Standard Diesel Research Articles

A comparative study of smoke emissions between idling regimes and high load regimes for a standard diesel direct injection car

The paper presents a study of smoke emissions for car Dacia Solenza 1.9D-SDI (63HP) which was produced by Renault in Romania. A similar engine can also be found on the Kangoo Express and Kangoo Passenger cars respectively. Smoke emissions are analyzed comparatively, between idling regimes and load regimes. Also are presented variations of engine speed, accelerator pedal position, fuel flow injected, automotive speed, which are taken using OBD II connection and Autocom CARS CDP+ Scanner. To simulate the load regimes chassis dynamometer V-Tech Dyno VT-2/B1 was used. A module for measuring the opacity of the exhaust gases was used, which is in the gas analyzer Ultimax 600. In graphics are shown variations of the opacity of exhaust gases between idling regimes and load regimes considered. The different pollutions levels with smoke are analyzed between idling regimes and low loads, respectively high loads. Conclusions about the level of pollution are stated. Also are make recommendations for operating regimes of the car, so as to reduce the level of pollution.

Experimental investigation of Al2O3/8YSZ and CeO2/8YSZ plasma sprayed thermal barrier coating on diesel engine

In this research work, aluminium oxide/yttria stabilized zirconia (20%Al2O3/80%8YSZ) and ceria/yttria stabilized zirconia (20%CeO2/80%8YSZ) were coated through atmospheric plasma spray technique (APS) as thermal barrier coating (TBC) over CoNiCrAlY bond coat on aluminium alloy (Al-13%Si) substrate piston crown material and their thermal cycling behavior were studied experimentally. Thermal cycle test of both samples were conducted at 800 °C. Microstructural, phase and elemental analysis of the TBC coatings were experimentally investigated. The performance, combustion and emission characteristics of Al2O3/8YSZ, CeO2/8YSZ TBC coated and uncoated standard diesel engine were experimentally investigated. The test results revealed that CeO2/8YSZ based TBC has an excellent thermal cycling behavior in comparison to the Al2O3/8YSZ based TBC. The spallation of the Al2O3/8YSZ TBC occurred mainly due to the formation of thermally grown oxide (TGO), and growth of residual stresses at top coating and bond coating interface. The experimental results also revealed that the increase of brake thermal efficiency and reduction of specific fuel consumption for both TBC coated engine. Further reduction of HC, CO and smoke and increase of NOx emission were recorded for both TBC coated engine compared to the standard diesel engine.

In-Situ Synthesis and Characterization of Biodegradable Estolides via Epoxidation from Canola Biodiesel

Research on the formulation of estolides from plant seed oils has attracted substantial attention due to their favorable low-temperature properties and environmentally friendly nature. The present research investigates the formulation of canola biodiesel derived estolides for low-temperature applications. The dual-step research method includes ring opening of epoxidized canola biodiesel in the presence of oleic acid, followed by esterification with oleic acid to produce estolides using a mesoporous aluminosilicates possessing Modernite Framework Inverted (MFI) type pentasil structure as a heterogeneous acidic catalyst. Prepared catalyst was characterized to measure the properties essential for the effective catalysis. The catalyst demonstrated promising activity for the estolides formation, >95% conversion was achieved at 110 °C for 6 h using 15 wt % of catalyst loading. 1H NMR technique and oxirane oxygen titrimetric analysis were employed to determine product purity. Physicochemical properties of the reaction products were determined by standard methods and characterization results revealed that the formulated estolides had improved low-temperature, lubricity and rheological properties, and thermo-oxidative stability. Also, biodegradability of the estolides was found to be 92% within 28 days as per the bio-kinetic model. Wear scar diameter of 106 µm was noticed for 10% of alkoxide blend with standard diesel fuel. Overall, outcomes of the physicochemical characterization data indicated that the prepared estolides can act as possible alternative bio-lubricant basestock for various low-temperature applications.

Physical and Chemical Properties of 1-Butanol–Diesel Fuel Blends

One of the methods to improve the emission parameters of diesel engines is the use of fuels containing an increased fraction of oxygen compounds. This can be achieved by adding oxygen compounds, in the form of alcohols (e.g., ethanol, methanol, and 1-butanol), to a standard diesel fuel. Due to a number of advantages over ethanol and methanol, 1-butanol is of particular interest. It is important to determine the physical and chemical properties of the diesel fuel to which alcohol has been added, in order to study the engine efficiency. From a legislative point of view, it is also necessary to compare these parameters with those of a typical diesel fuel. In this study, the physical and chemical properties of blends of standard diesel fuel and 1-butanol were tested, with 1-butanol volume fractions of up to 25%. Density, kinematic viscosity, distillation characteristics, heating values, water content, flash point, cold filter plugging point, lubricity, autoignition properties, and corrosiveness to copper were...

Using a chassis dynamometer to determine the influencing factors for the emissions of Euro VI vehicles

In order to explore the influence of different factors on the emissions of heavy diesel vehicles, a chassis dynamometer was used to test and analyze a Euro VI standard heavy-duty diesel vehicle under different load, fuel, driving conditions, and resistance conditions. The full load condition was found to increase NOx emissions by about 0.107 g/km (30%) and the particulate matter (PM) by 0.003 g/km (18%) compared to the empty load condition. Compared with the China V diesel, the NOx emissions of the Beijing VI diesel were reduced by 0.065 g/km (18%), and PM decreased by 0.004 g/km (25%). The HC, CO, PM, and NOx emissions measured during the Chinese World Harmonized Transient Cycle (C-WHTC) were 0.002 g/km (27%), 0.0005 g/km (14%), 0.0024 g/km (15%), and 0.092 g/km (25%) higher, respectively, than those measured during the European Transient Cycle (ETC). The HC, CO, PM, and NOx emissions measured by using the test resistance were 0.002 g/km (28%), 0.001 g/km (25%), 0.003 g/km (18.7%), and 0.09 g/km (25.7%) higher, respectively, than those calculated with the recommended formula.

TERNARY FUEL MIXTURE OF DIESEL, RAPESEED OIL AND TYRE PYROLYTIC OIL SUITABLE FOR MODERN CRDI ENGINES

The focus on seeking alternative fuels for combustion engines has been on the environmental and political scene for many years. Simultaneously there is a more and more serious problem of non-degradable waste utilization. In the present work an attempt has been made to asses both of those aspects by proposing a tailor-made, 3-component mixture consisting of mineral diesel, crude rapeseed oil and waste tyre pyrolytic oil. It was proven that the addition of pyrolytic oil can improve some basic drawbacks of rapeseed oil / diesel mixtures like high density and viscosity or low cold filter plugging point. On the basis of maximum bio-component share and optimum physicochemical properties a best fuel sample (40% mineral diesel oil, 55% rapeseed oil and 5% pyrolytic oil fraction) had been selected for engine tests, performed on a light-duty multi-cylinder Compression Ignition (CI) engine with electronic, Common Rail (CR) injection system. The steady state tests were performed for two rotational speeds and two injection strategies (single and sequential fuel injection), for each of which a full load sweep was performed. The engine research included in-cylinder pressure analysis along with efficiency estimation and exhaust gas emission measurements. The research confirmed the assumption that the selected fuel mixture is suitable for modern CI engines. The specific fuel consumption was similar or lower for the tested fuel compared to standard diesel, except the cases were sequential injection was incorporated. Emissions remained on similar levels as for both fuels except Total HydroCarbons (THC) at sequential injection operation points, which correlated with lower fuel conversion efficiency.

Experimental Investigations on Performance, Combustion, and Emission Characteristics of Niger (Guizotia abyssinica) Seed Oil Methyl Ester Blends with Diesel at Different Compression Ratios

In this study, the fuel performance, combustion, and emission characteristics were tested on four-stroke, multi-fuel variable compression research engine with different blends of Niger seed oil methyl ester (NSOME). Experiments were carried out at four test fuels of standard diesel, B10, B20, and B40 and at three different compression ratios (CRs) of 16, 17.5, and 18.5. Experimental results of the study revealed that the NSOME has alike characteristics of standard diesel oil. The brake thermal efficiency (BTE) of blend B20 was found to be nearer to standard diesel and decreased for blends B10 and B40. Brake-specific fuel consumption (BSFC) of the NSOME blends increased compared to standard diesel. Further, cylinder pressure and net heat release rate of NSOME blends increased significantly with blend ratio and B20 showed higher value as compared with standard diesel fuel. A notable reduction in CO, UHC, and smoke emissions was observed with all three blends of NSOME with an increase in NOx emissions. The same trend was continued for all three compression ratios. Among all three blends of NSOME, B20 has shown better results concerning performance, combustion, and emissions at CR 18.5. At CR 18.5, the BSFC, CP, NHRR, and NOx emissions of B20 were increased by 1.45%, 1.75%, 5.62%, and 10.76%, while BTE, CO, UHC, and smoke opacity were decreased by 1.65%, 58.40%, 38.93%, and 5.09%, respectively, at full load (12 kgf).

Experimental study of the autoignition properties of n-butanol–diesel fuel blends at various ambient gas temperatures

One of the methods of reducing the nitrogen oxides and smoke emissions from the exhaust gas of diesel engines is to use fuels containing an increased fraction of oxygen compounds. This can be achieved by adding oxygen compounds, in the form of alcohols, to a standard diesel fuel including, for example, ethanol, methanol and n-butanol. Due to a number of advantages over ethanol and methanol, n-butanol is of particular interest. Particularly important, in regard to the functioning of the diesel engine, is to determine, among others things, the autoignition properties of diesel fuel to which such alcohol has been added. In this study, the autoignition properties of blends of standard diesel fuel and n-butanol were tested, with n-butanol volume fractions of up to 25%. The tests were carried out in a constant volume combustion chamber, which allowed for the determination of the effect of the ambient gas temperature (in the range 550 °C–650 °C) on the ignition and combustion delay periods of the tested fuels. The average and maximum pressure rise rates, as well as the maximum pressure rise values in the combustion chamber, were also analysed. Investigations of the autoignition properties were supplemented with the derived cetane number and the Lower and Higher Heating Values of the tested blends. This study has demonstrated a number of properties relating to such mixtures, including that with an increase in the n-butanol volume fraction in the n-butanol–diesel fuel blend, the periods of ignition and combustion delay increase, and that an increase in the ambient gas temperature into which the fuel is injected shortens these periods to a varying extent. It has also been shown that in the range of 5%–25% n-butanol volume fraction, for each increase in n-butanol fraction of 5%, the derived cetane number of the n-butanol–diesel fuel blend reduces by, on average, 2.9 units.

The influence of Animal Fat Methyl Ester (AME) on diesel engine work parameters

This paper presents the analysis of the base energy parameters and composition of exhaust gases for one-cylinder test diesel engine SB 3.1. fuelled by standard diesel fuel (DF) and Animal Fat Methyl Ester (AME). Animal Fat Methyl Ester (AME) is the result of using waste pork fat. A lot of publications analyze the use of fish fat methyl ester (CFME) and chicken fat methyl esters (CFME) but in Polish conditions we have a lot of pork fat waste. All of measurement was carried out on the some engine speed – 1600 rpm (speed of maximum engine torque) and various engine loads. Some of the analysed parameters were read directly from the laboratory measurement systems (e.g. fuel consumption) and the rest of them had been calculated (e.g. total efficiency of engine). Before the engine tests, the basic physical parameters of the used fuels were determined in the fuel laboratory: dynamic viscosity as a function of fuel temperature, distillation curve, combustion heat and calorific value. The calorific value of the used AMF fuel is 37,4 MJ/kg (42,6 MJ/kg for DF). As a result of the AME fuel viscosity analysis, it was found that in the fuel system of the internal combustion engine this fuel should be heated to the temperature 65°C. Hourly AMF fuel consumption is about 9% higher than for standard diesel fuel (DF). The overall efficiency of the engine, taking into account the calorific value of the fuel and the fuel heating energy, is lower by about 7% for the AMF-powered engine than for DF fuelled engine. In the case of an AMF-powered engine, a higher NOx concentration and a lower smoke opacity than for a DF-powered engine are obtained. For more accurate cause and effect analysis, the indicator diagrams and the rate of heat release in the cylinder of the combustion engine fuelled by the tested fuels (AMF and DF) were measured, which includes the second article: The influence of Animals Fat Methyl Ester (AME) on the indicator diagrams and heat release parameters in diesel engine cylinder.

The influence of Animal Fat Methyl Ester (AME) on the indicator diagrams and heat release parameters in diesel engine cylinder

This paper presents the analysis of the indicator diagrams and heat release diagrams for one-cylinder test diesel engine SB 3.1. fuelled by standard diesel fuel (DF) and Animal Fat Methyl Ester (AME). Animal Fat Methyl Ester (AME) is the result of using waste pork fat. A lot of publications analyze the use of fish fat methyl ester (CFME) and chicken fat methyl esters (CFME) but in Polish conditions we have a lot of pork fat waste. All of measurement was carried out on the some engine speed – 1600 rpm (speed of maximum engine torque) and various engine loads. This publication is the next part of the paper: “The influence of Animal Fats Methyl Ester (AME) on diesel engine work parameters”, in which base energy parameters of diesel engine and composition of exhaust gases were analysed.Some of the analysed parameters were read directly from the measurement systems (e.g. indicator diagrams) but the rest of them had to be calculated (e.g. heat release parameters). The calculation of rate of heat release (δQ/dα) was based on the well-known mathematical model (AVL Institute).

Experimental investigation on performance, combustion and emission characteristics of a single cylinder diesel engine fuelled by biodiesel derived from Cymbopogon Martinii

Abstract Biodiesel from Palmarosa oil can be used as an alternative fuel in diesel engine. Experimental investigation was carried out to investigate the performance and emission characteristics of a diesel engine fuelled by biodiesel derived from Palmarosa oil and its blends of 25%, 50% and 100% and standard diesel fuel separately. In this study, the chemical composition of biodiesel derived from Palmarosa oil was determined by using GC-MS (Gas chromatography-mass spectrum) and FT-IR (Fourier transformed infrared) spectroscopic techniques. The results indicated the production of lower CO emission (up to 19.02%), HC emission (up to 31.25%) and smoke emission (up to 29.75%) through the use of biodiesel. However, a slight increase in NOx emission (up to 15.21%) was observed for biodiesel blends. BSFC increased by 7.41%, 19.35% and 26.47% for PMO25, PMO50 and PMO100 fuel blends respectively compared to diesel fuel. The BTE for biodiesel blends decreased when compared to diesel fuel. The combustion analysis showed a considerable increase in combustion pressure and heat release rate with shorter ignition delay and longer combustion duration.

Exhaust Emissions and Physicochemical Properties of Hydrotreated Used Cooking Oils in Blends with Diesel Fuel

Hydroprocessing of liquid biomass is a promising technology for the production of “second generation” renewable fuels to be used in transportation. Its products, normal paraffins, can be further hydrotreated for isomerization in order to improve their cold flow properties. The final product, usually referred to as “paraffinic diesel,” is a high cetane number, clean burning biofuel which is rapidly gaining popularity among researchers and the industry. Nevertheless, the costly isomerization step can be omitted if normal paraffins are to be directly mixed with conventional diesel in low concentrations. In this work, nonisomerized paraffinic diesel produced through hydrotreating of used cooking oil (hydrotreated used cooking oil (HUCO)) has been used in 4 blends (up to 40% v/v) with conventional diesel fuel. The blends’ properties have been assessed comparatively to European EN 590 and EN 15940 standards (concerning conventional automotive diesel fuels and paraffinic diesel fuels from synthesis or hydrotreatment, resp.). Furthermore, the HUCO blends have been used in a standard stationary diesel engine-generator set. The blends have been considered as “drop-in replacements” for standard diesel fuel. As such, no engine modifications took place whatsoever. The engine performance and exhaust emissions of steady-state operation have been examined in comparison with engine operation with the baseline conventional diesel fuel.

Polycyclic Aromatic Hydrocarbons (PAHs) and nitrated analogs associated to particulate matter emission from a Euro V-SCR engine fuelled with diesel/biodiesel blends

Among the new technologies developed for the heavy-duty fleet, the use of Selective Catalytic Reduction (SCR) aftertreatment system in standard Diesel engines associated with biodiesel/diesel mixtures is an alternative in use to control the legislated pollutants emission. Nevertheless, there is an absence of knowledge about the synergic behaviour of these devices and biodiesel blends regarding the emissions of unregulated substances as the Polycyclic Aromatic Hydrocarbons (PAHs) and Nitro-PAHs, both recognized for their carcinogenic and mutagenic effects on humans. Therefore, the goal of this study is the quantification of PAHs and Nitro-PAHs present to total particulate matter (PM) emitted from the Euro V engine fuelled with ultra-low sulphur diesel and soybean biodiesel in different percentages, B5 and B20. PM sampling was performed using a Euro V – SCR engine operating in European Stationary Cycle (ESC). The PAHs and Nitro-PAHs were extracted from PM using an Accelerated Solvent Extractor and quantified by GC–MS. The results indicated that the use of SCR and the largest fraction of biodiesel studied may suppress the emission of total PAHs. The Toxic Equivalent (TEQ) was lower when using 20% biodiesel, in comparison with 5% biodiesel on the SCR system, reaffirming the low toxicity emission using higher percentage biodiesel. The data also reveal that use of SCR, on its own, suppress the Nitro-PAHs compounds. In general, the use of larger fractions of biodiesel (B20) coupled with the SCR aftertreatment showed the lowest PAHs and Nitro-PAHs emissions, meaning lower toxicity and, consequently, a potential lower risk to human health. From the emission point of view, the results of this work also demonstrated the viability of the Biodiesel programs, in combination with the SCR systems, which does not require any engine adaptation and is an economical alternative for the countries (Brazil, China, Russia, India) that have not adopted Euro VI emission standards.

Investigation of Combustion Process of Biodiesel Derived from Waste Cooking Oil, Jatropha, Palm Oil and Algae using Rapid Compression Machine

Biodiesel essentially comes from plants and animal fats which is safe and can be used in diesel engines with few or no modification needed toward existing engine. Higher of the biodiesel blending ratio reflects to the higher viscosities that influences to the fuel-air premixing, ignition process and combustion characteristics. The objective of this research is to investigate the effect of different blending ratio on ignition delay, ignition process, combustion characteristics and emission production using Rapid Compression Machine (RCM). Rapid Compression Machine is used to simulate combustion behaviour similar with the real combustion for internal combustion engines. The standard petroleum diesel was blend with biodiesel derived from waste cooking oil, algae and jatropha with blending ratio from 2vol% to 40vol%. The biodiesel were tested using 130 MPa of injection pressure with constant ambient temperature of 950 K. Increased of the blending ratio of biodiesel significantly influences the longer of ignition delay. Changes of biodiesel properties thus influence to the fuel-air mixing, ignition process and combustion characteristics. In addition, the emission of NOx and CO2 increased when increasing biodiesel blending ratio.

Thermodynamic analysis and nanoparticle assessment of Japanese diesel no 2 fueled truck engine

There are two Japanese quality standards for diesel fuels. One of them is JIS K 2204 class which consists of five class diesel fuels as No. 1, No. 2, No. 3, Special No. 1 and Special No. 3 (1S, 1, 2, 3 and 3S, respectively). No. 2 diesel fuel is generally used for highway vehicles (passenger cars, buses and trucks). In this study, Japanese Industrial Standard Diesel No:2 fuel is utilized to run the truck engine under 284.39 Nm load. The thermodynamic analysis and experimental tests are performed to the engine for nano-particle, emission and efficiency assessments. In this regard, the maximum energy rate is found for the energy of fuel (145.209 kW) which is the main component to start the engine. Also, the minimum energy rate is determined for the exhaust gases which are released to the atmosphere. The power of the truck engine is calculated as 53.585 kW and the energy efficiency is found as 31.625%. Furthermore, the maximum particle concentration is determined around 106 1/cm3 which is lower than other fuels that compared in this study, and the particle size is measured between 5 nm and 15 nm by using Scanning Mobility Particle Sizer (SMPS).

Performance and emission opacity of canola and soybean biodiesel fuel in a diesel engine

Biodiesel is a renewable fuel known to produce more environmentally friendly emissions compared to diesel fuel. However, at times it has been reported as exhibiting a much lower engine performance compared to standard diesel fuel. Biodiesel fuel has the potential to achieve similar performance as compared to diesel fuel when the optimum percentage of biodiesel blend is used. In this study, an experiment was conducted to determine the performance and opacity of emissions collected from soybean biodiesel and canola biodiesel fuel by using a YANMAR TF90 single cylinder direct injection diesel engine. The objective of this study is to determine the best percentage of diesel-soybean and diesel-canola fuel mixture that would result in the best performance of an engine. The experiment investigated the brake specific fuel consumption (BSFC), brake thermal efficiency (BTE), brake power (BP), and torque generated by the engine using different biodiesel fuel percentages at varying engine speeds. Additionally, the emission opacity was investigated to identify the most favourable fuel percentage for optimised biodiesel compared to the quality obtained from soybean and canola soybean biodiesel. The results from the experiment clearly show that the engine using biodiesel fuel has a slightly lower performance as compared to the engine that only used diesel fuel for all percentages used. However, at low speeds, a BTE of 40% canola biodiesel was higher compared to diesel and soybean biodiesel. The BSFC for all biodiesel fuel was found to be slightly higher than diesel, except for BC40, which was greater for BSFC compared to other blends used at much lower engine speeds. Engine emission opacity of biodiesel was recorded to be less than diesel fuel at all engine speeds, but slightly higher for BC5, BS5 and BS20 due to the insufficient air intake to the engine. Engine performance and emission opacity of all biodiesel fuels were found to be similar to diesel fuel. From the results relating to engine performance and emission, canola biodiesel was found to be an excellent biodiesel product to be used in a diesel engine since it had a higher BTE, lower BSFC and a lower opacity which was greater than those of soybean biodiesel blends. Therefore, biodiesel can be blended in a diesel engine at a higher percentage while maintaining engine performance and reducing engine emission.

Experimental Investigation of the Use of Waste Mineral Oils as a Fuel with Organic-Based Mn Additive

The heat values of waste mineral oils are equal to the heat value of the fuel oil. However, heat value alone is not sufficient for the use of waste minerals oils as fuel. However, the critical physical properties of fuels such as density and viscosity need to be adapted to the system in order to be used. In this study, the engine oils used in the first 10,000 km of the vehicles were used as waste mineral oil. An organic-based Mn additive was synthesized to improve the properties of the waste mineral oil. It was observed that mixing the Mn additive with the waste mineral oil at different doses (4, 8, 12, and 16 ppm) improves the viscosity of the waste oil and the flash point. The resulting fuel was evaluated for emission using different loads in a 5 kW capacity generator to compare the fuel with standard diesel fuel and to determine the effect of Mn addition. In the experimental study, it was observed that the emission characteristics of the fuel obtained from waste mineral oil were worse than diesel fuel, but some improvement was observed with Mn addition. As a result, we found that the use of waste mineral oils in engines in fuel standards was not appropriate, but may be improved with additives.

A study on performance, combustion and emission behaviour of diesel engine powered by novel nano nerium oleander biofuel

Abstract In connection with the threating environmental pollution and stringent emission norms, the present experimental research studies the effect of utilizing cerium oxide nanoparticle mixed with an emulsion of nerium oleander biofuel (ENOB) on a compression ignition (CI) direct injection (DI) diesel engine. The whole probe was persuaded using a mono-cylinder 4-stroke direct injection CI engine. A novel nerium olender biofuel was extracted and esterified. Later it was converted into the emulsion of nerium oleander biofuel, that ensued in diluted oxides of nitrogen and in reduced smoke opacity emission. However it produced a marginal penalty of CO and HC emission when equated with neat nerium oleander biofuel. Subsequently, the nano particle blended emulsion of nerium oleander biofuel depicted dramatic diminution in CO, smoke opacity, HC, and NOx emission when equated with standard fossil diesel, neat nerium oleander biofuel and an emulsion of nerium oleander biofuel at various power outputs. It was concluded that the nano emulsion of nerium oleander biofuel could be used in direct injection, compression ignition engines without any hardware alterations in the engine.

Effective Utilization of Waste Heat from Engine Exhaust Gas for Preheating the Fuel to Enhance the Performance of Diesel Engine

Fuels that replace the fossil diesel are the need of hour and at the same time should result in lower engine out emissions. Locally available honge biodiesel (BHO) was selected for their feasibility check as CI engine fuel and found a best option to replace the diesel by 100%. In the first phase, the study evaluates best fuel injection timing (IT) and injector opening pressure (IOP) for the biodiesel fuel (BDF) to yield best brake thermal efficiency (BTE) and revealed that BDF yielded best BTE at IT of 19° before top dead centre (bTDC) and IOP of 240 bar. In the second phase, the effect of preheating the BDF by utilizing the waste heat energy of exhaust gas on the performance of CI engine was studied with best BTE conditions. The study revealed that heating the BDF to 80°C, use of toriodal re-entrant combustion chamber (TRCC) yielded the performance of CI engine similar to conventional operation with standard diesel.

Nano-additives incorporated water in diesel emulsion fuel: Fuel properties, performance and emission characteristics assessment

The main objective of the study was to improve the fuel properties, performance and reduce the level of hydrocarbon (HC) and carbon monoxide (CO) when running with water in diesel emulsion fuel (W/D) by adding various nano-additives. Aluminium Oxide (Al2O3), Copper(II) Oxide (CuO), Magnesium Oxide (MgO), Manganese(IV) Oxide (MnO) and Zinc Oxide (ZnO) nano-additives were selected for W/D with 10% water (E10). Each nano-additive was added to E10 at a dosage of 50 ppm and further denoted as nano-additive emulsion fuel: E10Al2O3, E10CuO, E10MgO, E10MnO and E10ZnO. The properties (density, viscosity, water droplet size, stability period and oxidative thermokinetics), performance (torque, brake power, brake specific fuel consumption (BSFC), and emission (nitrogen oxides (NOx), particulate matter (PM), carbon dioxide (CO2), CO and HC) of each test fuel were investigated. Overall, nano-additives tended to increase density, viscosity, water droplet size and oxidative thermokinetics but decrease the stability period. The nano-additives resulted in a marginal increase of performance with the E10Al2O3 yielding the highest reduction in BSFC. The nano-additives also lowered the brake specific CO (BSCO) emissions compared to Euro 2 standard diesel (D2) by up to 17% with E10ZnO. Nano-additives produced from different metals impact the fuel properties, performance and emissions differently. Al2O3 is nominated as the best nano-additive due to the smallest water droplet size, highest DTGmax and its consistency in increasing the torque and reducing the BSFC, brake specific NOx (BSNOx), BSCO compared to other nano-additives. That is to say, nano-additives coupled with a W/D has the potential to reduce BSFC and BSCO simultaneously.