Impact of Waste Fry Biofuel on Diesel Engine Performance and Emissions

Energy is primarily obtained from fossil fuels and with the use of fossil fuels, we are increasing the emissions and greenhouse gases. It takes constant effort to meet the energy need from environmentally acceptable and renewable fuels. In order to find a replacement for depleting fossil fuel energy, a range of oxygenated fuels was investigated based on their accessibility and geographic areas. This work assessed the transesterification process’s feasibility of turning used fry oil into biodiesel fuel and its physiochemical characteristics. The performances of a diesel engine operating on biodiesel and diesel fuel were assessed and compared. Four different types of fry oils were utilized for the research on a diesel agricultural engine with indirect injection. The first fry, second fry, third fry, and restaurant fry were the various sorts of fry oil. Five different types of biodiesels and their blends were investigated for their engine efficiency and emission metrics. B40 (biodiesel 40% and diesel 60%) and B80 (biodiesel 80% and diesel 20%) biodiesel blends were tested in different engine speed conditions under 50% and 100% engine loads. While the brake thermal efficiency (BTE) decreased as the engine rpm increased, it was found that the brake-specific fuel consumption (BSFC) increased. Due to the poor air–fuel ratio at higher engine speeds, the BTE decreased. NOx (nitrogen oxides) emissions were higher for all the biodiesel blends because of the higher oxygen content in the biodiesel blends. The smoke opacity in both blends decreased with rising rpm under both load situations and was lower than in pure diesel. Because of the larger cetane number and lower heating value, the exhaust gas temperature (EGT) dropped. It was determined that prolonging the fry time altered the engine performance and emission metrics. The use of sustainable fuel is essential; waste fry cooking oil as a substitute for fossil diesel could be a prospective replacement in the agricultural engine and transportation sector

The Study on the Effect of the Piston Shapes through Biodiesel Mixture Combustion in Diesel Engine

In this work, we studied the combustion characteristics of a direct injection compression ignition (DICI) engine. Diesel uses different cylinder geometry and different injection rate shapes. We can change the piston surface to compare turbulent flow energy and eddy viscosity. So we use three geometric piston bowls for comparison. The geometry is set to a single circle, a double circle and a flat bottom so that the engine combustion characteristics can be improved and the exhaust emissions can be reduced. Therefore, we can find through simulation that a double circular geometry piston with a better geometry has the highest turbulent kinetic energy (TKE) and this results in two peak heat releases with a main peak heat release during premixed combustion. And secondary peak heat release occurs during the mixed controlled combustion phase. This article adopts this geometry. The air-biofuel mixture can be squeezed in two wheels because better vortexing can squeeze the mixture better to improve the mixture. Therefore, this article will examine the bowl-shaped geometries that produce high-KTE and low-viscosity fuels, single-circle geometries, double-circular geometries, and flat base geometries. In general, we can increase the air/fuel ratio by changing the geometry to reduce exhaust emissions

Experimental Investigation of Multiple Fry Waste Soya Bean Oil in an Agricultural CI Engine

Meeting the growing energy demand for sustainability and environmental friendly fuels is a continuous process. Several oxygenated fuels were tried and tested according to the availability depending upon the geographical locations to find a solution against rapidly depleting fossil fuels (gasoline and diesel). In the present investigation, the viability of waste fry cooking oil converted into biodiesel fuel and its various physiocochemical properties was evaluated. In this regard, the performance and emission of a CI engine was compared using biodiesel fuel and mineral diesel fuel. Experimental research was performed on a single-cylinder agricultural CI engine with indirect injection, and biodiesel fuel was used with three different types of fry oils. The fry oil was classified as one-time fry, two-time fry, and three-time fry. Engine efficiency and tail pipe emission attributes were evaluated for the three different fuels. The different fuel blends used for the experiment were B60 and B80 and were tested at full load, at different engine speed (rpm). It was found that brake specific fuel consumption (BSFC) increased with increasing speed, whereas brake thermal efficiency reduced with increasing engine speed. Brake thermal efficiency (BTE) reduces with increase in the engine speed because of a poor air–fuel ratio at high speed. CO2 emission is higher because of the higher density and heating value of the biodiesel fuel, which depends on the blending ratio and the frying time of the fuel. It was also encountered that NOx emission was higher for maximum test fuels except one-time fry waste cooking oil biodiesel at 60% blend, which showed lower NOx than diesel fuel. Smoke opacity in both the blends have a decreasing trend with increasing speed and are lower than pure diesel. The 1FWCOB (fry waste cooking oil biodiesel), 2FWCOB, and 3FWCOB fuel exhaust gas temperature (EGT) is reduced because of higher cetane number and lower heating value. Based on the result obtained, it was concluded that by increasing the frying time of the soya bean waste cooking biodiesel, the emission characteristics and engine performance were affected. The need for sustainable fuel is important, thus the use of waste fry cooking oil is a potential replacement for diesel

The Study on the Effect of the Piston Shapes through Biodiesel Mixture Combustion in Diesel Engine

In this work, we studied the combustion characteristics of a direct injection compression ignition (DICI) engine. Diesel uses different cylinder geometry and different injection rate shapes. We can change the piston surface to compare turbulent flow energy and eddy viscosity. So we use three geometric piston bowls for comparison. The geometry is set to a single circle, a double circle and a flat bottom so that the engine combustion characteristics can be improved and the exhaust emissions can be reduced. Therefore, we can find through simulation that a double circular geometry piston with a better geometry has the highest turbulent kinetic energy (TKE) and this results in two peak heat releases with a main peak heat release during premixed combustion. And secondary peak heat release occurs during the mixed controlled combustion phase. This article adopts this geometry. The air-biofuel mixture can be squeezed in two wheels because better vortexing can squeeze the mixture better to improve the mixture. Therefore, this article will examine the bowl-shaped geometries that produce high-KTE and low-viscosity fuels, single-circle geometries, double-circular geometries, and flat base geometries. In general, we can increase the air/fuel ratio by changing the geometry to reduce exhaust emissions