Influence of injection pressure on the dual-fuel mode in CI engines fueled with blends of ethanol and tamanu biodiesel

DATA AVAILABILITY : The data used to support the findings of this study are included within the article.The acceleration of global warming is primarily attributable to nonrenewable energy sources such as conventional fossil fuels. The primary source of energy for the automobile sector is petroleum products. Petroleum fuel is depleting daily, and its use produces a significant amount of greenhouse emissions. Biofuels would be a viable alternative to petroleum fuels, but a redesign of the engine would be required for complete substitution. The use of CNG in SI engines is not new, but it has not yet been implemented in CI engines. This is due to the fuel having a greater octane rating. The sole use of CNG in a CI engine results in knocking and excessive vibration. This study utilizes CNG under dual-fuel conditions when delivered through the intake manifold. In a dual-fuel mode, compressed natural gas (CNG) is utilized as the secondary fuel and a blend of 90% tamanu methyl ester and 10% ethanol (TMEE10) is used as the primary fuel. The injection pressure (IP) of the primary fuel changes between 200 and 240 bar, while the CNG induction rate is kept constant at 0.17 kg/h. The main combustion process is governed by the injection pressure of the pilot fuel. It could be affecting factors such as the vaporization characteristics of the fuel, the homogeneity of the mixture, and the ignition delay. Originally, tamanu methyl ester (TME) and diesel were used as base fuels in the investigation. As a result of its inherent oxygen content, TME emits more NOx than diesel. The addition of 10% ethanol to TME (TMEE10) marginally reduces NOx emissions in a CI mode because of its high latent heat of vaporization characteristics. Under peak load conditions, NOx emissions of TMEE10 are 6.2% lower than those of neat TME in the CI mode. Furthermore, the experiment was conducted using TMEE10 as the primary fuel and CNG as the secondary fuel. In the dual-fuel mode, the TMEE10 blend showed higher combustion, resulting in an increase in performance and a significant decrease in emission characteristics. As a result of the CNG’s high-energy value and rapid burning rate, the brake thermal efficiency (BTE) of TMEE10 improves to 29.09% compared to 27.09% for neat TME. In the dual-fuel mode of TMEE10 with 20.2% CNG energy sharing, the greatest reduction in fuel consumption was 2.9%. TMEE10 with CNG induction emits 7.8%, 12.5%, and 15.5% less HC, CO, and smoke, respectively, than TME operation.http://www.hindawi.com/journals/ijce/am2023Mechanical and Aeronautical Engineerin

Assessment on performance and emission characteristics of the CRDI engine fueled with ethanol/diesel blends in addition to EGR

In this research, the CRDI engine characteristics were analyzed with the aid of exhaust gas recirculation rate (EGR) adoption fueled with ethanol blends. The test fuels were the various blends with ethanol, such as (10% of ethanol + 90% of diesel) E10D90 (20% of ethanol + 80% of diesel), E20D80, and (30% of ethanol + 70% of diesel) E30D70. From the results, it was revealed that performance characteristics were reduced when using a higher concentration of the alcohols mixed with diesel fuel. The blend E30D70 showed that brake thermal efficiency (BTE) without EGR drops by 3.8%, increased by 9.14% of BSFC, a 9.25% decrease in oxides of nitrogen emissions, and slightly decreased CO and HC emissions compared to baseline diesel operation at 60% load condition. The blend E10D90 with 20% EGR shows the highest BTE of 8.87% when compared with base fuel, due to proper fuel mixture taking place in the inlet manifold. The results indicate that the engine runs smoothly, and E30D70 has chosen an optimum blend. A further experiment was performed using E30D70 with different rates of exhaust gas recirculation system. The addition of exhaust gas recirculation with E30D70 in the common rail diesel engine exhibits oxides of nitrogen emission, but in contrast, it was noticed to have inferior performance characteristics and drastically decreased HC and CO emissions. The hydrocarbon emission decreased E10D90, E20D80, and E30D70 at 60% load condition by 21.42%, 37.38%, and 48.76%, respectively. The blends E10D90, E20D80, and E30D70 decreased carbon dioxide by 7.9%, 30.08%, and 31.98%, respectively. The maximum reduction of NOx emission was observed at about 51.06% at an EGR rate of 20% with E30D70.http://www.hindawi.com/journals/ijceam2023Mechanical and Aeronautical Engineerin

Investigation of Nanocomposite heat exchanger annular Pipeline flow using CFD analysis for Crude Oil and Water Characteristics

This study focuses on the dual-core annular process of crude oil and water. The crude oil exhibits non-Newtonian behavior with high viscosity. The heat transmission flow in pipeline locations is complex. In this process, the cooled water passes through the annular core, experiencing turbulence effects, while the crude oil flows in a laminar manner. The influence of the non-Newtonian behavior is investigated in terms of pipe angles and deformations. In the valve, the inlet velocity flow is set at 1.75 m/s. The flow is executed in downhill orientations. in high-velocity locations. The simulation results show CFD variations with a velocity of 3.5 m/s, pressure of 2.33 MPa, pressure gradients of 1.33 MPa, and Reynolds numbers of 1.38 MPa. This study is being conducted for a horizontal pipeline. The CFD solution solvers investigate the volumetric flow characteristics of the fluid as well as the temperature effects. The maximum heat energy has been reduced, resulting in unique flow directions

Experimental based comparative exergy analysis of a spark‐ignition Honda GX270 Genset engine fueled with LPG and syngas

Abstract The present study investigates three different fuels such as gasoline, liquefied petroleum gas (LPG), and syngas in spark‐ignition Honda GX270 Genset engine under wide‐open throttle position on its performance, combustion characteristic as well as availability analysis. The results showed that when the engine operated with gasoline fuel, the brake thermal efficiency was higher than that of LPG and syngas by 6.2% and 7.4%, respectively, throughout the engine load condition. Brake‐specific fuel consumption of the engine with syngas (660 g/kW h) and LPG fuel (812 g/kW h) was higher than that of the gasoline fuel (510 g/kW h) at the 4.5 kW of engine load. The engine emission results showed syngas operation caused a significant reduction in NOx by 58.4%, CO by 16.5%, HC by 23.2% compared to gasoline fuel at peak load conditions. On the other hand, exergy analysis concludes the exergy efficiency for all the test fuels increases with an increase in engine load due to a high rise in shaft output. At a 4.5 kW power output, the exergy efficiency of the engine was improved to 46.45% from 45.62% and 29.73% with syngas, gasoline, and LPG, respectively. The maximum exhaust gas availability has been observed as 24.51% of availability input for syngas at 100% load condition