Search

Plastics like high-density polyethylene (HDPE), polystyrene (PS), and Polypropylene (PP) constitute a large portion of municipal solid waste. Plastics can be pyrolysed for reuse, but the end-product qualities are critical to industry refining processes. Pilot-scale pyrolysis and vacuum distillation were used to thermally degrade the plastics and convert it to petrol (gasoline) and diesel. Batch pyrolysis of HDPE, PS, and PP at 540 oC yielded plastic pyrolysis crude oils. The crude oil was separated into different fractions starting with distillation temperatures of less than 170 OC, 170 to 380 °C, and above 380 °C. The quality of the produced crude oil, gasoline, and diesel cuts was evaluated analytically according to the fuel specifications. This study demonstrated that pyrolysis of plastics can convert up to 80% of solids by weight) into liquid crude oil. HDPE pyrolysis produces lower quantities of oil due to the production of wax. A high calorific value (38.1 to 42.9 MJ/kg) similar to fossil fuels indicates that the liquid product of plastic pyrolysis could be a viable energy source. Plastic pyrolysis crude oil from PS mostly yielded gasoline at around 70% by weight, while HDPE and PP yield predominantly diesel at more than 50% by weight. The distilled oil characterisation results were outstanding, confirming that the quality of produced petrol and diesel from plastics pyrolysis oil suppress minimum specifications for automotive fuel standards. The cetane index of HDPE and PP diesel was found to be 60 and 55 respectively, significantly above the required value of 46 for automotive diesel. Higher heating values of most petrol cuts were in the range of 41.1 to 44.6 MJ/kg. These and other fuel qualities are within or near the approved range for automotive fuel. Thus, the findings can be used to build a foundation for the industrial manufacture of automotive quality fuels from plastic solid waste.

A comprehensive fuel property using neat diesel, neat tire (100% tire oil after distillation of crude tire oil from pyrolysis process) oil, diesel–tire oil blend and diesel–tire oil–biodiesel blends were investigated in this study. The tire oil was derived from waste tire by pyrolysis process at a temperature of 450 °C. The tire oil was upgraded by the fractional distillation process. Different proportions (10 vol% and 20 vol%) of waste tire oil were mixed with a reference diesel fuel. Various ratios, including 10 vol% and 20 vol% biodiesel was blended with waste tire oil and waste tire oil–diesel blends to examine the fuel properties with a target to use the different fuel blends as compression ignition (CI) engine’s fuel. A novel pumpkin seed oil (Cucurbita pepo) biodiesel was chosen due to its abundant availability and renewable nature. The reason for blending pumpkin seed oil–biodiesel is to improve the waste tire oil fuel properties and investigate the influence of fuel oxygen on different fuel properties. Binary blends, including tire oil–diesel, tire oil–biodiesel, and ternary blends, including diesel–tire oil–biodiesel, were prepared for the tests. The properties tested in this investigation were density, viscosity, higher and lower heating value, smoke limit, flash point, fire point, aniline point, pour point, cloud point, cetane number, sulphur and carbon residue, proton nuclear magnetic resonance (1H NMR), Fourier transform infra-red (FTIR) spectroscopy and elemental analysis (CHONS). The comprehensive fuel property results showed that all binary and ternary blends show similar properties compared to reference diesel. Although the binary blends of tire oil and biodiesel indicate a little inferior property than reference diesel fuel, they can be used as fuels for compression ignition engines.

Due to the ever-increasing consumption of fossil fuels, their impact on the environment, and the volatility of the market, it is advisable to use biofuels that can be produced locally from renewable sources, which supports the local economy, agriculture, and related processing industries. This article deals with how to improve the flow properties and pour point of biofuels for diesel engines. For the experiment, biodiesels in the form of rapeseed methyl ester (RME) and methyl ester made from waste animal fats and tallow (WAFME) were used. The pour point, viscosity, and density of WAFME were improved by mixing with RME and/or by adding bio-alcohols (alcohols produced from biomass, e.g., lignocellulosic). All used biofuels were classified as 2nd generation biofuels. The flow properties of the mixtures were monitored and subsequently modelled at temperatures from -10 to 60 °C. The addition of bio-alcohol had a statistically significant effect on the decrease in the viscosity and pour point of ternary blends (p < 0.05). Mathematical models of the dependence of kinematic viscosity on the temperature of mixtures (power law, exponential, Arrhenius, and Vogel) were created.

To assess the ability of tall fescue (Festuca arundinacea) and grass pea (Lathyrus sativus) plant species to effect phytoremediation with the utilization of freshwater and urban wastewater, greenhouse experiments were conducted in 2018 and 2019 with three levels of diesel contamination of 0, 1.5, and 3% w/w (referred to as DC (clean soil), D1.5 and D3, respectively). The maximum soil diesel content removal for tall fescue was by freshwater (54% (2018); 46% (2019)) and in the grass, the pea was by wastewater (44% (2018); 41% (2019)). A significant difference was observed in the amount of diesel removal by the plants at two levels of contamination, but the type of irrigation water had no significant effect. The plant growth decreased significantly by increased diesel in all treatments except D1.5 for tall fescue (2018) that led to better growth compared to the DC treatment. Diesel concentration had significant effects on plant parameters (dry weight, height, color, time of flowering, and podding), but the type of water had no similar impact. Phytoremediation was considered an effective method to reduce soil contamination, but treated wastewater could not significantly improve phytoremediation performance. The correlation coefficient indicated that the diesel removal rate was positively correlated with plant height and shoot dry weight (p < 0.01). HIGHLIGHTS The use of tall fescue and grass pea was effective in reducing soil contamination.; Treated wastewater and freshwater had a similar effect on phytoremediation.; The low concentration of diesel increased tall fescue growth due to the sulfur content.; The diesel removal rate was positively correlated with shoot dry weight.;

This paper is intended as an investigation on a reliability of solar PV(Photovoltaic) and DG (Diesel Generator) hybrid system and the economical evaluation. In the remote area or island countries, diesel generator is a common technology for supplying power. In general, the price of diesel oil is expensive in remote areas. Therefore, introduction of the technologies which can reduce the fuel consumption for power generation is important in those area. Interconnection of solar PV with isolated diesel distribution lines is one of the options when expanding power generation facilities. However, the output of solar PV is influenced by the weather condition, it is difficult to ensure a constant output and control power amount. Using unstable input for power generation such as solar PV increases the risk of power outage due to instability of system voltage and frequency fluctuations. In this study, experiments were conducted to clarify the unstable condition using the micro-solar diesel hybrid system using solar PV (2kW), Battery Bank (24V,420Ah) and Diesel Generator (4.7kVA) and load(1500W) at Ashikaga University (AU). The experiments are conducted by two different setups, a hybrid system of solar PV and DG and the hybrid with battery bank. The results of the experiments show the frequency fluctuations becomes smaller by the hybrid system with battery bank. And the mechanical governor which attached to the DG has important function to stabilize frequency fluctuation. In the study, economic viability of the solar PV and DG hybrid system is examined by computing the Internal Rate of Return (IRR). In the calculation of the least-cost alternative system, a diesel engine powered generation system with the capacity to generate the same amount of electricity as the solar PV-DG hybrid system was used. The IRRs of the solar PV – diesel hybrid system is positive in all configuration. IRR becomes larger in the hybrid system without a battery bank and also it becomes larger with increase of the penetration ratio of solar PV. The configuration of solar PV and DG hybrid system have to be considered by the type of power demand. If the demand user requires quality power such as stabilized voltage and frequency in minimum range, battery bank have to be installed to the system. If the economical operation by saving the amount of fuel consumption is more important, battery bank does not need to be included. The system is feasible on the both aspect of technical and economical, therefore it can be introduced as reliable energy supply system for small power demand in remote areas.

Air pollution has been broadly concerned as a global issue in all regions. Particulate matter (PM) emission mainly originated from the combustion of diesel engine in transport sector is progressively solved for mitigation. The purpose of this study is to preliminary utilize biodiesel from different feedstock as an alternative fuel in a diesel engine. Waste-derived biodiesel was prepared from waste cooking oil (WCOME) and waste chicken oil (CKOME) by transesterification process. Palm oil-derived biodiesel (POME) was also prepared and used as a reference. Fatty acid profiles of the prepared biodiesel were characterized by a gas chromatography–mass​ spectrometer. The biodiesel was analyzed for fuel characteristics under ASTM standards. The engine test was carried out on a single-cylinder diesel engine at the engine speed of 1500 rpm with full engine load. The engine combustion and performance as well as exhaust emissions of waste-derived biodiesel were compared with palm oil biodiesel and diesel fuel. The PM oxidation temperature was indicated by a simultaneous thermal analyzer. The obtained results disclosed that main fatty acids of POME and CKOME were palmitic acid (C16:0) and oleic acid (C18:1) while that of WCOME were oleic acid (C18:1) and linoleic acid (C18:2). It was evident that kinematic viscosity, specific gravity and flash point of biodiesels were above the limit prescribed by the diesel fuel standard. Lubricity of all biodiesels was bounded by the limitation of diesel specification. CKOME possessed excellent lubricating properties among biodiesels tested. The combustion of WCOME lowered CO, HC and smoke emissions compared to POME while the combustion of CKOME produced similar CO, HC and smoke emissions with more benefit in NOxemissions compared to POME. PM emissions caused by the combustion of biodiesel derived from WCOME and CKOME tended to oxidize easier than those of diesel fuel because the lower temperature for maximum soot oxidation by thermo-gravimetric analysis was obtained. Consequently, biodiesel derived from waste cooking oil and waste chicken oil can be considered as potential candidates to replace the biodiesel derived from palm oil as main feedstock of biodiesel production in Thailand without any penalty in exhaust emissions.

High humidity promotes the growth and agglomeration of particles, which accelerates particle deposition. The particles emitted from the natural combustion of diesel (B0), palm oil methyl ester (PME), soybean oil methyl ester (SME) and waste oil methyl ester (WME) in an environmental chamber were investigated. The particle size distributions of the four kinds of fuels were measured in the chamber at 50% and 75% relative humidity. In addition, the four kinds of combustion particles were microscopically analyzed, including SEM, contact angle and XPS to explain the hygroscopicity of particle surface. The results show that high humidity accelerates particle deposition, and coarse particles are easier to deposit than fine particles in most cases. The particle number density of the four fuels is mainly in the range of 0.3–1μmat different humidities. The peaks of the number density of 0.3-1μmparticles corresponding to B0, PME, SME and WME are 3.79 × 106, 1.57 × 106, 1.20 × 106 and 0.76 × 106 #/m3, respectively. The number density of particles decreases with the increase of the humidity in most cases. It is noted that the particle number from B0 with the size of 0.3–0.5μmshows a secondary increase at about 330 min and the particle number with the size of 0.3μmat 75% humidity is higher than that at 50% humidity. The four kinds of particles possess superhydrophobic characteristics with contact angles of over 150°. The ratios of hydrophobic/hydrophilic functional groups of particles are PME, B0, SME and WME in descending order. It is found that the sulfur content and functional groups in the particles have an obvious influence on the hygroscopicity.

This work aims to replace conventional diesel fuel with low and no carbon fuels like ethanol and hydrogen to reduce the harmful emission that causes environmental degradation. Pursuant to this objective, this study investigated the performance, combustion, and emission characteristics of the diesel engine operated on dual fuel mode by ethanol-diesel blends with H 2 enriched intake air at different engine loads with a constant engine speed of 1500 rpm. The results were compared to sole diesel operation with and without H 2 enrichment. The ethanol/diesel was blended in v/v ratios of 5, 10, and 15% and tested in a diesel engine along with a 9 lpm H 2 flow rate at the intake manifold. The results revealed that 10% ethanol with 9 lpm H 2 combination gives the maximum brake thermal efficiency, which is 1% and 4.8% higher than diesel with and without H 2 enrichment, respectively. The brake specific fuel consumption of the diesel-ethanol blends with H 2 flow increased with increasing ethanol ratio in the blend. When the ethanol ratio increased from 5 to 10%, in-cylinder pressure and heat release rate were increased, whereas HC, CO, and NO x emissions were decreased. At maximum load, the CO and HC emission of 10% ethanol blend with 9 lpm H 2 case decreased by about 50% and 28.7% compared to sole diesel. However, NO x emission of the same blend was 11.4% higher than diesel. From the results, the study concludes that 10% ethanol blended diesel with a 9 lpm H 2 flow rate at the intake port is the best dual-fuel mode combination that gives the best engine characteristics with maximum diesel replacement. [Display omitted] • Simultaneous use of Three fuels namely diesel, hydrogen and ethanol. • Intake air was enriched by hydrogen gas at 9 lpm at the intake manifold. • 5, 10, and 15% blend of ethanol and diesel was used as the main fuel. • Ethanol blends with hydrogen increased brake thermal efficiency. • Lower carbon dioxide emission than neat diesel fuel but higher nitrogen oxides. [ABSTRACT FROM AUTHOR]

Hydrogen addition affects the composition of exhaust gases in vehicles. However, the effects of hydrogen addition to compression ignition engines in running vehicles have not been evaluated. Hydrogen-mixed air was introduced into the air intake of a truck equipped with a direct-injection diesel engine and running on a chassis dynamometer to investigate the effect of hydrogen addition on fuel consumption and exhaust gas components. The reduction in diesel consumption and the increase in hydrogen energy share (HES) showed almost linear dependence, where the percentage decrease in diesel consumption is approximately 0.6 × HES. The percentage reduction of CO2 showed a one-to-one relationship to the reduction in diesel consumption. The reduction in emissions of CO, PM, and hydrocarbons (except for ethylene) had one to one or a larger correlation with the reduction of diesel consumption. On the other hand, it was observed that NOx emissions increased, and the percentage increase of NOx was 1.5~2.0 times that of HES. The requirement for total energy supply was more when hydrogen was added than for diesel alone. In the actual running mode, only 50% of the energy of added hydrogen was used to power the truck. As no adjustments were made to the engine in this experiment, a possible disadvantage that could be improved by adjusting the combustion conditions. [ABSTRACT FROM AUTHOR]

In underground mining, conventional loader equipment uses diesel as a power source, implying different drawbacks, such as combustion gases, low visibility, worker's health problems, and high ventilation requirements. Thus, hybrid and electric loaders are being developed by the main industry suppliers who prefer clean technology. In this study, we analyzed the performance of an electro-mechanical powertrain through a dynamic model of underground-loader equipment using field data. This electric LHD model was compared to a diesel loader under the same operational conditions. For the case study, the results showed that the proposed electro-mechanical model, considering 14 tons of capacity, consumed 86.8 kWh, representing 60.5% less energy than the diesel loader with similar speed and torque characteristics. Thus, the proposed methodology is a valuable tool for operators, process engineers, and decision-makers, allowing an energy-efficiency evaluation for electric LHD adoption, based on the current operational data available for conventional equipment. [ABSTRACT FROM AUTHOR]

Due to energy shortage and environmental problems, the application of natural gas in internal combustion engine has attracted extensive attention. Therefore, diesel pilot ignition natural gas engine is a promising technology. However, the different sources of natural gas lead to the change in composition, which has a great impact on engine combustion and emission. In this study, the relationship between Wobbe index (WI) and swirl ratio (SR) of six different natural gas mixtures was studied by numerical simulation method. Besides, reactivity controlled compression ignition (RCCI) combustion strategy was evaluated. The results showed that increasing the WI increased the in-cylinder pressure and temperature, increased the ignition delay, and shortened the combustion duration, the gross indicated efficiency (GIE) of the six gases exceeded 50%. In addition, the increase of WI increased the nitrogen oxide (NOx) emissions and reduced the hydrocarbon (HC) and carbon monoxide (CO) emissions. Moreover, the peak pressure rise rate (PPRR) increased with the rise of WI, which may lead to engine knock. The results also showed that the increase of SR increased the in-cylinder pressure and temperature and improved the PPRR. When the SR was 0.7 and the WI was 51.7, the combustion and emission performance of the RCCI engine was relatively better. [ABSTRACT FROM AUTHOR]

In 2018, around 640,000 non-road diesel engines (NRDEs) were in use in Australia, with a projected stock of one million units by the mid-2040s. There are no Australian regulations to limit emissions from NRDEs, and Australia has not fully benefitted from legislation elsewhere. All engines (and equipment) are imported, but the uptake of the most recent technologies has been low. The locations of NRDEs in Australia and their patterns of activity are also poorly understood. This analysis involved the development of a whole-of-Australia impact pathway modelling approach for NRDEs, focussing on PM2.5 and NO2. It defined the NRDE stock and spatial distributions of emissions, air quality and health outcomes in a business-as-usual (BAU) scenario for the period 2018 to 2063, as well as three emission management scenarios. The NONROAD model formed the basis of a bottom-up calculation of emissions for the scenarios. This covered 27 equipment types, with a breakdown by power, emission standard and age. The bottom-up results were calibrated using ABS diesel statistics, and various methods were employed to allocate emissions spatially. The CSIRO Chemical Transport Model (C-CTM) was then used to simulate air pollution across Australia without NRDEs. The C-CTM predictions were refined using satellite land-use regression, followed by perturbation for NRDE emissions. The impacts of the NRDE perturbation on health - as years of life lost (YLL) - were estimated using a life table approach, including a cessation lag structure. In 2018 NRDEs were responsible for up to 15% of anthropogenic NOX emissions, and up to 5% of anthropogenic PM2.5 emissions in Australia. The annual YLL for NRDE-related NO2 and PM2.5 concentrations equated to around 9% of the total YLL for all anthropogenic NO2 and PM2.5. Over the full time period of the analysis, the management scenarios reduced YLL by between 6% and 27%. [ABSTRACT FROM AUTHOR]

The electricity is generated in a traditional way extensively using diesel in off-grid areas. However, it increases the consumption of fossil fuels and carbon emissions and therefore it is essential to find alternative solutions to help reaching sustainability goals. The case study is Stewart Island, where the electricity is provided by a distribution network powered by up to five diesel generators at a central diesel power station. Local residents believe that reducing the consumption of diesel and having a renewable source of electricity generation are two of the island's highest priorities. HOMER PRO software is used to compare current diesel generators system with a hybrid system merging a tidal energy source (predictable) with wind (unpredictable) and diesel (back-up), through a microgrid. Using two wind and four tidal turbines, plus one diesel generator for back-up, produces the highest renewable fraction (61.1%) and reduces the fuel consumption and green gases emissions (GHGs) 199,176 l and 534,061 kg/yr, respectively, in comparison with using diesel station. Its levelized cost at 21 c/kWh is also more cost-effective rather than 23 c/kWh in the present scenario. [ABSTRACT FROM AUTHOR]

The sole objective of the current work is to assess the effects of adding waste plastic fuel to diesel and jatropha biodiesel. In order to test this, seven distinct fuel samples made up of jatropha biodiesel-diesel, WPF-jatropha biodiesel-diesel, and regular diesel as a reference fuel were created using predefined volumetric proportions. After thorough characterization, studies are carried out employing spectroscopic methods such as FTIR, elemental analysis, and GC-MS. Finally, a direct-injection single-cylinder diesel engine underwent performance and emission tests. It has been discovered that adding WPF to biodiesel lowers its density, flash point, and viscosity. When WPF is added to biodiesel blends, the biodiesel's cold flow properties are improved, and its calorific value and diesel index are raised. According to FTIR analysis of the fuel samples, the WPF mixed biodiesel, biodiesel, and diesel all share certain common functional groups. According to GC-MS examination of the fuel samples, all of the blends contain some aliphatic and aromatic chemicals as well as diglycerides, triglycerides, and ester components. WPF blended fuels exhibit improved thermal efficiency under partial loading situations, according to engine performance tests. It is discovered that the WPF blended fuel has a lower exhaust temperature than biodiesel. Compared to biodiesel and diesel, WPF mixed fuel has higher HC emissions but lower NOx emissions. Thus, it is advantageous to mix waste plastic fuel with biodiesel because doing so lowers NOx emissions while simultaneously raising the calorific value and diesel index of the biodiesel. [ABSTRACT FROM AUTHOR]

—he influence of the mechanical properties of a thin metal–ceramic film on the wear rate of the frictional surfaces in the shaft–coating–bush system is investigated. By adjusting the chemical composition of the shaft, coating, and bearing bush, the mechanical and tribological properties may be modified, and hence the system's performance may be improved. [ABSTRACT FROM AUTHOR]

A novel hybrid surfactant-type polyoxometalate, [(C16H33) N(CH3)3]6 [PV3W9O40] was synthesized and characterized by FT-IR, SEM, and EDX analysis. Oxidation of sulfur compounds in gas condensate with H2O2 as oxidant using surfactant-type polytangestovanado phosphoric catalyst and acetonitrile as solvent was studied. The total sulfur content of the samples was determined by UV Fluorescence. The catalyst was evaluated for the oxidative desulfurization of gas condensate from Ilam Refinery Company and straight-run diesel from Kermanshah Oil Refining. The findings reveal that the catalysts preserve the Keggin structure. The sulfur level of a gas condensate can be lowered from a few hundred 1800 µg/g to 83 µg/g only at 5 min and the sulfur removal of 98.83% was obtained at 15 min. Also, the desulfurization rate of straight-run diesel can be up to 82% at 30 min. In addition, the reusability of the catalyst after five times showed that the catalytic activity had a decrease from 97.22 to 92.11 percent sulfur removal of gas condensate. [ABSTRACT FROM AUTHOR]

Pollution of soils containing petroleum products is one of the most important environmental challenges. Therefore, it is necessary to take measures for the purification of petroleum products, including diesel, to clean these compounds from the soil, various solutions are used, including the use of electrokinetic process. The result of the electrokinetic process in the soil is the movement of water, ions and charged particles due to the difference in electrical potential. In this study, the purification of dieselcontaminated clay by electrokinetic method in the presence of ABTS and saponin surfactants is investigated and the effect of pH control on catolite and anolite on the electrokinetic modification process of clay is evaluated, The results show that in the absence of the surfactant, the electrokinetic method has a very low removal efficiency of 3% to 7%, but in the presence of the surfactant, the efficiency is significantly increased by 20% to 54%, with pH control in Velit, anolyte and the amount of active substance increase the level of efficiency of diesel removal from soil. With the use of Saponin, the lowest amount of removal at a concentration of 0.05% equal to 20% has been obtained, while ABTS has been able to remove about 54% of diesel at the highest concentration of surfactant (0.15%), in the continuation of the research A uniaxial test has been conducted to determine the unconfined compressive strength of the soil sample, which shows that the cleaning process increases the compressive strength of the soil by 15%. [ABSTRACT FROM AUTHOR]

The effects of performance and emission parameters of a mono-cylinder CI engine have been studied using new alternate fuel: Lemongrass oil (LGO) with nano additive (Cerium Oxide). The study focuses on a novel biosynthesis method (Plant-mediated synthesis) of CeO2 nano-additives from the Azadirachta indica plant, which is less toxic and more compatible with other chemical methods. The biosynthesis method is a simple, high-yielding, environmentally friendly alternative to chemical methods. Recently, a green technique based on impulsively decreasing elements such as polysaccharides, microorganisms (bacteria and fungas), or plant extract has been developed. This is due to the fact that the process is a simpler, non-hazardous, and environmentally friendly alternative technique when compared to the intricate chemical techniques of synthesis of nano-additives. The engine tests were carried out by using three different volumetric percentages (LGO25, LGO25 + 50 ppm and LGO25 + 100 ppm) and related with base diesel. The test outcomes revealed that the BSFC decreased by 4.98% and 6.83% and BTE increased by 1.76% and 2.27% at LGO25 + CE 50 ppm and 100 ppm concentrations, correspondingly. The CO emission decreased by 18.18% and 24.2%, HC emission decreased by 3.03% and 9.1%, NOx emission decreased by 14.8% and 31%, Smoke emission decreased by 10.5% and 15.1% for LGO25 + CE 50 ppm and 100 ppm correspondingly. [ABSTRACT FROM AUTHOR]

Numerical simulations, based on relatively complex physical models developed for CFD, can accurately predict engine-out responses, but they require huge memory space and/or computation time. In terms of resources and computer time, artificial intelligence methodologies are more cost-effective. In this work, we used an ANN to predict the performance and exhaust emissions of a single-cylinder Diesel engine running on fossil diesel, biodiesel, and their blends under various speed and load regimes. To perform the modeling, we employed multilayer perceptrons and a back-propagation gradient algorithm with momentum to train the network weights. The modification of the network weights was done using the second-order method of Levenberg-Marquardt, and the technique of early termination was utilized to avoid overtraining the model. The study involved using 70% of the complete experimental data to train the neural network, allocating 15% for network validation, and reserving the remaining 15% to evaluate the trained network effectiveness. The ANN model that was created demonstrated remarkable accuracy in predicting both engine performance and emissions. This is evident from the strong correlation coefficients observed, which ranged from 0.987 to 0.999, as well as the low mean squared errors ranging from 7.44·10–4 to 2.49·10–3. [ABSTRACT FROM AUTHOR]

• Addition of ethanol and nanoparticles is advantageous to improve overall performance of engine. • Ethanol plus nanoparticle blends enhance the mechanical efficiency of engine. • Emission reduction of CO and HC is 27 % and CO 2 increase to 43 %. • Marginal variations observed in volumetric efficiency and NOx increase by 9 %. • Blends containing biodiesel and ethanol up to 20% with nanoparticle up to 100 ppm are suitable for diesel engine. Automobile pollution has escalated the environmental degradation manifold, causing climate change. Numerous research works are being carried out to find alternative fuels that can improve efficiencies and limit emission levels. The present research work focuses on experimental investigation of DICI-VCR engine is performed to evaluate the performance and emission (PCE) characteristics using ethanol and Al 2 O 3 nanoparticle blended biodiesel. Nine blends of biodiesel, diesel, and ethanol were prepared on v/v basis. Biodiesel was mixed in constant proportions and Al 2 O 3 nanoparticles were added as additives in the blends with the proportion of 100 ppm. Physical and chemical properties were tested and found within the limits of ASTM D6751 and ASTM D975 standards. Experiments were conducted at constant compression ratio (18:1) with variable loading at full throttle condition. The study showed that the reduction in performance and emission characteristics such as brake thermal efficiency, mechanical efficiency, volumetric efficiency, carbon monoxide, and hydrocarbons ranges from 3.7% to 8.7%, 3.4% to 9.9%, 0.3% to 0.6%, 7.5% to 26.5%, and 8% to 27% respectively whereas increment in brake specific fuel consumption, exhaust gas temperature, carbon dioxide, and oxides of nitrogen as 4.5% to 22.4%, 0.9% to 4.8%, 17.5% to 43%, 4% to 9% respectively observed in comparison with neat diesel. [ABSTRACT FROM AUTHOR]

The purpose of this research was to evaluate the adsorbent properties of carbon nanotubes by investigating, in particular, the possibility of their use in the purification of water contaminated with automotive diesel, caused, in most cases, as a result of spillage from underground tanks, leaks from pipelines, traffic accidents, etc. In particular, we investigated whether the high molecular weights of the hydrocarbon molecules present in diesel could influence the adsorption capacity of carbon nanotubes. Initial systems consisting of water and diesel were treated with different amounts of carbon nanotubes. The final post-adsorption phases were characterized using NMR analysis, FT-IR spectroscopy and TG-DTG-DTA thermal analysis. Carbon nanotubes showed great efficiency in the adsorption of diesel, the possibility of their reuse in several adsorption cycles and the consequent recovery of the adsorbed diesel and of the treated water. [ABSTRACT FROM AUTHOR]

This study characterizes carbonyls (RCHO), polycyclic aromatic hydrocarbons (PAHs), their nitrated (nitro-PAHs) and alkylated (alkyl-PAHs) in particulate matter in the exhaust emissions of a diesel engine. The measurements were made with a standard engine, often found in vans used in Brazil, fueled with pure commercial diesel and mixtures of 10, 20, and 30% biodiesel with 2, 4, and 6% of ethanol. Particulate matter sampling was carried out with a 10-stage cascade impactor. Chemical analyses for PAHs and their derivatives were conducted using gas phase chromatography-mass spectrometry (GC/MS). RCHO were sampled using impingers with 2,4-DNPH and analyzed using HPLC with UV detection. The results showed that emissions of all the PAHs and their derivatives were reduced with the use of biodiesel and ethanol, with the exception of the blend of 30% biodiesel with 4% ethanol. However, all the RCHO emissions increased with biodiesel and ethanol. High correlations were observed between the emissions of PAHs, alkyl-PAHs and nitro-PAHs, which suggests a similarity in the formation mechanisms of these compounds. All PAHs' emissions have a strong negative correlation with biodiesel content and with RCHO emissions and a medium correlation with ethanol content. In contrast, biodiesel and ethanol with the RCHO emissions lead to a positive correlation coefficient of these compounds which is more pronounced for biodiesel than ethanol. [ABSTRACT FROM AUTHOR]

Processed oil (HTO) is paraffin-based biofuels derived from many edibles and non-edible sources. HTVO shall be employed in engines as blended fuel with diesel or as neat fuel without or with any major modifications. However, the production of edible resources competes with food production. Hence, alternative non-edible and waste oil will be in high demand over the upcoming years to felicitate the significant replacement of fossil fuels. In this study, catalytic processing of non-edible and waste seed oil derived from custard seeds (HTCSO) was employed to produce fuels as a substitute for the transesterification process. The application of processed treatment will significantly increase in the transport sector in the coming years. This study investigates the extensive study on HTCSO on engine performance and emission patterns of a 4-stroke (Kirloskar AV1), 5.5 kW diesel engine. Ignition patterns were computed at different conditions by altering HTCSO percentage (25 and 50% volume) compared with diesel. Twenty-five and 50% volume of HTCSO blended with 75 and 50% of petrodiesel is referred to as HTCSO25D75 and HTCSO50D50, respectively. HTCSO/diesel blends show that the thermal brake efficiency (BTE), in general, was found to be increased, and brake-specific fuel consumption (BSFC) decreased with increased volume fraction of HTCSO in the blends. NOx CO, HC, and smoke opacity were found lower for all HTCSO blends than diesel at all load conditions. It shall be decided from the experimental research that HTCSO is a potential alternative to diesel fuel. [ABSTRACT FROM AUTHOR]

With the aim of CO2 emissions reduction in the maritime sector, dual fuel engines operating on natural gas are the most prominent technical and commercially available solution. A promising variant is the two-stroke high-pressure natural gas injection engine, utilizing diesel pilot fuel injection for ignition of the gaseous fuel while being able to operate in diesel-only mode. In this study, a comparative analysis of the performance and the combustion mechanism of dual fuel and diesel mode for this engine type is conducted using experimental data. Studies based on measurements conducted on actual scale are limited in the literature due to the engines' sheer size not allowing lab testing. The analysis was conducted using measurements acquired during the factory acceptance tests involving conventional operating data and cylinder pressure data acquired using a piezoelectric sensor. In terms of the mean pressure and temperature, only minor differences were found. The specific fuel consumption was improved under low load operation for the dual fuel mode by 1.8%, while a small increase of 1.2% was found near full load. Differences were found in the combustion process from 25 to 75% load with considerably faster premixed and diffusion combustion for the dual fuel mode leading to a 6–8% decrease in combustion duration. Despite the combustion process differences, the performance under dual fuel operation was overall close to that of conventional diesel with an acceptable 1.5% efficiency reduction on average. This confirms that modern dual fuel marine engines can achieve the performance standards of conventional ones while benefiting from low-carbon fuel use to reduce CO2 emissions. [ABSTRACT FROM AUTHOR]

Scedosporium infections mainly occur after aspiration of contaminated water or inoculation with polluted environmental materials. Scedosporium spp. have been isolated from anthropogenic environments frequently. To understand their propagation and routes of infection, possible reservoirs of Scedosporium spp. should be explored. In this study, the impact of temperature, diesel and nitrate on Scedosporium populations in soil is described. Soil was treated with diesel and KNO3 and incubated for nine weeks at 18 and 25 °C. Isolation of Scedosporium strains was done using SceSel+. For the identification of 600 isolated strains, RFLP and rDNA sequencing were used. Scedosporium apiospermum, S. aurantiacum, S. boydii and S. dehoogii were isolated at the beginning and/or the end of incubation. Temperature alone had a minor effect on the Scedosporium population. The combination of 25 °C and nitrate resulted in higher Scedosporium numbers. Treatment with 10 g diesel/kg soil and incubation at 25 °C resulted in even higher abundance, and favored S. apiospermum and S. dehoogii. The results of this study show that diesel-polluted soils favor dispersal of Scedosporium strains, especially S. apiospermum and S. dehoogii. Higher temperature force the effect of supplementations. [ABSTRACT FROM AUTHOR]

This paper presents quantitative comparison of the effect of modified contemporary diesel blends under effective parameters of diesel engine. Comparative tests were made under bench conditions. The values of the power, economy and toxic performance of a diesel engine operating with standard fuel and modified diesel blends have been determined. It is concluded that the operation of a Volkswagen 1.9 diesel engine with a modified contemporary diesel blend results in a reduction in the exhaust gas temperature without altering its economic and environmental performance. [ABSTRACT FROM AUTHOR]

The Court of Justice of the European Union issued a judgment on the approval of motor vehicles and trailers, in which it determined that buyers have the right to claim compensation for non-contractual liability if the vehicles do not comply with the nitrogen oxide emission limits established by the regulations. Furthermore, it was concluded that prohibited emission control deactivation devices are not justified in the majority of driving conditions. The judgment establishes that manufacturers have an obligation to compensate affected buyers and that Member States must establish effective sanctions in case of non-compliance with these regulations. [Extracted from the article]

In this experimental investigation, graphene nano additive was used at different proportions from 25 to 100ppm with an interval of 25ppm. It was then dispersed into the neat diesel and 20% Calophyllum inophyllum blend and its properties were determined. Further, experimentation was conducted for selected fuels in a CI engine. The discussions revealed that BTHE increased by 0.54 and 0.03% for CI20 with GNA of 25 and 50ppm. VE was decreased by 0.19, 0.32, 0.59, and 0.70%. EGT was decreased by 7.69, 7.57, 6.71, 6.81, and 7.55% for CI20 with GNA of 25 to 100 ppm. CO emissions were decreased by 12.8, 10.37, 8.71, and 1.65%, HC emissions were lessened by 72.44, 74.48, 75.5, and 76.5%, NOx emissions were reduced by 19.34, 17.56, 19.53, and 16.88%, opacity reduced by 7.1, 5.13, 4.47, and 4.07% for CI20 with GNA of 25 to 100ppm. The maximum cylinder pressure was reduced by 0.76, 1.02, 1.55, and 0.36%, RPR was increased by 36.58%, 33.69%, 38.82%, and 35.33% for CI20 with GNA of 25 to 100ppm. 90% MFB was taken for all blends at the difference of approximately 1°CA from that of diesel. Therefore, CI20 with GNA proportions is a promising substitute for diesel fuel. [ABSTRACT FROM AUTHOR]

Carbon-based nanomaterials have excellent properties and can be used in fuels to reduce emissions and improve engine performance and fuel economy. Due to their unique thermal conductivity properties, nanoparticles are widely used in various ways. The current article analyzes research results on the influence of carbon nanoparticles on the working characteristics and emissions of internal combustion engines powered by diesel and biodiesel. Fuels were mixed with the nanomaterial CPL at different concentrations (50, 100, and 150 ppm). This article analyzes the influence of nanomaterial (carbon wafers) in diesel engines using diesel and biodiesel to reduce emissions and fuel consumption, evaluates the volume of nanomaterials as a fuel additive needed to improve emission performance, and investigates the problem of the practical application of nano-fuel (i.e., regarding dosage and stability). [ABSTRACT FROM AUTHOR]

Copyright of Avances is the property of Instituto de Informacion Cientifica y Tecnologica and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Revista de Ciencias Sociales (13159518) is the property of Revista de Ciencias Sociales de la Universidad del Zulia Venezuela and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The development of simplified surrogate mixtures able to replicate combustion-related behaviors of chemically complex fuels is essential for their simulation with computational tools, a key step towards the design of high-efficiency and low-emission combustion applications. This work proposes to use the isolated droplet configuration as a benchmark to formulate and validate surrogates that capture the vaporization and soot production characteristics of a first-fill diesel and a diesel-biodiesel mixture. To that end, droplet vaporization experiments and a multicomponent model were coupled to produce blends matching the evaporation behavior, whereas the soot tendency was incorporated through tests at the ASTM D1322 smoke point lamp and the Oxygen Extended Sooting Index (OESI). The so-obtained surrogate blends were subsequently validated for both characteristics. Their evaporation curves proved to match remarkably well those obtained for the target fuels, with noticeable improvements when increasing the number of compounds in the mixture. As for the sooting behavior, the proposed blends achieved a good emulation in terms of the design parameter (OESI), confirming the validity of the proposed methodology. On the other hand, an additional and independent validation of the sooting propensity through the quantification of the mass of soot produced by isolated droplets under a high-temperature and reducing atmosphere revealed significantly higher soot yields for the surrogates when compared to the target fuels. These results highlight the relevance of the configuration used when designing and validating surrogates, since the same blends can provide substantial differences when evaluated through different sooting indices. [ABSTRACT FROM AUTHOR]

Nanofluids are mostly dispersed in a base fuel to advance thermo-physical properties, creating them a noticeable prime for implementation in a variety of viable exertion such as medical engineering, transportation, biotechnology, and so on. The scientific community has been focusing on improving combustion behavior, constancy features, several engine functioning metrics, and emission features of traditional diesel engines employing nanoparticle-based fuel blends due to advances in nanotechnology. There have recently been a few research endeavors in the literature by nano-sized organic, non-metallic, metallic, and assorted particles in the conventional fuel for diesel engines. Due to the extreme multi-fold improvement in physical and chemical characteristics of customized energy, like great aspect ratio, an elevated reactive platform for combustion, improved heat and mass transport characteristics due to increased mechanical properties like enhancements in fire point, flash point, pour point, and other properties based on the type of nanoparticles, the obtained results are inspiring. Despite having all its advantages, the literature has some ambiguous and inconsistent data, and the experimental results of diverse investigators have not been comprehensive to the point where a shared agreement on this novel methodology to fuel reform can be reached. An effort was made to summarize a critical scientific paper on the combustion and consistency aspects of nanoparticle-filled fuels and their blends, and also their impacts on fuel and engine overall attributes, to pave the way for more research in this domain to maximize the prospective of nanoparticle-based fuels. [ABSTRACT FROM AUTHOR]

Internal combustion engine research predominantly focuses on routes to lower emissions to meet various emission legislation. Lower emissions can be achieved with increased fuel efficiency and less lubricant throw off/lubricant combustion in the piston ring zone. These are all dependent on the oil film that forms between the liner and piston components. This article details the use of ultrasonic sensors to study the lubricant film thickness between the engine liner and piston rings/skirt in a fired diesel two-cylinder YTR engine. The testing regime covered a series of engine speeds and loading levels and found the minimum oil film thickness to vary from 1 to 3.5 μm. Spectrograms (time-varying ultrasonic amplitude spectra) have shown a residual oil film on the liner, first present after the skirt moves above the sensor that peaks at 440 μm, which then dissipates until the next oil control ring passage. Start-up and shut-down captures have visualised the build-up and reduction of the film thickness, in which during start-up typically a 2-s interval between the first ring passage and a consistent film thickness was seen. Whilst the shut-down tests showed a lesser variation, anticipated to be due to the oil pump already operating and is, therefore, less subjective to a reduction in engine speed providing a threshold of oil remains on the liner. Measurements like this help to describe how lubrication occurs in the piston ring zone and hence can optimise component design and an oil injection schedule. [ABSTRACT FROM AUTHOR]

Fueling a compression-ignition engine with premixed natural gas offers the potential to combine a clean-burning, low-carbon fuel with a high compression ratio, high-efficiency engine. This work describes the development of a multi-cylinder 6.7 L diesel engine converted to run stoichiometric diesel micro-pilot/ natural gas premix combustion with a maximum diesel contribution target of 5% of the total fuel energy and a three-way catalyst aftertreatment system. Results are given by comparing the stoichiometric combustion to the diesel baseline operation, showing combustion characteristics differences, including the rapid two stage heat release. A high load output of 23 bar brake mean effective pressure was obtained with diesel-like brake thermal efficiency of 41%. This operating condition enabled a brake specific CO2 emissions reduction of up to 25% when compared to diesel. It was observed that the low load output is limited by combustion stability when operated at stoichiometric condition. The three-way catalyst is observed to run at peak efficiency with an equivalence ratio of 1.01. Injector fouling was observed through the inspection of the nozzle and its internal parts, indicating carbon build-up similar to that seen in injector coking mechanisms. A comparison of the developed engine to other engine technologies is given, showing that the diesel micro-pilot natural gas engine performance is in good standing among other diesel and gas engines in the market. [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.

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.

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.

A methodology for substantiating the optimal parameters settings of diesel generators of diesel locomotives according to the criterion of the maximum weighted average efficiency of a diesel locomotive depending on their operating conditions is presented, as well as a methodology and numerical algorithm for assessing the optimal diesel power and efficiency of diesel locomotives with electric transmission and their traction electrical machines. When choosing the optimal mode for controlling the movement of a freight train, the author recommends using the principle of parametric (additive) optimization of the transportation work of locomotives and the value of the highest efficiency of the power circuit, depending on the accepted range of changes in the speed movement of the train on the calculated section of the railway. The research results were obtained in the form of tabular data (regime card) and corresponding analytical expressions - equations for determining the parameters under study. It is recommended to test the obtained research results in real operating conditions, and continue these studies for other types of diesel locomotives and sections of the Uzbek railways of varying degrees of difficulty.

Air toxics are an important category of air pollutants that are known to cause adverse health effects, including increased cancer risk. Regulatory efforts at federal, state, and local levels have aimed to decrease air toxics emissions over the past several decades. This study evaluated trends in air toxics cancer risks in Southern California using data from 1998 to 2018. We estimated air toxics cancer risk for each of four iterations of the South Coast Air Quality Management District’s Multiple Air Toxics Exposure Study, which included at least one year of measurements at 10 stations and air toxics modeling for each iteration. Cancer risks were calculated using the measured and modeled air toxics concentrations averaged over a one to two year period and multiplied by the corresponding cancer potency factor and combined exposure factor that accounted for multiple exposure pathways and children’s increased sensitivity to the health effects of air pollution. We examined temporal trends in overall air toxics cancer risks and evaluated changes in the air toxics species that contributed most to cancer risk in the region. Both measurement and modeling results show that air toxics cancer risk in Southern California decreased by more than 80% between 1998 and 2018, including a decrease of about 50% from 2012 to 2018. Diesel particulate matter was the main risk driver, followed by benzene, 1,3-butadiene, and formaldehyde. We found that more densely populated communities showed larger decreases than sparsely populated areas. The substantial decrease in air toxics levels over this 20-year period points to the success of air pollution policies aimed at addressing air toxics emissions and can inform future policy efforts to further reduce air toxics health impacts.