Experimental investigation into the effect of magnetic fuel reforming on diesel combustion and emissions running on wheat germ and pine oil

© 2019 Elsevier B.V. All rights reserved.The present study aims to explore the effect of fuel ionisation on engine performance, emission and combustion characteristics of a twin cylinder compression ignition (CI) engine running on biofuel. Wheat germ oil (WGO) and pine oil (PO) have been identified as diesel fuel surrogates with high and low viscosities, respectively. High viscosity biofuels result in incomplete combustion due to poor atomisation and evaporation which ultimately leads to insufficient air-fuel mixing to form a combustible mixture. Consequently, engines running on this type of fuel suffer from lower brake thermal efficiency (BTE) and higher soot emission. In contrast, low viscosity biofuels exhibit superior combustion characteristics however they have a low cetane number which causes longer ignition delay and therefore higher NO emission. To overcome the limitations of both fuels, a fuel ionisation filter (FIF) with a permanent magnet is installed upstream of the fuel pump which electrochemically ionises the fuel molecules and aids in quick dispersion of the ions. The engine used in this investigation is a twin cylinder tractor engine that runs at a constant speed of 1500 rpm. The engine was initially run on diesel to warm-up before switching to WGO and PO, this was mainly due to poor cold start performance characteristics of both fuels. At 100% load, BTE for WGO is reduced by 4% compared to diesel and improved by 7% with FIF. In contrast, BTE for PO is 4% higher compared to diesel, however, FIF has minimal effect on BTE when running on PO. Although, smoke, HC and CO emissions were higher for WGO compared to diesel, they were lower with FIF due to improved combustion. These emissions were consistently lower for PO due to superior combustion performance, mainly attributed to low viscosity of the fuel. However, NO emission for PO (1610 ppm) is higher compared to diesel (1580 ppm) at 100% load and reduced with FIF (1415 ppm). NO emission is reduced by approximately 12% for PO+FIF compared to PO. The results suggest that FIF has the potential to improve diesel combustion performance and reduce NO emission produced by CI engines running on high and low viscosity biofuels, respectively.Peer reviewe

Robinson Crusoe\u27s Isle

https://digitalcommons.library.umaine.edu/mmb-vp/6120/thumbnail.jp

Performance and specific emissions contours throughout the operating range of hydrogen-fueled compression ignition engine with diesel and RME pilot fuels

This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/)This paper presents the performance and emissions contours of a hydrogen dual fueled compression ignition (CI) engine with two pilot fuels (diesel and rapeseed methyl ester), and compares the performance and emissions iso-contours of diesel and rapeseed methyl ester (RME) single fueling with diesel and RME piloted hydrogen dual fueling throughout the engines operating speed and power range. The collected data have been used to produce iso-contours of thermal efficiency, volumetric efficiency, specific oxides of nitrogen (NO X ), specific hydrocarbons (HC) and specific carbon dioxide (CO2) on a power-speed plane. The performance and emission maps are experimentally investigated, compared, and critically discussed. Apart from medium loads at lower and medium speeds with diesel piloted hydrogen combustion, dual fueling produced lower thermal efficiency everywhere across the map. For diesel and RME single fueling the maximum specific NO X emissions are centered at the mid speed, mid power region. Hydrogen dual fueling produced higher specific NO X with both pilot fuels as compared to their respective single fueling operations. The range, location and trends of specific NO X varied significantly when compared to single fueling cases. The volumetric efficiency is discussed in detail with the implications of manifold injection of hydrogen analyzed with the conclusions drawn.Peer reviewedFinal Published versio

An assessment of how bio-E10 will impact the vehicle-related ozone contamination in China

Bio-E10 is short for the biofuel made up of 90% gasoline in volume and 10% bio-ethanol, which is the ethanol made from commercially-grown crops such as corn and wheat by the sugar fermentation process. In China, bio-E10 will be supplied nationwide from 2020 as an alternative to conventional gasoline, aiming at ensuring greater energy security and lowering the greenhouse gas emissions. In order to assess the impacts of the upcoming bio-E10 application on the ozone forming potential (OFP) of the emissions from in-use vehicles, this paper examined the carbonyls and volatile organic compounds (VOCs) in the evaporative and tailpipe emissions of three China-4 certified in-use vehicles fueled with a market-available gasoline and two match-blend bio-E10s, and calculated their OFPs using the Maximum Incremental Reactivity (MIR) method. The results revealed that for the evaporative emissions, the use of bio-E10s increased the carbonyl and VOC emissions released within the diurnal-loss stage by 8.5–17.6% and 11.1–78.6% respectively, but decreased the carbonyl and VOC emissions in the hot-soak stage by 47.4%–61.5% and 4.8%–20.6% respectively. Regarding the tailpipe emissions, in comparison to the gasoline baseline, burning bio-E10s increased the carbonyls by 15%–46% while reducing the VOCs by 37%–56% over the New European Driving Cycle (NEDC). Reductions in the tailpipe OFPs up to 47.3% were seen with the application of the bio-E10s, however, there were no clear conclusions with respect to the evaporative OFPs, which varied from −15% to ＋25% compared to the gasoline baseline. Based on the test results and census data, the application of bio-E10 in China is shown to help remove part of ozone contamination from the in-use vehicle sector

Some studies on reducing carbon dioxide emission from a CRDI engine with hydrogen and a carbon capture system

[[abstract]]The increased use of fossil fuels in the transportation sector has led to an exponential rise of carbon dioxide in the atmosphere. The carbon dioxide (CO2) is the major cause of global warming resulting in climate change and extreme weather conditions. This study explores the ways of reducing the CO2 emission from the exhaust of a common rail engine. The reduction in CO2 emissions were achieved by a combination of methods. It includes the use of low carbon biofuels (cedarwood oil (CWO), and wintergreen oil (WGO)), induction of zero-carbon, hydrogen in the intake manifold and a zeolite-based after-treatment system. In diesel, CWO and WGO were blended 20% by volume and experiments were conducted at different load conditions. The results shows that 20% blending of winter green oil resulted in maximum CO2 reduction of 20% as compared to diesel. The emission was further reduced with the induction of hydrogen along with the after-treatment system. It is seen that a maximum of 54% reduction in CO2 emission could be achieved with the combination for WGO in comparison to diesel without much affecting the other emissions and performance parameters. ? 2021 Hydrogen Energy Publications LL

Single zone combustion modeling of biodiesel from wastes in diesel engine

International audienceIncreasing interest in diesel engine technology and the continuous demand of finding alternate fuels and reducing emissions has motivated over the years for the development of numerical models, to provide qualitatively predictive tools for the designers. Among the alternative fuels, biodiesel is considered suitable and the most promising fuel for diesel engine. The properties of biodiesel from waste oils are found similar to that of diesel. In this present work, a unique single zone combustion model for diesel fuel and biodiesel was implemented to predict the cylinder pressure for the better understanding of combustion characteristics of different fuels tested in a diesel engine and also to predict the combustion and performance characteristics of the same engine running on different fuels. The single zone model coupled with a triple-Wiebe function was performed to simulate heat release between the period of IVC (inlet valve close) and EVO (exhaust valve open). This model also includes the submodels of intake and exhaust gases through the valves, ignition delay, burned fuel during the cycle and heat losses through walls to simulate all phases of combustion. The model calibration was performed using data from experiments on diesel fuel and biodiesel from waste cooking oil. Later the same model was used to simulate the combustion and the cylinder pressure of engine running on biodiesel derived from animal fat residues. Finally, cylinder pressure traces predicted by using single-zone model are compared to experimental pressure traces obtained from a diesel engine fuelled with diesel fuel and biodiesel. (C) 2012 Elsevier Ltd. All rights reserved

Experimental analysis of fuel from fish processing industry waste in a diesel engine

International audienceIn the present work, biofuel derived from industrial fish processing industry waste is used in diesel engines to study its suitability . Biofuel from industry fish waste is produced through catalytic cracking, and its quality has been improved through distillation. A single cylinder 4.5 kW at 1500 rpm was used to find the suitability of biofuel and undistilled biofuel in diesel engine. Experimental results show that the brake thermal efficiency of biofuel and undistilled biofuel is similar. Brake thermal efficiency for diesel, undistilled biofuel and biofuel is 29.98, 32.12 and 32.4%, respectively, at 80% load. Carbon monoxide, unburnt hydrocarbons, particulate matter and oxides of nitrogen emissions increase with undistilled biofuel compared to biofuel. There is a small reduction in carbon dioxide emission with undistilled biofuel compared to biofuel. Even though the cylinder pressure is high with undistilled biofuel, the intensity of premixed combustion is lower than distilled biofuel. The ignition delay and combustion duration increase with undistilled biofuel. Finally, it is concluded that the fuel derived from fish processing industry waste can be used as a fuel for diesel engine after distillation

Optimization of biodiesel production from animal fat residue in wastewater using response surface methodology

International audienceAnimal fat residues (AFR) from waste water were used as feedstock to produce biodiesel by a two-step acid-catalyzed process. Treatment of the AFRs with 5.4% (w/w) of 17 M H2SO4 at a methanol/AFR ratio of 13:1 (50% w/w) at 60 degrees C converted more than 95% of the triglycerides into fatty acid methyl esters (FAMEs) with an acid value (AV) of 1.3 mg(KOH)/g(biodiesel). Response surface methodology indicated that a lower AV cannot be reached using a one-step acid catalyzed process. Thus a two-step acid catalyzed process was employed using 3.6% catalyst and 30% methanol for 5 h for the first step and 1.8% catalyst and 10% methanol for I h in the second step, resulting in a yield higher than 98% and an AV of 0.3 mg(KOH)/g(biodiesel). The product thus conforms to the European norm EN14214 concerning biodiesel. (C) 2012 Elsevier Ltd. All rights reserved

Effects of biofuel from fish oil industrial residue - Diesel blends in diesel engine

International audienceThe present work aims to produce biofuel from fish oil industrial residue and to test the biofuel in diesel engine. A 4.5 kW at 1500 rpm single cylinder air cooled direct injection diesel engine was used for the present experimental work. The experimental results show that the brake thermal efficiency marginally increases with biofuel from 29.98% (neat diesel) to the maximum of 32.4% with biofuel at 80% of maximum load. Also experiments were conducted with different blends of biofuel and diesel (B20 and 840). Though the NO emissions are high with neat biofuel and blends, the other emissions like CO, HC and particulate matter (PM) are decreased. The PM emissions decrease when the percentage biofuel increases in the blend. It reduces from 8271 ng/s with neat diesel to 8137 ng/s with B40. It further reduces to the minimum of 7842 ng/s with neat biofuel. The cylinder peak pressure increases as the biofuel quantity increases in the blend. The rate of premixed combustion increases with neat biofuel and its blends than neat diesel. Addition of biofuel with diesel decreases the combustion duration and ignition delay due to higher cetane number of biofuel