppm, and 6.52% respectively. A marginal increase in NOx was seen as 297.6 ppm.

Application of response surface approach to optimize CI engine parameters fuelled by newly developed waste cooking biodiesel infused with Al2O3 nanoparticle

AbstractIn the present study, newly developed waste cooking biodiesel (B20) with nanoparticles (Al2O3) was tested to optimize the response of a CRDI single‐cylinder four‐stroke VCR engine at various input parameters. A response surface methodology (RSM) was used to investigate the impact of various input parameters, such as injection pressure (IP), load, compression ratio (CR), and nanoparticle concentration as fuel additives on engine responses, including brake thermal efficiency (BTE), specific fuel consumption (SFC), carbon dioxide (CO), hydrocarbon (HC), and oxide of nitrogen (NOX) emissions. The RSM found the best suitable value of all input parameters at which the engine produced maximum performance and minimum emissions. Accordingly, the optimal setting of all input parameters was identified as a nano biofuel blend ratio of 1.10, IP of 656 bar, CR of 18.50, and a load of 7.10 kg. At this combination of input parameters, the optimal BTE, SFC, CO, HC, and NOx are 23.6%, 0.3461 kg/kWh, 0.0281%, 25.3756 ppm, and 536.41 ppm respectively. The predicted optimum value from RSM is compared with the experimental value for validity and found a fair agreement.