Search

In this study, an optical experiment was performed in a constant volume chamber to investigate the effects of ambient temperature (700–800 K), ambient pressure (1.2–2.2 MPa), and ammonia energy fraction (30–90%) on low-temperature lean combustion and emissions characteristics of pilot diesel-ignited premixed ammonia. As the temperature was increased from 700 K to 800 K, a transition occurred from diesel-dominated diffusion combustion to ammonia-dominated premixed combustion, marked by a shift from a single to a double-peaked heat release rate (HRR). Notably, 750 K appears to be a demarcation point between these two combustion regimes. The increase in temperature also expands the spatial distribution of the NO group and results in its earlier formation. Elevated ambient pressure leads to a shorter ignition delay, a higher spatial integrated natural luminosity (SINL, a soot indicator), and a larger percent flame area (PFA). Moreover, peak HRR and NO emissions are accelerated, bringing the combustion process closer to diesel-like characteristics. High ammonia energy fractions have a substantial negative impact on combustion, but significantly reduce NO production in the later stages of combustion. Compared to a 30% ammonia energy fraction, a 90% ammonia energy fraction results in a 78.6% reduction in peak HRR and a 277.5% increase in ignition delay. Meanwhile, both SINL and PFA are significantly reduced. A 50% ammonia energy fraction can significantly increase the ammonia content of blended fuels without notably affecting combustion and emissions characteristics. • Combustion modes were shifted by adjusting ambient temperature and ammonia energy fraction. • Ammonia energy fraction can be increased to 50% while maintaining combustion quality. • NO group distribution during combustion was investigated by an image intensifier. • Temperature affects NO and soot emissions more than ammonia energy fraction and pressure. [ABSTRACT FROM AUTHOR]

In the face of the pressure of global warming, the use of carbon-free fuels in internal combustion engines to reduce emissions has received extensive attention. In order to study the effects of diesel injection strategy on combustion and emission characteristics of ammonia-diesel dual fuel engines. Caterpillar 3401 diesel engine was taken as the research object, a simulation model was established with CONVERGE software to study the effects of different injection rate profiles (trapezoid, wedge, slope, triangle and rectangle) on combustion and emissions characteristics of ammonia / diesel dual-fuel engine under the conditions of 40% ammonia energy fraction, the same fuel injection volume and fuel injection duration. The results show that the diesel injection rate profile has a significant effect on the mixture of diesel, ammonia and air, thus affecting combustion and emissions. When the injection rate profile is trapezoid, the injection rate is higher in the injection stage and the mixing time of ammonia and diesel is longer, which makes the ammonia-diesel mixture more uniform, and the corresponding unburned ammonia emissions is lowest. Compared with the rectangle injection rate profile, the indicated mean effective pressure of the trapezoidal, wedge, slope and triangle injection rate profiles increases by 4. 36%, 0. 76%, 1. 09% and 3. 08%, respectively. Due to the small difference in maximum temperature, which results in very little variation in nitrogen oxides for each injection rate profiles. A scheme of injection rate profile for improving combustion and emissions performance of ammonia-diesel dual fuel engine is presented. [ABSTRACT FROM AUTHOR]

Polymeric additives with methacrylate functional comonomers (2-(diethylamino)ethyl, 2-(diisopropylamino)ethyl and 2-(tert-butylamino)ethyl methacrylate) were synthesized, and their influence on the low-temperature properties of diesel fuel was studied. The crystallization behavior of the additives and the formulated diesel was observed by differential scanning calorimetry and optical microscopy with polarization. Low-temperature properties of diesel fuel—cold filter plugging point (CFPP) and pour point (PP) were conducted according to standard test methods. The synthesized additives had a great effect on the crystallization behavior of paraffins in diesel fuel by changing the morphology, number and size of crystals. Moreover, all of the synthesized additives greatly improved the low-temperature filterability, with the best improvement achieved by the additive containing 2-(diethylamino)ethyl methacrylate (DEAEMA) in the structure improving the CFPP value by 10 °C and the PP value by 27 °C. [ABSTRACT FROM AUTHOR]

The article presents the results of testing the validity of the hypothesis about the possibility of isolating the exhaust gases of the internal combustion engine (exhaust gas source). The objective was to conduct an experimental study of the "exhaust gas source - storage tank" system. In the experimental study, the following was performed: establishment of influencing factors and output parameters; selecting the number of experiments; methods and means of measurement; conducting an experiment at the stand. [ABSTRACT FROM AUTHOR]

Diesel engines are commonly used due to its higher reliability and better fuel conversion efficiency. However, it produces exhaust emissions like carbon dioxide (CO 2) and particulate matter (PM). Hydrogen gas is regarded as a clean fuel as it is free from carbon. The addition of hydrogen fuel enhances the burning rates and extends the flammability limits of fossil fuels, and therefore has the potential of reduced exhaust emission in diesel engines operating on dual fuel mode. This paper has investigated the effect of hydrogen addition to the performance and emissions of a single-cylinder diesel engine, working in dual fuel mode with additive di-tert butyl peroxide (DTBP). About 25% hydrogen was introduced into the cylinder on a mass basis via the engine intake manifold with the addition of additive di-tert butyl peroxide up to 5% in diesel fuel. In this experimental study, mean gas temperature, indicated mean effective pressure (IMEP), brake mean effective pressure (BMEP), polytropic index, and exhaust emissions were studied at medium (53%) and high (69%) load conditions. The indicated mean effective and brake mean effective pressure was 9.79 bar with a 3% addition of additive and 4.15 bar with the 5% addition of additive as compared with 8.71 bar and 4.11 bar diesel fuel operation. 16% hydrogen addition with 1% di-tert butyl peroxide, IMEP, and BMEP are 10.92 bar, and 4.14 bar respectively. • Additive with hydrogen fuel work as alternative fuel in diesel engine. • Effect of temperature and pressure with additive (1%–5%) and diesel fuel. • At 53% load, the reduction in polytropic index with additive from 3% to 5%. • At 69% load, enhanced in polytropic index from 1% to 5% additive. • Indicated mean effective pressure and brake mean effective pressure enhanced. [ABSTRACT FROM AUTHOR]

The ever-increasingly stringent emission objectives and restrictions have not been able to alleviate the serious danger that road traffic emissions bring to human health. Several EU countries' older vehicle fleets continue to contribute significantly to particulate matter (PM) emissions, despite the new passenger car laws' successfully reduce the PM emissions. It has also been demonstrated that various driving situations, such as sub-zero running temperatures, impact the emissions, and the toxicity of particulate matter (PM) emissions from various novel biobased fuels is still up in the air. Generally speaking, there is a dearth of both theoretical and empirical information regarding the toxicity of various PM emissions and circumstances. This study demonstrates that at sub-zero temperatures, exhaust gas particulate matter (PM) from recently controlled passenger cars powered by various fuels can cause toxicological reactions in laboratory settings. Using exhaust gas volume-based PM doses and an older diesel vehicle, we were able to assess the impact of the new emissions regulations and gain a clearer grasp of the actual exposure. Toxicological reactions and particulate matter (PM) concentrations were highest in E20 gasoline in vehicles that were required to comply with the new standards, but E80, a higher methanol blend, produced exhaust gas PM concentrations that were marginally lower and significantly lower, respectively. Engines that ran on modern diesel and LNG produced the fewest particulate matter (PM) concentrations and toxicological reactions. The current research demonstrates that different fuels have different levels of harmful exhaust gas PM. The increased emissions limits were beneficial, as previous diesel cars produced far more particulate matter (PM), which was both more concentrated and more harmful than what modern cars produce. [ABSTRACT FROM AUTHOR]

In this study, pollutant gas emissions and combustion efficiency of LPG fuel burning in a steam boiler were investigated experimentally and compared with the diesel fuel-based results. Designed and manufactured of a new tangential swirl burner, and used for gaseous fuel combustion (LPG) in the boiler that was already designed to be operated with liquid fuel (diesel). The study involves conducting experiments using a broad range of equivalence ratios (Φ) and with three different diameter ratios (dr = 1/10, 1/15, and 1/20) (diameter ratios = The variable diameter of the burner is compared against the fixed diameter of the boiler). The volumetric ratios of CO2, CO as well as the HC content in the exhausted gases are measured and the boiler efficiency is predicted. The obtained results revealed that the replacement of the liquid fuel burner with the tangential swirl gas (LPG) burner is simple, inexpensive, and had no negative effect on the other parts of the boiler. In addition, the lowest pollutant gas concentrations detected in the exhausted gases and the highest boiler efficiency are obtained with a diameter ratio of 1/10. In comparison with diesel fuel combustion, the LPG fuel offered the cleanest combustion at Φ approaching 1 and above, required less O2 for complete combustion, and had the least HC content in the exhaust gases at the lean mixing area. Finally, the boiler efficiency operating with LPG fuel was higher than that obtained with diesel fuel for all equivalence ratios. [ABSTRACT FROM AUTHOR]

The conventional utilization of fossil fuels precipitates uncontrolled carbon dioxide and sulfur oxides emissions, thereby engendering pronounced atmospheric pollution and global health ramifications. Within the maritime domain, concerted global initiatives aspire to mitigate emissions by 2050, centering on the adaptation of engines, alteration of fuel compositions, and amelioration of exhaust gas treatment protocols. This investigation pioneers experimentation with marine gas oil augmented by methanol, a practice conventionally encumbered by prohibitively expensive additives. Successful amalgamation of methanol, animal-derived biodiesel, and marine gas oil (MGO) is empirically demonstrated under meticulously controlled thermal conditions, creating a homogeneous blend with virtually zero sulfur content and reduced carbon content, featuring characteristics akin to conventional marine gas oil but with no use of expensive emulsifiers. This new blend is suitable for employment in maritime engines utilizing Delaval technology, yet with significantly lower energy requirements compared to those necessitated using conventional very low sulfur fuel oil (VLSFO) with a maximum sulfur content of 0.5% w/w. [ABSTRACT FROM AUTHOR]

This article simply aims to compare two case studies concerning the purification, using carbon nanotubes, of water contaminated by the following two different common pollutants: benzoic acid and diesel. In particular, the aim is to highlight how the different natures of both of the polluting molecules and the carbon nanotubes play a fundamental role in water treatment. These two pollutants were taken into consideration because of their different chemical natures: benzoic acid is a polar pollutant, while the molecules present in diesel are substantially nonpolar. The carbon nanotubes used were both functionalized and nonfunctionalized. Functionalization is a process that allows for the introduction of functional groups onto the surface of carbon nanotubes. In this research, carboxylic functionalization was performed, which allowed for the insertion of carboxylic groups through attacks with sulfuric and nitric acids. Thanks to the results obtained, it was possible to quantify the optimization of the purification process depending on the types of carbon nanotubes and polluting molecules considered. The functionalized nanotubes exhibited greater performances in the treatment of water contaminated by benzoic acid compared to the nonfunctionalized ones. Instead, in the treatment of water contaminated by diesel, a greater purification capacity was shown by the nonfunctionalized carbon nanotubes compared to the functionalized ones. [ABSTRACT FROM AUTHOR]

With a specific end goal to take care of the worldwide demand for energy, broad research is done to create alternative and cost-effective fuel. The fundamental goal of this examination is to investigate the performance, emissions and vibration characteristics of a single cylinder four stroke diesel engine, working in dual fuel mode with biodiesel of Karanja oil ((BKO) as a renewable fuel and hydrogen (H 2) as gaseous fuel on low (2%), intermediate between medium-high (53%) and high (69%) load conditions. Biodiesel of Karanja oil as 20% biodiesel and 80% diesel known as BKO20, while 30% biodiesel and 70% diesel known as BKO30. With 25% introduction of gaseous fuel (H 2) and biodiesel (10%–40%) along with diesel showed an increase in brake thermal efficiency (BTE), 85.23%, 10.62% and 19.4% respectively as compared to parent diesel fuel operation. As far as emission is concerned, oxides of nitrogen (NO x) decreased on higher load conditions with a variation of biodiesel (10%–50%) in comparison to low load condition. However, the formation of monoxide (CO), carbon dioxide (CO 2) and un-burnt hydrocarbon (HC) decreases along with BKO50 using 25% hydrogen fuel substitution at high (69%) load conditions. • H 2 (25%) along with Karanja oil (40%) substituted by 65% diesel fuel. • Brake thermal efficiency (85.23%) optimum with Karanja oil (10%) by H 2 (25%) fuel. • Emission, combustion and its performance formed superior features. • NO x formation decreased as biodiesel substitution increases up to 50%. [ABSTRACT FROM AUTHOR]

A multiyear power system R&D program was completed with the objective of developing an off-road hybrid heavy duty diesel engine with front end accessory drive-integrated energy storage. This system was validated to deliver 10.5-25.6% reduction in fuel consumption over current Tier 4 Final-based 18L diesel engines, over various off-road machine application cycles. The power system consisted of a downsized heavy-duty diesel 13L engine containing advanced combustion technologies, capable of elevated peak cylinder pressures and thermal efficiencies, thermal barrier coatings, exhaust waste heat recovery via SuperTurbo™ turbocompounding, and hybrid energy assisting and recovery through both mechanical and electrical systems. Following the concept definition, design, and analysis phases of the program, the final phase focused on building and validating the performance and efficiency in laboratory tests. While aspects of the system such as start/stop and reduced off-road cooling package energy losses were only analytically evaluated, the main 13L concept engine with full hybrid system was successfully built and tested in steady-state and in transient certification and real-world application cycles. Extensive simulations in Caterpillar's DYNASTY™ software environment utilized the validation test data to assess performance more fully and confidently over varied cycles and strategies. An average fuel consumption reduction of 17.9% was realized, and the majority (~13%) of the benefit stemmed from the core concept 13L engine. To conclude, a total cost of ownership analysis provides context to commercial viability and where adoption focus should be placed. [ABSTRACT FROM AUTHOR]

The research primarily focuses on investigating the impact of hydrogen induction on parameters of a compression ignition (CI) engine utilizing biodiesel blended with decanol, up to knock limit. The utilization of non-edible oil, exemplified by Prosopis Juliflora seed oil (JFO), presents inherent challenges due to its elevated viscosity, limited atomization, and suboptimal combustion attributes. However, the conversion of JFO into Prosopis Juliflora methyl ester (JFME) biodiesel substantially ameliorates its fuel characteristics, although it still exhibits relatively lower performance in comparison to conventional diesel fuel. To enhance the attributes of JFME blends, decanol is mixed with 20 % on volumetric basis (referred to as D20). Furthermore, the introduction of hydrogen into the engine's intake manifold is employed to bolster performance and curtail emissions. Different hydrogen flow rates, spanning from 2.5 to 10 litres per minute (lpm), are assessed in conjunction with the D20 biodiesel blend. The inclusion of hydrogen into D20 blends yields an enhancement in brake thermal efficiency (BTE), coupled with reductions in hydrocarbon (HC), carbon monoxide (CO), and smoke emissions. However, it should be noted that hydrogen's notable flame velocity and higher calorific value engender escalated combustion temperatures and an associated rise in Nitric oxide (NO) emission. The research also encompasses an evaluation of engine vibration during dual-fuel operation, revealing a proportional increase in engine vibration with heightened rates of hydrogen induction. In summation, the utilization of D20 in conjunction with hydrogen at a rate of 10 lpm emerges as a viable approach for operating diesel engines in a dual-fuel mode. [Display omitted] • Use of Prosopis Juliflora methyl ester in compression ignition engine. • Addition of decanol with Prosopis Juliflora methyl ester and study its effect. • Induction of hydrogen to improve the performance and emissions. • Analyze the vibration of compression ignition engine with different test fuels. [ABSTRACT FROM AUTHOR]

In this study, experimental engine tests were conducted to investigate the combustion, performance, and emission characteristics of a diesel engine using a fuel blend composed of diesel, biodiesel, and fusel oil. In the study, which was carried out by using fuels obtained from different wastes together in a diesel engine. Seven different fuels were prepared for experiments by adding waste cooking oil (30% and 50%) and fusel oil (5% and 10%) by volume to commercial diesel fuel. The tests were carried out on the Lombardini LDW 1003 engine, a three-cylinder diesel engine, at four different engine loads (10, 20, 30, and 40 Nm), and a constant speed (2000 rpm). The experimental results revealed that the use of WCO generally led to increased NOx emissions which generally decreased with the fusel oil addition to the fuel mixture. Considering diesel fuel as a reference at maximum load conditions, there was a 12.63% increase in NOx emissions with 50% WCO. A 2.45% decrease in NOx emissions was achieved by adding 10% fusel oil. Furthermore, HC emissions decreased with the addition of both fusel oil and WCO at all load levels. When diesel fuel is taken as a reference at maximum load conditions, a 90% reduction in HC emissions was achieved by adding 50% WCO, and a 50% reduction in HC emissions was achieved by adding 10% fusel oil. Additionally, when diesel fuel is taken as a reference at maximum load condition, it was observed that a 0.05% increase in the maximum cylinder pressure value with the addition of 50% WCO and a 2.09% increase in the maximum cylinder pressure value with the addition of 10% fusel oil. [ABSTRACT FROM AUTHOR]

Biodiesel serves as a biodegradable, non-toxic, and renewable fuel option that offers an alternative to traditional fossil fuels. This study aimed to examine the impact of elevating biodiesel content to 20% and 50% within regular diesel, with a focus on comprehending how these fuel mixtures influence variations in soot composition using Raman spectroscopy. The soot samples under analysis originated from commercial S10 diesel, as well as fuel blends containing 20% and 50% portions of sunflower and macaúba biodiesel, whereupon the use of this methodology for these fuels characterizes the novelty of this work. The outcomes derived from analyzing the soot samples revealed distinct characteristics in the G, D1, D3, and D4 bands. The ratio between the intensities of these D and G bands is closely indicative of the soot's structure. Consequently, this ratio was analyzed in this investigation to assess the effects of biodiesel concentration and engine rotation speed on soot characteristics. The conclusions found in this study indicated that there was minimal variation in the spectral characteristics of the soot samples across the different fuels and varying engine speeds. As a result, it is inferred that increasing the proportion of biodiesel in commercial diesel S10 did not have a significant impact on the structural composition of soot. [ABSTRACT FROM AUTHOR]

The internal combustion engine continues to be the main source of power in various modes of transport and industrial machines. This is due to its numerous advantages, such as easy adaptability, high efficiency, reliability and low fuel consumption. Despite these beneficial qualities of internal combustion engines, growing concerns are related to their negative environmental impacts. As a result, environmental protection has become a major factor determining advancements in the automotive industry in recent years, with the search for alternative fuels being one of the priorities in research and development activities. Among these, fuels of plant origin, mainly alcohols, are attracting a lot of attention due to their high oxygen content (around 35%). These fuels differ from diesel oil, for instance, in kinematic viscosity and density, which can affect the formation of the fuel spray and, consequently, the proper functioning of the compression–ignition engine, as well as the performance and purity of the exhaust gases emitted into the environment. The process of spray formation in direct injection compression–ignition engines is extremely complicated and requires detailed analysis of the fast-changing variables. This explains the need for using complicated research equipment enabling visualisation tests and making it possible to gain a more accurate understanding of the processes that take place. The present article aims to present the methodology for alternative fuel visualisation tests. To achieve this purpose, sprays formed by diesel–ethanol blends were recorded. A visualisation chamber and a high-speed camera were used for this purpose. The acquired video provided the material for the analysis of the changes in the vertex angle of the spray formed by the fuel blends. The test was carried out under reproducible conditions in line with the test methodology. The shape of the fuel spray is impacted by an increase in the proportional content of ethanol in the diesel and dodecanol blend. Based on the present findings, it is possible to note that the values of the vertex angle in the spray produced by the diesel–ethanol blend with the addition of dodecanol are most similar to those produced by diesel oil at an injection pressure of 100 MPa. The proposed methodology enables an analysis of the injection process based on the spray macrostructure parameters, and it can be applied in the testing of alternative fuels. [ABSTRACT FROM AUTHOR]

The most important problem of oil industries and refineries is the leakage and spraying of oil compounds and products through transportation systems on agricultural soils. Penetration of petroleum compounds in the soil causes the fertility of the agricultural soil to decrease drastically. The seeds of agricultural and garden plants either do not grow at all or do not grow optimally in soils contaminated with petroleum compounds. Seed coating is one of the ways to enhance the plants’ seed germination in contaminated soils with diesel. The use of natural materials is preferable to chemicals to prevent the aggravation of environmental pollutants. The main aim of this study was to evaluate the effect of calcium alginate as a coating layer on maize seed for germination in contaminated soil with diesel. This experiment was organized in a two-way ANOVA (4 × 4) in which factor A consisted of four levels of diesel- contaminated soil (0, 2, 4, 6%), and factor B consisted of calcium alginate concentrations (0, 1, 2, 3%). Experimental treatments’ effects were studied in a completely randomized design with four replications. Experimental variables included some components of vegetative growth, hormones, and enzymes. The most important results showed that seeds coated with calcium alginate concentrations (1, 2, 3%) under diesel-contaminated soils increased germination percentage, shoot and root lengths, and shoot fresh weight while decreasing the activity of antioxidant enzymes including catalase, superoxide dismutase, as well as malondialdehyde production. Also, the results showed that 2 and 3% of calcium alginate concentrations produced the highest amount of Gibberellin A3 hormone, while these concentrations produced the lowest amount of abscisic acid hormone in the coated seeds under diesel-contaminated soils. [ABSTRACT FROM AUTHOR]

The n-butanol/low-carbon alcohol/diesel microemulsion system is a good alternative fuel to diesel. In this study, the microemulsions were formulated in four ways: ultrasonication, vortex oscillation, shaker mixing and spontaneous formation. The results reveal that the ultrasonication method is significantly influenced by temperature. Specifically, at 45 °C, the quantity of cosolvent added during the ultrasonic process can be reduced by a maximum of 25% compared to that at 25 °C. However, while the amount of cosolvent required is the lowest at 45 °C, the stability of the emulsion is the poorest. In all cases of this study, the stability of the microemulsion increases when the volume ratio of the lower carbon alcohol exceeds 60%. The lowest amount of co-solvent and high stability were achieved using the shaker mixing method at both 25 °C and 35 °C. Although the quantity of cosolvent required at 45 °C is second only to the lowest, its stability surpasses that of the ultrasonication method. Therefore, it is more effective to choose the shaker mixing method that provides uniform and ordered forces for the preparation of microemulsion liquids. [ABSTRACT FROM AUTHOR]

There is a heightened risk of an oil spill occurring in the Arctic, as climate change driven sea ice loss permits an increase in Arctic marine transportation. The ability to detect an oil spill and monitor its progression is key to enacting an effective response. Microwave scatterometer systems may be used detect changes in sea ice thermodynamic and physical properties, so we examined the potential of C-band polarimetric radar for detecting diesel fuel beneath a thin sea ice layer. Sea ice physical properties, including thickness, temperature, and salinity, were measured before and after diesel addition beneath the ice. Time-series polarimetric C-band scatterometer measurements monitored the sea ice evolution and diesel migration to the sea ice surface. We characterized the temporal evolution of the diesel-contaminated seawater and sea ice by monitoring the normalized radar cross section (NRCS) and polarimetric parameters (conformity coefficient (μ), copolarization correlation coefficient (ρco)) at 20° and 25° incidence angles. We delineated three stages, with distinct NRCS and polarimetric results, which could be connected to the thermophysical state and the presence of diesel on the surface. Stage 1 described the initial formation of sea ice, while in Stage 2, we injected 20L of diesel beneath the sea ice. No immediate response was noted in the radar measurements. With the emergence of diesel on the sea ice surface, denoted by Stage 3, the NRCS dropped substantially. The largest response was for VV and HH polarizations at 20° incidence angle. Physical sampling indicated that diesel emerged to the surface of the sea ice and trended towards the tub edge and the polarimetric scatterometer was sensitive to these physical changes. This study contributes to a greater understanding of how C-band frequencies can be used to monitor oil products in the Arctic and act as a baseline for the interpretation of satellite data. Additionally, these findings will assist in the development of standards for oil and diesel fuel detection in the Canadian Arctic in association with the Canadian Standards Association Group. [ABSTRACT FROM AUTHOR]

Oil contaminants present substantial hazards to the environment and human health by virtue of their carcinogenic, mutagenic, and toxic characteristics. Water supplies are regularly contaminated by common components of crude oil and petrol, such as benzene. Conventional approaches to wastewater purification fail to adequately eliminate these pollutants derived from oil. Adsorption, a critical method frequently used for separation and purification in which molecules adsorb to surfaces, is a purification technique. Coconut shell magnetic activated carbon (CSMAC) was prepared from coconut shell wastes through pyrolysis and co-precipitation and employed as an adsorbent in diesel-contaminated water. The chemical co-precipitation technique was used to synthesize magnetic activated carbon, which involves the reduction of FeSO4 and FeCl3 with metallic ions using a NaOH solution The effectiveness of the CSMAC was compared against that of commercial activated carbon-based adsorbents—both magnetic and non-magnetic—for chemical oxygen demand (COD) removal from oily wastewater. The effect of variables such as PH, Temperature, pollutant concentration, and adsorbent dosage were investigated and optimized on the COD removal by the adsorbent. Fourier-transform infrared spectroscopy, scanning electron microscopy and X-ray diffraction, ZETA potential, and BET were used as characterization techniques to determine the properties of the synthesized adsorbent. The characterization analyses revealed that the prepared magnetic nanocomposites had sufficient magnetic saturation for quick and easy recovery, interconnected pores, and different functional groups. Subsequently CSMAC nanocomposite was used as adsorbent for removing diesel from contaminated water. The result revealed 93% of COD reduction under optimal conditions—temperature of 35 °C, adsorbent dosage of 0.5 g, pH of 7.0, and contact duration of 2 h. The sorption mechanism fit best in the Langmuir isotherm, and followed the first order kinetics with a satisfactory correlation coefficient of R2 = 0.97. The results of the comparison between commercial magnetic activated carbon CMAC and Coconut shell magnetic activated carbon CSMAC, showed CSMAC gave an 80% removal efficiency which was significantly higher than that of commercial magnetic activated carbon. [ABSTRACT FROM AUTHOR]

In this study, 13 diesel degrading bacteria were isolated from the oil contaminated soils and the promising strains identified as Acinetobacter pittii ED1 and Pseudomonas aeruginosa BN were evaluated for their diesel degrading capabilities. These strains degraded the diesel optimally at 30 °C, pH 7.0 and 1% diesel concentration. Both the strains produced biofilm at 1% diesel concentration indicating their ability to tolerate diesel induced abiotic stress. Gravimetric analysis of the spent medium after 7 days of incubation showed that A. pittii ED1 and P. aeruginosa BN degraded 68.61% and 76% diesel, respectively, while biodegradation reached more than 90% after 21 days. Fourier Transform Infrared (FTIR) analysis of the degraded diesel showed 1636.67 cm−1 (C=C stretch, N–H bond) peak corresponding to alkenes and primary amines, while GC-TOF-MS analysis showed decline in hydrocarbon intensities after 7 days of incubation. The present study revealed that newly isolated A. pittii ED1 and P. aeruginosa BN were able to degrade diesel hydrocarbons (C11–C18, and C19–C24) efficiently and have potential for bioremediation of the oil-contaminated sites. [ABSTRACT FROM AUTHOR]

In reciprocating internal combustion engines, the calculation of the heat transfer coefficient (HTC) is essential to estimate the heat transfer during combustion in the combustion chamber. The HTC calculation takes into account fluid flow and combustion processes and varies as a function of crank angle and location within the chamber. The mean HTC value is commonly used to calculate the thermo-mechanical analysis of various combustion chamber components. In this study, dynamic grids for the intake port, exhaust port and chamber are created in the chamber modelling section of the AVL-Fire software. The intake and combustion processes are then simulated and the calculated pressure data are compared with experimental data at 2800 rpm with 1, 3 and 6 hole injectors. Finally, the distribution of HTC over the chamber walls was evaluated using a time step method. The research also included verification of the HTC results with theoretical data obtained by Woschni and Hohenberg. In addition, with the decreasing availability of fossil fuels and the need for lower exhaust emissions from diesel engines, the use of blends of diesel and hydrogen fuel has become widespread. In this engine, a mixture of 10 % hydrogen and 90 % diesel fuel is used. The final results show that the heat transfer coefficient increases by approximately 1.72 % when hydrogen is added to diesel fuel due to the number of collisions between hydrogen and other fuel components. • Increasing the number of injector holes reduces the pressure in the cylinder. • Adding hydrogen to diesel fuel increases the heat transfer coefficient. • Adding hydrogen to diesel fuel increases engine power and NOx. • Increasing the number of nozzle holes reduces the depth of fuel penetration into the combustion chamber. [ABSTRACT FROM AUTHOR]

Biodiesel is a promising alternative fuel, but it has drawbacks. This research aims to diminish the NOx dilemma for diesel and biodiesel by utilizing straight-run naphtha as an additive. It has a low carbon footprint of production from light distilled crude oil without any requirement for the thermal cracking process. The diesel was blended with naphtha at percentages of 5%, 10%, and 15% that abbreviated by N5, N10, and N15, respectively. The biodiesel/diesel blend was mixed with the same naphtha concentrations forming the blends B30N5, B30N10, and B30N15, respectively. Experiments were applied on a single-cylinder engine at 2,000 rpm and different loads. The findings revealed that N15 declined the brake specific fuel consumption (bsfc) at most loads relative to neat diesel. Contrarily, biodiesel blends reflected a spiking trend of bsfc at tested loads. Notably, the NOx emissions declined with N15 blend at high loads relative to neat diesel. The blends B30N15 and B30N10 reduced NOx at high loads compared to the diesel/biodiesel blend. The straight-run naphtha was found to be a promising additive because the balanced composition of the iso-paraffins and n-paraffins. Hence, it dominated the ignition tendency and reduced NOx emissions due to its cooling effect. [ABSTRACT FROM AUTHOR]

In this study, the constant temperature control system of a heating plate was established, ethanol–diesel fuel with different proportions was prepared, and a series of experiments were carried out. The experimental system was used to observe, summarize, and analyze four evaporation and crushing modes of mixed droplets, which were explosion, liquid filament stretching, exocytosis, and ejection mode. The evaporation process of four kinds of mixed droplets in their life cycle was analyzed by normalizing the diameter square. It was proposed that the evaporation process of droplets could be divided into the following three stages: a heating stage, a fluctuating evaporation stage, and an equilibrium evaporation stage. It was also pointed out that the expansion, ejection, and micro-explosion of droplets were the causes of fluctuating evaporation. The concept of expansion and crushing intensity was put forward and the expansion and crushing intensity of ethanol/diesel mixed droplets with different proportions were calculated. The reasons why expansion and crushing intensity first increased and decreased with the increase in ethanol blending ratio were analyzed. Finally, the time proportion of ethanol–diesel mixed droplets in each evaporation stage was calculated, which explained that the time proportion of the instantaneous heating stage showed a parabolic law with the increase in ethanol content. [ABSTRACT FROM AUTHOR]

Like everything for the past 2 centuries, agriculture has depended increasingly on fossil fuel energy. Pressures to shift to renewable energy and changes in the fossil fuel industry are set to massively alter the energy landscape over the next 30 years. Two near-certainties are increased overall prices and/or decreased stability of energy supplies. The impacts of these upheavals on specialty crop production and consumption are unknowable in detail but the grand lines of what will likely change can be foreseen. This foresight can guide the research, extension, and teaching needed to successfully navigate a future very unlike the recent past. Major variables that will influence outcomes include energy use in fertilizer manufacture, in farm operations, and in haulage to centers of consumption. Taking six increasingly popular fruit and vegetable crops and the top two horticultural production states as examples, here we use simple proxies for the energy requirements (in gigajoules per ton of produce) of fertilizer, farm operations, and truck transport from Florida or California to New York to compare the relative sizes of these requirements. Trucking from California is the largest energy requirement in all cases, and three times larger than from Florida. As these energy requirements themselves are all fairly fixed, but in future will likely rise in price and/or be subject to interruptions and shortages, this pilot study points to two commonsense inferences: First, that fruit and vegetable production and consumption are set to reposition to more local/regional and seasonal patterns due to increasing expenses associated with fuel, and second, that coastto-coast produce shipment by truck will become increasingly expensive and difficult. [ABSTRACT FROM AUTHOR]

A binuclear dioxomolybdenum catalyst [(MoO2Cl2)2(L)] (1) (with L (1S,2S)-N,N′-bis(2-pyridinecarboxamide)-1,2-cyclohexane) was prepared and used as catalyst for the desulfurization of a multicomponent model fuel containing the most refractory sulfur compounds in real fuels. This complex was shown to have a high efficiency to oxidize the aromatic benzothiophene derivative compounds present in fuels, mainly using a biphasic 1:1 model fuel/MeOH system. This process conciliates catalytic oxidative and extractive desulfurization, resulting in the oxidation of the sulfur compounds in the polar organic solvent. The oxidative catalytic performance of (1) was shown to be influenced by the presence of water in the system. Using 50% aq. H2O2, it was possible to reuse the catalyst and the extraction solvent, MeOH, during ten consecutive cycles without loss of desulfurization efficiency. [ABSTRACT FROM AUTHOR]

The internal combustion engine is critical to modern society's development. Spark ignition engine (SI) and compression ignition engine (CI) now use gasoline and diesel as their primary fuels. As a result of burning these fuels, significant amounts of pollutants are released into the atmosphere, resulting in environmental issues. Internal combustion (IC) engines are widely acknowledged as a significant source of environmental air pollution. The engine's fuel oxidation process not only produces useful power, but also produces significant amounts of pollutant emissions such as carbon monoxide (CO), unburned hydrocarbons (HC), nitrogen oxide (NOx ), and particulate matter (PM). When developing a new combustion process, consideration must be given to: lean homogeneous air-fuel mixture, increased compression ratio, and total and instantaneous combustion, all of which result in Port Injection Compression Ignition (PICI), that is a highly efficient and clean method of combustion. The goal of this research is to conduct an experimental investigation of PICI process of compression in a Premixed Charge Compression Ignition (PCCI) mode with Pilot Injection (PI) as the combustion activator. It was found that when compared to the conventional mode, the PICI mode produces cooler exhaust gas temperatures. Temperatures were lower in the PICI mode with biodiesel and petrol as secondary and primary fuels than in the PICI mode with other fuel combinations. In the PICI mode, the HC emission decreases at higher load with all fuels. In the biodiesel conventional mode, HC emission is minimum than in other modes. For all modes of operation, the specific fuel consumption has reduced with load. Diesel and gasoline have the lowest specific fuel consumption as primary and secondary fuels, respectively. Fuel usage in the PICI mode is lower than in the normal mode. [ABSTRACT FROM AUTHOR]

Diesel is consistently a very popular fuel for internal combustion engines. Its consumption in the European Union has been rising over recent years, as has the number of engines increasingly sensitive to fuel contamination. One of the most important parameters affecting diesel quality is water content. Its exceedance of the standard's permissible amount carries the risk of serious damage to expensive, modern fuel injection systems. Current methods of measuring water content require both specialised personnel and equipment, as well as transporting the sample to a suitable laboratory. Analysing the properties of diesel is challenging, mainly because many types of the fuel are sold, the chemical composition of which is always a well-guarded manufacturer's secret. The research presented in this paper is aimed at verifying whether it is possible to test the moisture content of diesel using impedance spectroscopy. To date, it is the first such attempt with commercially available diesel using this method, which, once refined, could be used in situ. The authors propose and apply a novel technique that is able to be used when the electrical properties of tested oils are unknown. The experimental results obtained show that it is possible to use impedance spectroscopy to estimate the water content of different types of diesel fuel. The measurement accuracy achieved makes it possible to detect approaching or exceeding the permissible water content. [ABSTRACT FROM AUTHOR]

The worldwide fuel crises that occurred in the 1970s brought the issue of many countries' susceptibility to oil embargoes and shortages to the forefront of public consciousness. Blends of fish oil and diesel fuel were researched and it was found that they were technically feasible to use in vehicles. The development of alternative fuel sources received a significant amount of attention. As a direct consequence of this, the use of alternative fuels as a means of satisfying these prerequisites has attracted a lot of interest. Because of this, there has been a resurgence of interest in the mixtures of fish oil and diesel, with a particular focus on its potential use as an alternative fuel in diesel engines. A lot of considerations need to be taken into account while looking into alternative fuels that could be used in diesel engines. The goal of this study is to provide a review of these difficulties, paying special attention to concerns pertaining to distribution and safety. In the experiment, different proportions and evolutions of critical qualities like flash point, fire point, viscosity and calorific value are analyzed and the results are tabulated and graphs are made, respectively. According to the findings of this investigation, the most effective ratio was found to be 80% diesel and 20% fish oil. [ABSTRACT FROM AUTHOR]

The previously proposed stationary mathematical model provides a reliable description of n-hexadecane (diesel surrogate) reforming over the Rh/Ce 0·75 Zr 0·25 O 2-δ /θ-Al 2 O 3 /FeCrAl structured catalyst. In its continuation this work represents the experimental studies and the model of the autothermal reforming process of hexadecane in a mixture with o-xylene and 1-methylnaphthalene. The reaction scheme is supplemented with reactions to account for steam reforming and oxidation of added aromatics compounds and selection of corresponding kinetic parameters is performed. The dynamic process of the reformer start until reaching the steady state is simulated by the non-stationary model in this work. The resulting mathematical and kinetic models provide a good description of the experiments performed with the reproduction of the dynamics of the observed outlet gas components concentrations and the catalyst temperature. The application of this model can be useful when considering the reforming of multicomponent mixtures or optimization of the dynamic start reformer process. • Mathematical modeling of diesel + aromatic autothermal reforming process is performed. • Non-stationary model for reformer start process is considered. • The reaction scheme and selected kinetics describe the process with a good accuracy. [ABSTRACT FROM AUTHOR]

In this paper, we investigate the impact of diesel and kerosene on the transient processes occurring in a micro-turbojet aviation engine. The experiments were conducted under two distinct ambient temperature conditions, 0 and 20 °C. Specifically, we analyzed the starting phase of the micro-engine while operating with kerosene and diesel at both ambient temperature settings. Comparative graphs were generated, and the starting time was meticulously examined. Subsequently, we constructed performance maps for the engine using both fuels and across the two ambient temperature scenarios. We then executed a transient process, comprising sudden acceleration and deceleration, under the aforementioned ambient temperature conditions and with both fuels. The fluctuations in temperature within the combustion chamber, thrust force, and fuel consumption are presented for both rapid acceleration and deceleration events. Furthermore, we conducted comparisons between the thrust force, fuel flow rate, combustion chamber temperature, and specific fuel consumption for the two fuels tested and under the two ambient temperature conditions, both during idle and at higher engine regimes. In the idle regime at 0 °C, the kerosene flow is about 0.78% higher than diesel, with the kerosene thrust approximately 1.92% greater. At 20 °C, the kerosene consumption rises by roughly 5.56% compared to diesel, while the thrust increases by about 1.38%. It was observed that at the maximum operating regime, at 0 °C, the kerosene flow exceeds diesel by around 6%, with the kerosene thrust slightly higher, by about 0.63%. At 20 °C, the kerosene consumption rises by roughly 13.19% compared to diesel, while the thrust increases by about 5.91%. In higher regimes, the kerosene consumption surpasses diesel, but the thrust increase is not significant. Thus, diesel's use as a fuel for the microturbo engine is justified due to its lower consumption at both 0 °C and 20 °C. [ABSTRACT FROM AUTHOR]

The research provides a comparative theoretical investigation of the operational characteristics of an electric semi-truck and vehicles powered by conventional combustion engines using diesel fuel, hydrotreated vegetable oil (HVO), and methane (including biomethane) in the dual fuel configuration. The Volvo tractor units that are offered for retail in 2024, namely the Volvo FH Electric, Volvo FH500 in dual fuel configuration, and Volvo FH500TC Diesel Euro VI, were chosen for comparison. The considerations encompassed include the road tractor's mass, energy usage, power-to-weight ratio, dynamics, ability to recharge or refuel, payload restrictions, impact on logistics expenses, compliance with regulations on drivers' working hours, and a report on carbon dioxide emissions. The study concludes by discussing and drawing conclusions on the competitiveness of different drive types in truck tractors, specifically in relation to identifying the most suitable areas of application. Synthetic conclusions demonstrate the high effectiveness of the electric drive in urban and suburban conditions. However, vehicles equipped with internal combustion engines using renewable fuels fill the gap in energy-intensive drives in long-distance transport. [ABSTRACT FROM AUTHOR]

The low calorific value and poor atomization of biodiesel seriously hinder its application. The development of nanotechnology has led people to focus on using nanoparticles to improve the performance of biodiesel/diesel. Metal nanoparticles have a high surface volume ratio and good heat transfer properties, which can compensate for the poor performance of biodiesel. However, some conflicting results have been found in the literature. Therefore, this review aims to elucidate the effect of metal nanoparticle addition to biodiesel/diesel on engine performance and emission characteristics. The stability of the nanofluid is particularly important when applying metal nanoparticles. This paper provides a comprehensive overview of nanofluid preparation and stability enhancement strategies. Finally, the effects of nanoparticles on human health are also discussed. The results show that adding metal nanoparticles positively affects diesel engines' performance and emission characteristics. For stability studies, it was found that very few evaluations of the stabilization time of nanofluids have been conducted. In addition, further reduction of their effects on human health is needed before large-scale commercial use. All content has been carefully summarized with the aim of providing reference for future research directions. [Display omitted] • The preparation methods of metal nanoparticles and nanofluids are introduced. • Methods to improve the stability of nanofluids are summarized. • Observed that the use of metal nanoparticles can significantly improve engine performance and emissions. • The hazards of metal nanoparticles to human health are discussed. [ABSTRACT FROM AUTHOR]

The measurement and analysis of typical combustion components of multi-component thermal fluid generator in heavy oil injection is the key to the evaluation of injection capacity, recovery efficiency prediction, multi-cycle injection optimization. In this study, three-dimensional simulation modeling of multi-component thermal fluid generator was carried out by Fluent to simulate the distribution of temperature field and flow field under different working conditions of fuel combustion chambers. The results show that corresponding fuel nozzles for different multicomponent thermal fluid generator need to be designed according to different fuel flow patterns to facilitate full combustion of fuel and improve thermal efficiency. When diesel is used as fuel, the fuel nozzle needs to be matched with the air nozzle to strengthen its atomization effect. Natural gas is preferred as fuel for multicomponent thermal fluid generators. And if fuel supply conditions are limited, the diesel in liquid phase and natural gas in gas phase could substitute each other as fuel in the same multicomponent thermal fluid generator. When pulverized coal is used as fuel, it is difficult to fully burn even if there is excessive O2. However, when considering cost or lack of other fuels, the fuel nozzle design can be optimized to finally realize the efficient combustion of pulverized coal in the multi-component thermal fluid generator. [ABSTRACT FROM AUTHOR]

This study investigated dual-fuel engine performance at high altitude. The test engine was modified from a high-pressure common-rail diesel engine and fuelled with diesel and natural gas. The impact of fuel substitution rate, which is the most critical calibration parameter of dual-fuel engines, on the fuel economy and emissions was studied. Pilot diesel fuel and natural gas flow rates were optimized to minimize fuel consumption while ensuring good combustion stability, emissions, and durability. The advantages of full-load power capability, fuel consumption, and emissions of the dual-fuel engine were revealed with a comparison to the pure diesel engine. This paper also addresses the performance of the dual-fuel engine at high altitudes and reveals its advantages. With an in-cylinder pressure analysis, the test results showed that the dual-fuel engine could achieve higher brake mean effective pressure (BMEP) in a wide range of engine speed compared to the pure diesel engine. When compared at the same operating condition, the dual-fuel engine generally produced much less fuel consumption and emissions, especially at high loads. [ABSTRACT FROM AUTHOR]

Compressed Natural Gas (CNG) is recognized as an environmentally friendly alternative vehicle fuel, but it has a low flame speed. Combining hydrogen with CNG to create 'hydrogen compressed natural gas' (HCNG) allows for faster and leaner combustion. Additionally, OME 2 − 4 with varying cetane numbers, from 63 for OME 2 to 90 for OME 4 , serves as a highly reactive fuel suitable for use in a dual fuel strategy known as RCCI (reactivity-controlled compression ignition). This project investigates the impact of adding OME 2 − 4 to HCNG, focusing on pressure, temperature, and emissions. Results indicate that lengthening the OME chain advances the peak heat release rate but delays the second combustion phase. In diesel + HCNG , the first-phase combustion is 2 °CA shorter than OME 2 + HCNG , resulting in a 6.5% higher peak pressure than OME 2 + HCNG and a 20% increase over basic diesel. Lengthening the OME chain from OME 2 to OME 4 raises the peak pressure by about 6.2%. The addition of gaseous fuels, especially hydrogen, increases peak temperature by 16%. OME 4 + HCNG has a similar peak temperature to OME 3 + HCNG , while OME 2 + HCNG is about 1.5% lower than OME 4 + HCNG. [Display omitted] • The peak pressure for diesel + HCNG is approximately 20% higher than that of basic diesel (115.0 bar). • Lengthening the OME chain from OME 2 to OME 4 increases the peak pressure by 6.2% (from 134.9 bar to 143.3 bar). • The OME n + HCNG configurations decrease soot formation, reducing it from 1466 ppm in basic diesel to 6 ppm for OME 2 + HCNG. [ABSTRACT FROM AUTHOR]

The effects of emissions of diesel engines on black carbon and particle number concentrations, as well as climate-relevant aerosol properties, are explored for a summertime period in the Eastern U.S. using the chemical transport model PMCAMx-UF. A 50% reduction in diesel particulate emissions results in lower (23%) black carbon mass concentrations, as expected, and similar changes both in magnitude (27–30%) and spatial pattern for the absorption coefficient. However, an average 2% increase in the total particle number concentrations is predicted due to a decrease in the coagulation and condensation sinks and, at the same time, a 2% decrease in N100 (particles larger than 100 nm) concentrations. The diesel reduction results suggest that mitigation of large diesel particles and/or particle mass emissions can reduce climate-relevant properties related to the absorption of black carbon and provide health benefits; however, the changes could also have the unintended effect of increased ultrafine particle number concentrations. Changes in cloud condensation nuclei are predicted to be significantly less than expected, assuming a proportional reduction during this photochemically active period. Doubling the diesel emissions results in a domain-averaged 3% decrease in total particle number concentrations and a 3% increase in N100 concentrations. PM2.5 BC concentrations increase on average by 46%, and similar changes (52–60%) are predicted for the absorption coefficient. Extinction coefficients for both perturbation simulations changed by only a few percent due to the dominance of scattering aerosols in the Eastern U.S. during this period characterized by high photochemical activity. [ABSTRACT FROM AUTHOR]

The performance of the ammonia/diesel dual-fuel (ADDF) engine still suffers from low indicated thermal efficiency (ITE) and misfiring with higher premixed fractions of ammonia. To improve the performance of the ADDF engine, this study compared two diesel injection modes, i.e., constant injection duration (CID) and constant injection rate (CIR) modes under high premixed fractions (f NH3). This was achieved by conducting numerical simulations using the CONVERGE solver coupled with a newly developed skeletal mechanism of ammonia/n-heptane. In the simulation, the f NH3 was increased from 0.4 to 0.9 at an interval of 0.1 with an engine speed of 910 rpm. Subsequently, the combustion and emissions characteristics of ADDF engines were analyzed. The results show that due to the ignition resistance of ammonia and the lower diesel injection pressure in the CID mode, the combustion deteriorates as f NH3 increases. Moreover, CO, N 2 O, and greenhouse gas (GHG) emissions increase with the increase of f NH3 under CID mode, while NOx emissions remain unchanged. In contrast, the CIR mode could increase the injection pressure of diesel in the cylinder thereby overcoming the negative effects of the ignition resistance of ammonia in conditions with high f NH3. Compared with the CID mode, the CIR mode can not only realize higher peak pressure, temperature, and heat release rate, but also improve the ITE with low ringing intensity, and reduce CO and GHG emissions. However, the NOx emissions of the engine in the CIR mode are higher due to the elevated combustion temperature. • Ammonia/diesel dual-fuel engine with high ammonia fractions was investigated. • Constant injection duration mode and constant injection rate mode were compared. • Incomplete combustion of ammonia was observed in constant injection duration mode. • Stable operation of the engine can be realized in constant injection rate mode. • Constant injection rate mode can significantly reduce GHG emissions of the engine. [ABSTRACT FROM AUTHOR]

In pursuit of cleaner energy, this study explored the role of support materials in NiO's desulfurization capacity and selectivity in diesel fuel, thereby offering insight into sustainable fuel production. Nickel oxide (NiO) was loaded on different supports (activated carbon (AC), SiO2, Al2O3, and TiO2) for desulfurization. The adsorbent system was characterized using various techniques including FTIR, XRD, SEM, TPD-pyridine, TGA, and BET. At a low loading of approximately 5%NiO/support, the addition of NiO enhanced the adsorbent activity for all four supports at 30°C. However, increased NiO loading led to decreased adsorption activity due to agglomeration. The loading of NiO affected the selectivity of the adsorbents toward high molecular weight sulfur compounds differently. There was a decrease in selectivity for AC and Al2O3, a positive effect on SiO2, and no effect on TiO2. The positive effect on SiO2 resulted from NiO-SiO2 synergy. Additionally, NiO loading on SiO2 reduced hydrocarbon adsorption, thereby improving overall relative selectivity. When real diesel was used, the addition of 5%NiO on SiO2 and AC at a higher temperature (60°C) increased adsorption activity. This higher activity at elevated temperatures was attributed to poor adsorption of polyaromatic hydrocarbons and increased involvement of chemical-bonds. Lastly, all adsorption reactions were exothermic. [ABSTRACT FROM AUTHOR]

Currently, biodiesel has become an alternative for the partial replacement of conventional diesel, due to the low cost of its raw material and low emission of polluting gases. The objective of this research was to obtain biodiesel from the soybean oil transesterification process. The method used served as the basis for its characterization to determine if the parameters were within the range established by international legislation regarding the production of biodiesel ASTMD6751 and EN14214. Three times were used in 30, 45 and 60 minutes, the last one being the one that provided the best results with respect to the following parameters: a density of 875 kg/m3, viscosity of 3.18 mm2 /s, humidity percentage 0.029 % and an acidity index of 0.26 mgKOH/g, reaching the highest yield in this time of 69.01%. In conclusion, it can establish that both the oil and biodiesel obtained comply with international standards and above all that it could be used to obtain biofuels using vegetable oils, which opens the possibility of using it in mechanical internal combustion equipment. [ABSTRACT FROM AUTHOR]

Nowadays, a car's engine oil change interval is an essential factor in reducing wear. The correct choice depends on various factors. This study analyzes the changes in the composition of three different engine oils (0W30, 5W30, and 5W40) during the generally accepted oil change interval (15,000 km) in gasoline and diesel cars during the post-warranty period. Commercially available low-level biofuel blends (B7 and E10) were used to power test vehicles in a field test. Engine oil samples were taken every 3000 km for more detailed analysis and tested in an accredited laboratory. The contaminants in the engine oil were determined using several testing methods: spectrometric analysis, gas chromatography, etc. Studies have shown that all used cars have an increase in the number of iron particles, an increased concentration of silicon, and also an increase in the number of nickel particles above 12,000 km. Tests also showed a sharp drop of molybdenum anti-friction additives 4.5 times and a gradual increase in fuel concentration for the Opel Insignia over 12,000 km, but over 9000 km, a significant increase in the concentration of chromium particles. Based on this research results, it is preferable to choose a maintenance interval of no more than 12,000 km for cars during the post-warranty period. In this way, the intensity of engine wear can be reduced due to the loss of adequate protective properties of the engine oil. [ABSTRACT FROM AUTHOR]

Potential of Arthrobacter citreus B27Pet, Bacillus thuringiensis B48Pet and Candida catnulata to produce biosurfactant using four different carbon sources (naphthalene, hexadecane, diesel and petroleum crude oil) was investigated. Removal of petroleum crude oil from aqueous culture and degradation of diesel were also determined using single and mixed culture of strains. The biofilm existence in single and mixed culture of strains was considered using naphthalene, hexadecane and diesel in culture medium. Cell surface hydrophobicity of A. citreus was higher than other isolates which also showed maximum surface tension reduction and emulsification index. As a whole, remarkable biosurfactant production occurred using petroleum crude oil as a carbon source in medium. A. citreus was found to be more robust than other tested strains in removal efficiency of crude oil due to its biosurfactant production capability. Statistically significant positive correlation was observed between biofilm existence and surface tension using diesel and hexadecane as carbon source. Overall diesel biodegradation efficiency by the mix culture of three applied strains was about 75% within a short period of time (10 days) which was accompanied with high biofilm production. [ABSTRACT FROM AUTHOR]

Oil pollution from the petroleum industry is a growing problem, especially in terms of the harm it causes to the aquatic environment, which puts humans and other aquatic life in grave danger. As immobilized carriers for the removal of diesel, thermoplastic polyurethane (TPU) nanofiber membranes and co-blended nano-hydroxyapatite modified thermoplastic polyurethane (TPU/nHA) nanofiber membranes are reasonably priced, non-toxic, and non-polluting. The adhesion and colonization of the bacterial cells to these carriers were studied using scanning electron microscopy (SEM). Gas chromatography was used to measure the bioremediation effectiveness, and the results after 3 days of remediation revealed a substantial improvement in the removal of hydrocarbons by immobilization compared to free bacteria. With an initial concentration of 3 g/L diesel, the TPU/1.5HA-bacteria system enhanced the removal of diesel the most (20.64 ± 0.40%), followed by TPU/1HA-bacteria (17.49 ± 0.08%), TPU/0.5HA-bacteria (11.97 ± 0.40%), and TPU-bacteria (4.69 ± 0.13%), in that order. Within three days, these scaffolders had completely absorbed the spilled diesel. There haven't been any studies done yet on the removal of diesel using various carriers loaded with Bacillus altitudinis LS-1. This study demonstrated that TPU-based electrostatic spinning films can be used as bio-carriers for hydrocarbon-degrading bacteria, enhancing the bioremediation of oil-contaminated water. [ABSTRACT FROM AUTHOR]

This paper describes the synthesis of methacrylate-based terpolymer additives for diesel and biodiesel fuel that improve its properties at low temperatures. The synthesized additives contained different amounts of short-chain (methyl and benzyl) and long-chain (dodecyl and octadecyl) methacrylate comonomers. The crystallization behaviour of the additives and the formulations with diesel and biodiesel was observed by differential scanning calorimetry (DSC) and optical microscopy with polarization. DSC showed that the additives had a different effect on the crystallization temperature of the formulations. Microscopic images showed that the presence of additives influenced the size and number of wax crystals at low temperatures. Standard ASTM D5950 tests for pour point (PP) showed a large improvement in formulations with additives. In formulations with diesel, the addition of additives improved the PP value of diesel from − 18 °C to − 45 °C and in B10 diesel/biodiesel formulations from − 18 °C to − 54 °C. [ABSTRACT FROM AUTHOR]

This paper reports the application of multi-component hydrocracking catalyst grading technology in diesel hydrocracking system to increase naphtha, and studies the influence of catalyst systems with different number of graded beds on the reaction process of diesel hydrocracking. Three hydrocracking catalysts with different physicochemical properties as gradation components, the diesel hydrocracking reaction on catalyst systems of one-component, two-component and three-component graded beds with different loading sequences are carried out and evaluated, respectively. The catalytic mechanism of the multi-component grading system is analyzed. The results show that, with the increase of the number of grading beds, the space velocity of reaction on each catalyst increases, which can effectively control the overreaction process; along the flow direction of feedstock, the loading sequences of catalysts with acidity decreasing and pore properties increasing can satisfy the demand of different catalytic activity for the conversion of reactant with changing composition to naphtha, which has a guiding role in the conversion of feedstock to target products. Therefore, the conversion of diesel, the selectivity and yield of naphtha all increase significantly on the multi-component catalyst system. The research on the grading technology of multi-component catalysts is of great significance to the promotion and application of catalyst systems in various catalytic fields. [ABSTRACT FROM AUTHOR]

Under the background of product oil market surplus and Double carbon target, reducing refined oil and increasing chemical feedstock can speed up the adjustment of industrial structure and improve the core competitiveness of enterprises. In order to reduce diesel and gasoline ratio and increase naphtha production to extend chemical industrial chain, the influence of FCC light diesel blending ratio on properties and yield of refined products was studied in this paper. The experiment result showed naphtha yield decreased and diesel yield increased with increasing of the blending ratio of FCC light diesel in straight run diesel. The desulfurization effect of refined diesel is better, and diesel CI decreased but it still can meet the quality requirements of products. The content of alkane in naphtha decreased while the aromatic latencies increased, so naphtha is suitable for catalytic reforming. The optimum blending ratio of FCC light diesel is 12%. While naphtha is used as cracking feedstock FCC light diesel blending ratio should be reduced. The experimental results can lay a foundation for further research on straight-run diesel blending with other oils, and provide technical support and reference data for feedstock adjustment of similar units. [ABSTRACT FROM AUTHOR]

The subject of assessing exhaust emissions in real driving conditions has been relevant for a long time. Its introduction into approval tests focused attention on the comparative possibilities of tests performed on a chassis dynamometer and in road conditions. The article is a continuation of research on the possibilities of estimating emissions in the Real Driving Emission test based on emission data from Worldwide harmonized Light Vehicles Test Cycles. The first part discussed the possibility of comparing dynamic parameters in these tests, and the second part discussed the possibility of estimating road exhaust emissions. The work was done in two stages: the first stage involved the use of distance-specific emissions in individual parts of the WLTC test, and the second stage involved the use of exhaust emission rates as datasets divided into intervals defined by vehicle speed and acceleration. Comparative tests were performed for conventional vehicles (gasoline, diesel) and hybrid vehicles. A chassis dynamometer was used to carry out WLTC tests and PEMS equipment was used for the RDE tests. The exhaust gas components that had to be measured in road tests, namely: carbon monoxide, carbon dioxide, nitrogen oxides, and the number of particulate matter, were analyzed. Based on the data collected, parameters such as road emissions and the exhaust emissions rate were determined for each phase of the dynamometer test as well as the road test. Because of this, it was possible to compare the distance-specific exhaust emissions of each vehicle in the two emission tests. The comparison resulted in establishing that it is possible to estimate distance-specific exhaust emissions of conventional and hybrid vehicles in road test conditions, using only the results obtained in the approval test (for selected test phases). The research concluded that it is possible to estimate selected RDE test parameters based on the results obtained in the WLTC test for the tested vehicles. [ABSTRACT FROM AUTHOR]

The article is an attempt to perform an ecological assessment of passenger cars with various types of engines in road emission tests. The main research problem and, at the same time, the goal was to develop a method for determining the exhaust emissions from motor vehicles in real traffic conditions based on results obtained in homologation tests. The tests were carried out on vehicles equipped with gasoline, diesel, and hybrid engines, and the obtained results were analyzed. All of the selected vehicles were of the same class—passenger cars, with a similar curb weight, similar maximum engine power, and in the same emission class (Euro 6d). The authors compared the dynamic parameters of vehicle motion in established emission tests: Worldwide harmonized Light vehicles Test Cycles and Real Driving Emissions. Four procedures were used to analyze and compare the operating conditions of the vehicles in the WLTC and RDE tests, differing in how the phases in the tests were divided as well as having a different methodology for determining the road emissions in the tests. The procedures were as follows: WLTC (where the test was divided and the determination of the road emission of exhaust gases was carried out according to the standard WLTP procedure), RDE (the road test was divided into sections and the exhaust emission was determined according to the standard RDE procedure), WLTC1+2 (the test was divided into phases: 1 + 2, 3, and 4; a combination of phases 1 and 2 corresponding to the urban section of the RDE test), WLTCRDE (where drive phases were divided and emissions determined in the same way as in the RDE procedure, which assumes the division of the test into sections based on vehicle speed). The implementation of the research task in the form of an algorithm procedure when comparing the dynamic parameters of the movement in the WLTC and RDE tests is the leading goal presented in this article. The division of the WLTC test into sections (urban, rural, and motorway) according to the RDE procedure and also the calculation of the total emissions in the test according to this procedure resulted in obtaining similar road emission values in the test. [ABSTRACT FROM AUTHOR]

In this study, we analyzed the role of a series of BaMn1−xNixO3 (x = 0, 0.2, and 0.4) mixed oxide catalysts, synthesized using the sol–gel method, in NOx-assisted diesel soot oxidation. ICP-OES, XRD, XPS, and H2-TPR techniques were used for characterization and Temperature-Programmed Reaction experiments (NOx-TPR and Soot-NOx-TPR), and isothermal reactions at 450 °C (for the most active sample) were carried out to determine the catalytic activity. All samples catalyzed NO and soot oxidation at temperatures below 400 °C, presenting nickel-containing catalysts with the highest soot conversion and selectivity to CO2. However, the nickel content did not significantly modify the catalytic performance, and in order to improve it, two catalysts (5 wt % in Ni) were synthesized via the hydrothermal method (BMN2H) and the impregnation of nickel on a BaMnO3 perovskite as support (M5). The two samples presented higher activity for NO and soot oxidation than BMN2E (obtained via the sol–gel method) as they presented more nickel on the surface (as determined via XPS). BMN2H was more active than M5 as it presented (i) more surface oxygen vacancies, which are active sites for oxidation reactions; (ii) improved redox properties; and (iii) a lower average crystal size for nickel (as NiO). As a consequence of these properties, BMN2H featured a high soot oxidation rate at 450 °C, which hindered the accumulation of soot during the reaction and, thus, the deactivation of the catalyst. [ABSTRACT FROM AUTHOR]

World's energy demand is majorly met by fossil fuels. An increase in the demand for energy and the depletion of fossil fuels leads to look for the alternate source of energy. Hydrogen is one of the most viable alternate sources of alternate energy. This paper presents the performance study of a Compression Ignition engine using a fuel combination of diesel and hydrogen-diesel. The performance parameters have been analyzed with two input factors, load and Compression Ratio and three output responses, Brake Thermal efficiency (BTE), Brake Specific Fuel Consumption (BSFC) and Volumetric efficiency. The experimental results indicate the improvement in BTE, reduction in BSFC and volumetric efficiency. The BTE was improved by 6.38%, BSFC was reduced by 4.87% and Volumetric efficiency got reduced by 1.89% when hydrogen-diesel fuel is used in place of neat diesel. The experiments have been designed with the help of Design Expert® 13.0.5 using Response Surface Method. The experiments are conducted using Optimal (Custom) design. Mathematical relations are developed between the process parameters and the input factors using regression analysis. The optimal solution has been obtained using the desirability approach. The confirmation experiments have been performed on the optimal solution to verify with the experiment results. Results of the confirmation test shows that the developed mathematical are appropriate for the use in CI engine. • Use of Hydrogen (H 2) as alternate fuel in CI engine. • Experimental investigation of CI engine's performance parameters using Diesel and Hydrogen fuels. • Optimization of CI engine's performance parameters using Response Surface Method. • Performance parameters of H 2 fuelled CI Engine increased at higher compression ratio under varying load condition. [ABSTRACT FROM AUTHOR]