Unburnt Hydrocarbon Emissions Research Articles

Investigations on reduction of pollutants in spark ignition engine

With a great vulnerability to oil embargoes and shortage of fossil fuels, attention is focussed on development of alternative fuel sources. Therefore alternative fuels like alcohol are preferred due to their comparable properties with gasoline. Reduction of exhaust emissions from engines has been focused and given importance in the development of new engines. The aim of the investigations is to determine and control of pollutants of the variable speed engine with piston surface, coated with copper and also inner side of the cylinder head as well as liner fuelled with gasohol [80% of gasoline blended with 20% of ethanol] by varying timing of spark ignition coupled with catalytic converter using catalyst of sponge iron incorporating air injection in catalytic chamber. The operating conditions of the investigations were configuration of the engine and ignition timing, with and without the provision of catalytic chamber. The exhaust emissions of carbon mono oxide (CO), un-burnt hydro carbons (UBHC) and nitrogen oxide (NOx) levels were determined at various values of brake mean effective pressure (BMEP) of the engine. CO emissions, UBHC emissions and NOx levels were evaluated with sophisticated analyzer at various values of BMEP of the engine. Copper coated engine with gasohol at its optimum ignition timing reduced pollution levels. Catalytic converter reduced pollution levels by 40% and further reduction of emissions were pronounced with the injection of air. The ignition timing which was found to be optimum with CE was 280bTDC (before top dead centre), while it was 270b TDC with copper coated engine (CCE).

Effect of Kariba Weed Biodiesel Blended with n-Pentane on the Chosen Parameters of a Ceramic-Coated Thermal Barrier Direct Injection Diesel Engine.

In this experimental investigation, Kariba weed biodiesel (KSB) blended with n-pentane has been tested in conventional and ceramic-coated thermal barrier engines, and the results have been compiled and presented. A single-cylinder, four-stroke, direct injection diesel engine has been used as the test engine with eddy current dynamometer loading as used in the experimental setup. The tests were repeated in various ambient conditions to get an optimal value. Ceramic coating has been done with partially stabilized zirconia by the plasma arc spraying process. Among the quantum of tests conducted, 90% KSB blended with 10% n-pentane showed appreciable results when it was compared with the test fuel (neat diesel). The brake thermal efficiency and brake-specific fuel consumption were found to be better when compared with neat diesel. At increasing load, unburnt hydrocarbon, carbon monoxide, and smoke opacity emissions were appreciably reduced.

Influence of Strategies in Injection on Shrinking Greenhouse Gas Emission in DiCI Engine with Tamarindus indica Biodiesel.

Transportation cost is stepping the world into bio-feedstocks to power the Direct Injection Compression Ignition (DiCI) engines. Biodiesel makes a better alternative to diesel. In this research, tamarind seed biodiesel (TSB), is mixed 20% with diesel, with the injection pressure (IP) and timings (IT) modifications examining the engine’s performance, combustion, and emission aspects. The experimented IPs were 180 bar and 240 bar. The ITs were experimented with at 19° bTDC and 27° bTDC respectively. Modifying the IT to 27° bTDC, elongates the combustion period as well as the heat release rate (HRR) of the experiments which increases the emission of NOx in both the IPs (180 and 240 bar) compared with the diesel. Increase in NOx emissions parallelly projected the unburnt hydrocarbon emissions. Although, injecting the fuel 19° bTDC, shrank NOx emission owing to reduced HRR and peak in-cylinder pressures. However, increase in the IP to 240 bar is the predominant factor for the decrease in the emission of NOx and unburnt hydrocarbons, because of the increased fuel viscosity for the TSB. Increased atomization enhances the chemical delay which on other hand decreases the carbon monoxide. Hence fuel injected, 19° bTDC performed better with the reduced GHG emissions.

Effects of plastic-grocery-bag derived oil-water-diesel emulsions on combustion, performance and emission characteristics, and exergoeconomic aspects of compression ignition engine

Waste generation from non-biodegradable plastic-grocery bags (PGB) has raised concerns in recent years due to their massive production and consumption. The other pressing issues include the depletion of fossil fuels, rising prices, and environmental pollution from compression ignition (CI) engines. In the context of reducing emissions from CI engines, emulsified fuel is becoming increasingly popular. Given the above two flaws and the potential of emulsification, this study looks into the prospects of PGB-derived oil-water-diesel emulsions for CI engine application. Three emulsions were prepared at varying diesel percentages. The average water droplet size ranged between 215.4 and 397.4 nm, with more than 93 % stability after 75 days. The lower heating value of the emulsions increased the brake-specific fuel consumption (BSFC). However, the neat BSFC of all the blends was lower than diesel. All the emulsion blends also decreased the nitrogen oxide and smoke emission simultaneously; additionally, the heat sink effect also reduced the exhaust gas temperature. The blend with 10 % diesel incorporation exhibited the lowest increment in carbon monoxide and unburnt hydrocarbon emissions w.r.t diesel. Additionally, it has also the highest exergy efficiency and sustainability index and the lowest specific exergy cost for shaft work amongst the emulsion blends.

Effect of mixed nonionic surfactants on microemulsion phase boundary, fuel property, and engine performance of biofuels

Microemulsion biofuels can become one of alternative biodiesels using suitable nonionic surfactants and cosurfactant to emulsify vegetable oil and ethanol with the appropriate formulae. Without the further chemical improvement, the low volatility and high viscosity because of triglycerides in vegetable oil can cause a serious problem in engine operation. This work proposed a systematic investigation of microemulsion biofuel prepared from rice bran oil and ethanol using mixed nonionic surfactant systems (Dehydol LS7, Tween 80, and Span 80) as surfactant (S) and 1-octanol as a cosurfactant (C) at molar ratio of 1:30. Microemulsion phase behaviors can be examined through the ternary phase diagram of rice bran oil, ethanol, and S:C. It was observed that Dehydol LS 7 was poor in solubilization of rice bran oil and ethanol because of their preference in hydrophilic compounds rather than lipophilic compounds. Introduction of Tween 80 or Span 80 into the biofuels using Dehydol LS 7 enhanced the solubilization of these systems as the extent of single-phase boundary was significantly enlarged because of the hydrophilic–lipophilic balance of the mixture and chemical structure of surfactants. The fuel properties of microemulsion biofuel were investigated through kinematic viscosity, specific gravity, flash point, cloud point, pour point, and higher heating value. It was found that mixed surfactant also improved some fuel properties due to additional surfactants contain many oxygenated functional groups, however, some parameters were slightly substandard. The combustion characteristics and exhaust emission were investigated in CI diesel engine. It was observed that the in-cylinder pressure was lower under the combustion of microemulsion fuel mainly due to the high latent heat of vaporization of alcohols. The start of combustion was more retarded with the addition of Span 80, especially at low load condition. It was observed that the significant reduction in nitrogen oxides was achieved with the combustion of microemulsion fuel while unburnt hydrocarbon emissions were higher compared to diesel fuel. The obtained experimental data showed that microemulsion biofuels can be a promising alternative biodiesel although the individual usage in engine was slightly less efficient than commercial diesel fuel.

Effect of synthetic antioxidant-doped biodiesel in the low heat rejection engine

Thermal barrier coated (TBC) engines are used to increase engine performance and reduce emissions, but they increase NOx emissions. Biofuels can be doped with different types of antioxidants or additives to reduce NOx emissions and improve engine performance. In this investigation, N-isopropyl-N′-phenyl-1, 4-phenylenediamine (IPPD) is used as an antioxidant. IPPD at different concentrations, viz. 500, 1000, 1500 and 2000 ppm, was mixed with Jatropha methyl ester (JME) and the mixtures were tested as fuels in a TBC piston assembled engine. The piston crown is coated with a mixture of yttria-stabilized zirconia (YSZ) and cerium oxide (CeO2) with a thickness of 0.3 mm. The TBC piston is assembled in a single-cylinder, four-stroke, naturally aspirated, direct injection (DI), constant speed diesel engine for the investigation. The brake thermal efficiency (BTE) is higher by 18.8% than that of the conventional engine, and the brake-specific fuel consumption (BSFC) is lower by 11.7%. Unburnt hydrocarbon (HC), carbon monoxide (CO) and smoke emissions are lower by about 23.4%, 22.9% and 23.5%, respectively, at maximum load, after doping with the antioxidant compared with the JME-fueled conventional engine. Nitric oxide (NO) emission was reduced by 8.9% at maximum load for JME doped with 1000 ppm antioxidant.

Dynamic individual-cylinder analysis of a Gasoline Direct Injection engine emissions for cold crank-start at elevated cranking speed conditions of a Hybrid Electric Vehicle

The cold crank-start phase significantly contributes to the engine-out total emissions during the US Federal Test Procedure (FTP). A Gasoline Direct Injection (GDI) engine dynamics and emissions are investigated during the first three engine cycles of the cold crank-start in Hybrid Electric Vehicle (HEV) elevated cranking speed at 20 °C. To this end, the impact of the operating strategy on the individual-cylinder engine-out emissions is analyzed quantitatively. For this purpose, a new dynamic method was developed to translate the engine-out emissions concentration measured at the exhaust manifold outlet to mass per cycle per cylinder. The HEV elevated cranking speed provides valve timing control, throttling, and increased fuel injection pressure from the first firings. This study concentrates on analyzing the cranking speed, spark timing, valve timing, and fuel injection strategy and parameters effect on engine-out emissions. Design of Experiment (DOE) method is used to create a two-step multi-level fractional-factorial test plan with a minimum number of test points to evaluate the significant parameters affecting engine-out emissions during cold crank-start. Out of the first step DOE analysis, the optimal cranking speed, spark timing, and valve timing, which results in the lowest unburnt HydroCarbon (HC) and NOx emissions, are distinguished. Then, fixing the first step parameters at their optimal values, the second step is accomplished with the fuel injection parameters sweep. The split injection parameters, including the Start of the first Injection (SOI), End of the second injection (EOI), and split ratio (SR), in addition to the first cycle additive fuel factor, are investigated. Results show that the high cranking speed with stabilized low Manifold Absolute Pressure (MAP), highly-retarded spark timing, high valve overlap, late intake first injection, 30 CAD bTDC firing EOI, and low first cycle fuel factor reduces the HC emissions 94%.

Exergo-Environmental Optimization of a Diesel Engine

Abstract Currently, more than half of the road transport fleet uses diesel engines, which are often identified as the primary source of air pollution. This parameter is enough to optimize engine performance and emissions. The engine optimization can be done using several methods, the most notably by modifying the engine structure, changing the type of fuel using additives and biofuels, or achieving the optimal operating range of the engine. Modifying the engine structure and addition of different kinds of materials to optimize fuel is not recommended either due to necessity of vast time input, financial resources, or extensive research. However, the third way to achieve optimal engine performance conditions can be the most accessible option. According to the results, the best operational load for diesel engine is approx. 94–95% of the full load from the multi-objective optimization point of view, indicating that the optimum load can be achieved before the full load condition. At this point, the operator can achieve the brake power of 198.45 kW and brake thermal efficiency of 40.7% in the presence of brake specific fuel consumption of 0.226 kg·kWh−1. At this condition, CO2 emission is 124.85 g·kWh−1, NOx emission 7.34 g·kWh−1, CO emission 0.6 g·kWh−1, unburnt hydrocarbon emission approx. 0.009 g·kWh−1, and soot formation approx. 0.006 g·kWh−1. This point is equal to the exergy efficiency of approx. 35% and the exergy destruction of approx. 45%. In terms of endpoint results, this condition achieved the impact indices of 7.96E-007 in terms of human health, 0.105 PDF·m2·yr. in terms of ecosystem quality, 0.24 kg CO2 eq. in terms of climate change, and 12.96 MJ in terms of resources.

Performance Analysis on 2.5 kW CI Engine Using Ethanol-Diesel Blends

Diesel engines are one of the major contributors of air pollution as they emits exhaust gases like particulate matter (PM), carbon monoxide (CO), nitrogen oxides (NOX); unburnt hydrocarbon (UHC) and other harmful compounds , which are very toxic for living beings as they can cause many diseases ,even cancer. They are even causing damages to our environment. So it is very important for us to switch to a cleaner fuel. Ethanol secures a special place as it has a lot of advantages over others. Most important reason for using alcohols is: it is cheap, renewable and echo-friendly. In very small blend percentage it has an ability to drive the existing CI engines without modifications. Many researchers’ have concluded that the brake thermal efficiency and brake power due to combustion process in diesel engines can be increased further by allowing the diesel fuel to combine with more oxygen atoms to form better combustion. As ethanol has oxygen atoms, when blended with diesel fuel it improves fuel characteristics. This whole process of addition of oxidants to the diesel fuel can reduce the smoke, carbon monoxide (CO) and unburnt hydrocarbon (UHC) emissions to a great extent. The objective of this research work is focused mainly on performance analysis of diesel engine by using diesel- ethanol blends. The tests are conducted with a single cylinder, four-stroke, naturally aspirated, 2.5 kW air cooled diesel engine. Present research work is focused on the test conducted on a diesel engine using diesel – ethanol blends by having 5% & 10% ethanol blend with diesel. The performance tests are carried out under normal engine operating conditions and the evaluations are compared with that of diesel fuel. All experiments have been conducted at 0% to 50 % load conditions to study the performance of different proportions of ethanol on CI engine. Overall results of the methods show that with the increase in percentage of ethanol in diesel fuel, highest temperature in cycle kept on decreasing also exhaust gas temperature goes on decreasing. Power developed and torque also increases with increase in percentage blend.

Performance study of using preheated biodiesel in a diesel engine

The use of biodiesel in blended mode is holding a more significant potential in making diesel engines environment-friendly. Published work specifies an optimum blend of biodiesel with diesel oil as B20. Further, the literature indicates that preheating biodiesel in the temperature range between 60°C to 120°C helps to increase the blend percentage up to 50%.In this experiment an effort has been made to use 100% Waste cooking oil methyl ester (WCME) biodieselby employing two stage heating in the temperature range from 100°C to 250°C. In the first stage the heater is immersed in fuel tank that heats biodiesel up to 70oC that lowers the viscosity and eases pumping. In the second syage, an electric preheater is installed along the high-pressure fuel line for achieving higher temperatures. The performance and emission results are encouraging and indicates that Brake Specific Fuel Consumption decreases by 5.4%, Brake Thermal Efficiency increases by 6.15%, Carbon Monoxide (CO) and unburnt hydrocarbon (HC) emissions fall by 38% and 25.5%, respectively. NOx has increased marginally by 4-6%.

Effect of Al2O3 Nanoparticles on Performance and Emission Characteristics of Diesel Engine Fuelled with Diesel–Neem Biodiesel Blends

Indagation in the sphere of nanoparticle utilisation has provided commendatory upshots in discrete areas of application varying from medicinal use to environmental degradation alleviation. This study incorporates alumina nanoparticles as additives to diesel and biodiesel blends. The prime objective of the present study was the scrutinisation of the denouement of Al2O3 nanoparticle incorporation in diesel–biodiesel blends on a diesel engine’s performance and emission characteristics. Test fuel samples were prepared by blending different proportions of biodiesel and dispersing two concentrations of alumina nanoparticles (25 and 50 ppm) in the diesel. Dispersion was made without the use of a nanoparticle stabiliser to meet real-world feasibility. High-speed shearing was employed to blend the biodiesel and diesel, while nanoparticles were dispersed in the blends by ultrasonication. The blends so devised were tested using a single-cylinder diesel engine at fixed RPM and applied load for three compression ratios. Upshots of brake-specific fuel consumption (BSFC) and brake thermal efficiency (BTE) for fuel samples were measured with LabView-based software, whereas CO emissions and unburnt hydrocarbon (UBHC) emissions were computed using an external gas analyser attached to the exhaust vent of the engine. Investigation revealed that the inclusion of Al2O3 nanoparticles culminates in the amelioration of engine performance along with the alleviation of deleterious exhaust from engine. Furthermore, the incorporation of alumina nanoparticles assisted in the amelioration of dwindled performance attributed to biodiesel blending. More favourable results of nanoparticle inclusion were obtained at higher compression ratios compared to lower ones. Reckoning evinced that the Al2O3 nanoparticle is a lucrative introduction for fuels to boost the performance and dwindle the deleterious exhaust of diesel engines.

HCCI combustion of methanol along with diesel through novel injection strategies and its potential over conventional dual fuel combustion

In this experimental work Homogenous Charge Compression Ignition of methanol along with direct injection of diesel (HCCI-DI) was achieved by adapting novel injection strategies for controlling the charge homogeneity and ensuring proper combustion in a single cylinder common rail water cooled research engine run at a constant speed of 1500 rpm. Methanol was port injected while the diesel was injected as two pulses – an early first pulse (during start of suction) for enhancing the charge homogeneity and a late second pulse for controlling ignition. The effects of methanol energy share (MES), start of injection of the first and second pulses (SOI-F and SOI-S) and first pulse injected quantity (FIQ) at different loads were studied. The SOI-S of diesel had to be advanced with load for best thermal efficiency. At full load, it had to be retarded to limit knocking. Heat release analysis indicated that higher FIQs resulted in slow combustion as the charge was more homogeneous while lower FIQs formed a stratified mixture that enhanced the thermal efficiency, reduced THC and unregulated emissions while elevating the NOx levels. The thermal efficiencies were higher by about 2.9 and 1.9% compared to the Conventional Dual Fuel (CDF) operation at 75% and 50% loads. The MES that could be tolerated was higher than the CDF mode. Soot was significantly reduced as compared to the CDF mode by 94%, 87.6%, 80.3% while the NOx was reduced by 77.5%, 65.2% and 29.9% at the IMEPs of 5.1, 6.2 and 7.5 bar respectively. However, emissions of unburnt hydrocarbons, carbon mono-oxide, methanol and formaldehydes were higher than the CDF mode. On the whole the methanol diesel HCCI-DI mode has the potential for operation with higher efficiency, lower NOx and soot emissions than the CDF mode.

Assessment of Diesel Engine Performance, Combustion and Emission Characteristics with Supplementation of Neem Oil Methyl Ester Along With EGR

Biodiesel generated from a variety of non-edible feedstocks has gained widespread acceptance as a limited diesel fuel alternative in compression ignition engines. For the reliable implementation of biodiesel in commercial sectors, its effect on engine combustion, emission, and performance needs to be examined experimentally. In this study, 10% (N10) and 20 % (N20) Neem oil methyl ester (NME) blends were tested in a direct injection 4-stroke single-cylinder diesel engine incorporated with 5% and 10% exhaust gas recirculation (EGR). At maximum load conditions, Brake thermal efficiency (BTE) was found highest for N20 by 7.2%, and also Brake specific energy consumption (BSEC) was reduced by 11.4% for N20 as compared to diesel. Meanwhile, the incorporation of EGR deteriorates the performance parameters for the N20 blend. The results of emission analysis showed that oxides of nitrogen (NOx) increased with the addition of biodiesel whereas the addition of EGR diminished the NOx value for both biodiesel blends at all loading conditions. Unburnt hydrocarbon (UHC), Carbon monoxide (CO), and smoke emissions decreased by 40.6%, 31.2%, and 29.6% for the N20 blend respectively at full load when compared to diesel. Interestingly, when EGR was provided, CO, UHC, and smoke density values are increased for both N10 and N20 blends at all loading conditions, however lower than diesel operation.

Experimental Probe Into a Biogas Run Dual Fuel Diesel Engine Using Oxygenated Ternary Blends at Optimum Equivalence Ratio and Under the Effect of Intake Charge Preheating

AbstractThe key challenge of dual fuel mode (DFM) of a compression ignition (CI) diesel engine is to improve the engine performance, and to reduce primarily the carbon monoxide (CO) and unburnt hydrocarbon (HC) emissions. The gaining popularity of DFM lies with its inherent ability to curb harmful pollutants, besides offering operational flexibility to use gaseous and liquids fuels simultaneously. In addition, the use of renewable fuels in DFM is found to be highly suitable to achieve the optimum engine overall performance. In this DFM study, biogas as the primary gaseous fuel is used in a diesel engine in conjunction with ternary blends of diesel-biodiesel-ethanol (TB-E), diesel-biodiesel-butanol (TB-BT), and diesel-biodiesel-diethyl ether (TB-DEE) as the renewable pilot fuels. For each combination, the experiments are conducted at the optimum global fuel–air equivalence ratio (Φglobal) and with intake charge preheating to analyze the performance, combustion and emission characteristics of the engine. The important parameters such as brake thermal efficiency, actual diesel replacement, coefficient of variation of indicated mean effective pressure, relative cycle efficiency, cylinder mean gas temperature, ignition delay, and combustion duration are investigated. The study demonstrates the optimum performance of the DFM engine with TB-DEE.

A study on flexible dual-fuel and flexi combustion mode engine to mitigate NO, soot and unburned emissions

In the present study, an existing commercial light-duty automotive diesel engine is modified to a flexible dual-fuel engine (FDFE). The FDFE operates with different low and high reactivity dual fuel combinations under low temperature combustion (LTC) mode using combined multipoint fuel injection and common rail direct injection systems. The FDFE can smoothly transit between LTC and conventional diesel combustion (CDC) mode. FDFE combines SI and CI benefits and stands as a potential internal combustion engine for future hybrid electric options. In this study, the modified engine was operated in flexi fuel mode with methanol/diesel, methanol/biodiesel, methanol/dimethyl ether (DME), methanol/polyoxymethylene dimethyl ether (PODE), (methanol + Isobutanol blends)/diesel and (methanol + PODE blends)/diesel in LTC strategy at a different speed and torque conditions. This approach improved the brake thermal efficiency by 8%, decreased NO and soot emissions by more than 90% compared to CDC mode. The improvement in brake thermal efficiency reduced CO2 emissions compared to CDC mode. In the FDFE engine, combustion phasing and fuel energy input are maintained as same as in CDC mode to investigate the dual-fuel effects in LTC mode over a neat diesel mode. Experimental study with energy and exergy analysis was carried out to assess the technical suitability of the FDFE as compared to the conventional diesel engine. The results proved that without relying on the after- treatment systems and fossil fuels, it is possible to reduce the NO, soot, unburnt hydrocarbon, carbon monoxide and CO2 emissions from the diesel engine, paving the way for extending the life of the diesel engine.

Dual-fuel diesel engine run with injected pilot biodiesel-diesel fuel blend with inducted oxy-hydrogen (HHO) gas

Oxy-hydrogen gas (HHO) is a carbon-free fuel, which is produced by the water electrolysis process. It can be used as an alternative to hydrogen since the current global hydrogen production and storage may not meet the required demand for transportation applications. This research work investigates the engine behavior of a compression ignition (CI) engine operated in dual-fuel mode by inducting HHO as a primary fuel and injecting two different pilot fuels viz., diesel, and JME20 (a blend composed of 80% diesel with 20% Jatropha methyl ester) at optimized engine conditions. The results revealed that; heat release rate, brake thermal efficiency, exhaust gas temperature, and nitric oxide emission are found to be higher about 5.2%, 1.1%, 18.6%, and 19.6% respectively, while unburnt hydrocarbon, carbon monoxide, and smoke emissions are reduced by about 33.3%, 29.4%, and 18.7% respectively in Opt.JME20 + HHO operation compared to that of the baseline data at maximum load.

Towards improved performance and lower exhaust emissions using exhaust gas recirculation coupled compression ignition engine fuelled with nanofuel blends

ABSTRACT Emission standards are becoming increasingly stringent. When it comes to diesel engine exhaust emissions, nitrogen oxides (NOx) and soot emissions need effective control as these emissions have a trade-off connection, making it difficult to achieve the emission regulation. To effectively manage NOx emissions from diesel engines, external exhaust gas recirculation has been implemented. The effects of EGR on the engine characteristics of a single-cylinder diesel engine running on pongamia methyl ester mixed with aluminum oxide nanoparticles are detailed in this work. The pongamia methyl ester was mixed with mineral diesel (25 vol. %). The nanofuel blend was made by mixing aluminum oxide nanoparticles with B25 fuel at a dosage of 100 ppm (B25A100). Experiments with diesel, B25, and B25A100 with various EGR rates were conducted in a compression ignition engine (10–30%). The combined impact of nanoparticles blended B25 with 20% EGR yielded a substantial reduction in NOx by 4.95% compared to B25. In addition, the unburnt hydrocarbon, carbon monoxide, and smoke emissions were found to increase as compared with B25. Arise in brake thermal efficiency of 4.6% was noticed for B25A100 + 20% EGR than that of B25. The brake specific fuel consumption was reduced by 4.23% for B25 blend. With 20% EGR, the in-cylinder pressure and instantaneous heat release rate were reduced. As a result, combining pongamia methyl ester with aluminum oxide nanoparticles and 20% EGR enhances engine performance while reducing emissions.

Effectiveness of Ethyl Acetate, 1-Octanol, and Soy Biodiesel in Stabilizing Ethanol–Diesel Fuel Blends and Performance of Compression Ignition Engine on Stabilized Fuel Blends

A study was conducted to evaluate ethyl acetate, soy biodiesel, and 1-octanol as surfactants for stabilization of ethanol–diesel fuel blends. The evaluation was based on the temperature stability and engine performance of ethanol–diesel fuel blends stabilized by selected surfactants. Among the three selected surfactants, 1-octanol was most effective in stabilizing ethanol–diesel fuel blends. Out of 20 ethanol–diesel fuel blends prepared with 1-octanol as surfactant, only 3 blends showed distinct phase separation; the rest 17 remained stable in the entire temperature range of 0–45 °C. At the rated engine speed, eight ethanol–diesel fuel blends showed similar power-producing capability as that of diesel. The engine running on diesel developed a power of 3.71 kW, while the engine brake power with ethanol–diesel fuel blends was in the range of 3.67–3.74 kW at the rated load condition. The tested fuel blends resulted in slightly higher fuel consumption and increased emission of unburnt hydrocarbons as compared to the diesel fuel. The tested fuel blends had comparable thermal efficiency and acceptable UBHC and NOx emissions compared to diesel.

Experimental analysis of nano additive blended in Mahua oil biodiesel on engine characteristics

Fossil fuel depletion and environmental degradation are currently facing the planet. Increased automobile, power plants, and factories emit more carbon monoxide (CO), unburnt hydrocarbon (HC), and nitric oxide (NOx) emissions as a result of increased automobiles, power plants, and factories. As a result, the globe is looking for an alternative fuel that will not hurt the environment and will also be less expensive. It should also be renewable resources. It pushes the car into the next generation. Vegetables, which satisfy the need for physical and chemical qualities of mineral diesel in the current context. When vegetable oil is used in a diesel engine, it has a negative impact on performance and durability. As a result, the oil should be converted to biodiesel. Transesterification is a useful procedure for changing the properties of raw oil. One of the most essential solutions to the global energy dilemma is biodiesel. The performance and emission parameters of Mahua oil bio-diesel were investigated in this study (MOB). Additives are used to improve biodiesel's combustion properties. Tests were conducted across the whole spectrum of engine operation and under various load circumstances. Engine performance factors like as specific consumption, braking thermal efficiency, and exhaust gas emissions are reduced as biodiesel concentration is increased. MOB blends can be used to replace diesel in diesel engines used in transportation and agriculture.

Investigation on ethanol-glycerol blend combustion in the internal combustion sparkignited engine. Engine performance and exhaust emissions

The paper presents results from investigation on a new type of fuel which can be implemented for the both automotive and power industry. The proposed fuel is of a completely renewable origin based on ethanol and glycerol at the ratio of 3:1 (75% and 25%), respectively. Hence, it does not contribute to unsustainable CO2 emissions to the atmosphere. The analysis of combusting the ethanol-glycerol blend in the spark-ignited reciprocating engine was focused on engine performance, combustion thermodynamics, and toxicity content in the exhaust gases. The analysis was conducted as a comparative analysis for gasoline and ethanol, which were treated as reference fuels. The toxic emissions of CO, NOx, and unburnt hydrocarbons (UHC) did not differ remarkably from the gasoline emissions tests. The engine performance expressed by the indicated mean effective pressure deteriorated less than 3%. It was found that the ethanol-glycerol blend at the ratio of 3:1 (75/25%) can be directly applied as a substitute fuel for either gasoline or ethanol in internal combustion engines in the automotive and power industry.