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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]

This rebuttal letter reports some physical facts, which are contradictory with known physical facts, in the article entitled "Exergy analysis and nanoparticle assessment of cooking oil biodiesel and standard diesel fueled internal combustion engine" by I. Yildiz, H. Caliskan, K. Mori, Energy and Environment 31(8) (2020) 1303–1317. [ABSTRACT FROM AUTHOR]

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A 2.8 MM TPY heavy oil catalytic cracking unit in a refinery has been undergoing slurry recycling for about six months under low processing capacity. The recycling method involves injecting the recycled slurry into the mixed feedstock oil at the feedstock self-protection assembly and then into the feedstock oil nozzle. After calibration, the yield of coke increases from 7.86% to 8.41%, accounting for about 20% of the recycled slurry to produce coke. The diesel yield of the unit has increased, and about 50% of the recycled slurry has been converted or becomes high-value diesel products. The slurry recycling resulted in a decrease in the overall conversion rate of the unit, with a total reduction of 1.93 percentage points in the yields of dry gas, liquefied petroleum gas, and gasoline. During the recycling process of slurry, the unit monitors the feedstock oil and reaction system, and has not found any significant impact on coking in the reaction system, wear of the feedstock oil pipeline and nozzle, or other defects. Subsequent defect elimination inspections have also not found any abnormalities. Overall, the recycling of slurry increases the coke yield of the unit, ensures steam balance in the entire plant under low processing capacity, and effectively reduces the solid content of slurry, resulting in a decrease in the yield of slurry in the unit. [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]

The methods of increasing the efficiency of internal combustion engines through heat utilization are examined. A proposed classification of heat utilization systems for mobile energy vehicles is presented. External utilization harnesses the heat generated by a diesel engine to fulfill the needs of consumers not directly related to the engine, such as interior heating and air conditioning systems. Internal recycling focuses on enhancing the power, environmental performance, and economic performance of an engine and its related systems. Various heat utilization schemes are compared. For the economic conditions of the European Union (EU), a turbocompounding diesel engine is acceptable if its agricultural tractor rated power is more than 275 kW and its combine harvester rated power is more than 310 kW. Steam injection into the combustion chamber is utilized to improve the technical and economic performance of gas turbine engines. This technology is also produced in Ukraine and is proposed for use in internal combustion engines. It is suggested to inject water vapor into a turbocharger turbine. This approach reduces the number of components in the heat recovery system, thereby lowering its cost. A recycling chiller can be employed to cool the air after it passes through the air cleaner, enhance the efficiency of the air cooler, and improve the performance of the thermoelectric generators. This device is particularly effective at relatively high air temperatures and can be recommended for agricultural machinery that operates in such conditions, such as combines. With the application of this new technology, it is possible to increase the power of diesel engines by 15...20% and reduce fuel consumption by up to 14%. Further research will focus on substantiating the parameters of recycling systems for different classes of vehicles. Developing a methodology to justify the effective application of heat utilization systems in agricultural mobile energy vehicles is advisable. [ABSTRACT FROM AUTHOR]

This article assesses the technical condition of the air supply system of the Ford Transit commercial vehicle. After the analysis, results were obtained that allow identifying the reasons for the failure of the intake system of the diesel engine with the Euro5 emission standards. It was found that the malfunction of the turbocharger directly affects the overall condition of the engine and its performance characteristics. The main failures are associated with the malfunction of the turbocharger itself and the leakiness of the pipes or intercooler. The probabilities of occurrence of these failures are determined for the Duratorq TDCi 2.2 engine. [ABSTRACT FROM AUTHOR]

Using renewable fuels for diesel engines can reduce both air pollution and dependence on fossil fuels. A computer simulation was constructed to predict the performance, combustion characteristics, and NOx emissions of a diesel engine fuelled with diesel–biodiesel–butanol blends. The simulation was validated by comparing the modelling results against experimental data and a good agreement between the results was found. The fuels used for the validation were diesel (B0), biodiesel (B100), diesel–biodiesel blend (B50), and two diesel–biodiesel–butanol blends with 45% diesel–45% biodiesel–10% butanol (Bu10) and 40% diesel–40% biodiesel–20% butanol (Bu20) by volume. Experimental results showed that the addition of butanol reduced NOx emissions but deteriorated the engine performance. The aim of the current work was the numerical optimization of the different parameters to enhance the engine performance while using butanol to decrease NOx emissions. The engine compression ratio (CR) varied from 14 to 24, in increments of 2. Fuel injection timing (IT) was reduced from 30° before top dead centre (bTDC) to 5° bTDC in increments of 5°. Also, the fuel injection duration (IDur) was extended from 20° to 50° in increments of 10°. Results showed that the increase in the CR improved engine performance for the two investigated fuels, Bu10 and Bu20. The maximum engine brake power (BP), thermal efficiency (BTE), and minimum brake-specific fuel consumption (BSFC) of 1.46 kW, 32.3%, and 0.273 kg/kWh respectively, were obtained when the Bu10 fuel was injected under the optimum conditions of 24 CR, 15° bTDC IT, and 40° IDur. Under these optimum conditions, the BP, BTE, and BSFC improved by 3%–3.5% for Bu10 and Bu20 fuel blends compared with the base engine conditions of a CR of 22, 30° IDur, and 10° bTDC IT. The heat release rate during the premixed phase increased when the IT was advanced, while the mixing-controlled combustion phase was enhanced when the IT was reduced. NOx emissions increased with increasing CR, while both an increase in IDur at constant IT and the reduction of the IT decreased the engine NOx emissions. Under the optimum conditions, the NOx emissions for Bu10 and Bu20 were further decreased by 2.2% and 0.9%, respectively, compared with the experimental results under base engine conditions. Reducing the IT from 15° to 5° bTDC at a CR of 24 and IDur of 40° caused the NOx emissions for Bu10 and Bu20 to decrease by 16%. When the IDur was increased from 20° to 50° at a CR of 24 and an IT of 15°bTDC, the NOx emissions for Bu10 and Bu20 decreased by 12.3% and 11.8%, respectively. The addition of butanol to the diesel–biodiesel blend under optimum conditions showed results that were comparable to those of pure diesel, with a decrease in NOx emissions. [ABSTRACT FROM AUTHOR]

A major global catastrophe would likely disrupt trade in liquid fuels. Countries dependent on imported oil products might struggle to sustain industrial agriculture. Island nations importing 100% of refined fuels are particularly vulnerable. Our case study aimed to estimate the agricultural land area and biofuel volumes needed to feed the population of New Zealand in the absence of trade. Results showed that stored diesel would quickly be exhausted with ordinary use (weeks) and even with strict rationing (months). To preserve fuel, we found that farming wheat (requiring as little as 5.4 million liters [L] of diesel per annum) was more fuel‐efficient than potatoes (12.3) or dairy (38.7) to feed the national population under a climate‐as‐usual scenario. In a nuclear winter scenario, with reduced agricultural yields, proportionately greater diesel is needed. The wheat would require 24% of current grain‐cropped land, and the canola crop used as feedstock for the required biofuel would occupy a further 1%–7%. Investment in canola biodiesel or renewable diesel refineries could ensure supply for the bare minimum agricultural liquid fuel needs. Were subsequent analysis to favor this option as part of a fuels resilience response and as a tradeoff for routine food use, expansion in refining and canola cropping before a catastrophe could be encouraged through market mechanisms, direct government investment, or a combination of these. Logistics of biofuel refining scale‐up, post‐catastrophe, should also be analyzed. Further, biodiesel produced in normal times would help the nation meet its emissions reduction targets. Other countries should conduct similar analyses. [ABSTRACT FROM AUTHOR]

With emissions regulations becoming increasingly restrictive and the advent of real driving emissions limits, control of engine-out NOx emissions remains an important research topic for diesel engines. Progress in experimental engine development and computational modelling has led to the generation of a large amount of high-fidelity emissions and in-cylinder data, making it attractive to use data-driven emissions prediction and control models. While pure data-driven methods have shown robustness in NOx prediction during steady-state engine operation, deficiencies are found under transient operation and at engine conditions far outside the training range. Therefore, physics-based, mean value models that capture cyclic-level changes in in-cylinder thermo-chemical properties appear as an attractive option for transient NOx emissions modelling. Previous experimental studies have highlighted the existence of a very strong correlation between peak cylinder pressure and cyclic NOx emissions. In this study, a cyclic peak pressure-based semi-empirical NOx prediction model is developed. The model is calibrated using high-speed NO and NO2 emissions measurements during transient engine operation and then tested under different transient operating conditions. The transient performance of the physical model is compared to that of a previously developed data-driven (artificial neural network) model, and is found to be superior, with a better dynamic response and low (<10%) errors. The results shown in this study are encouraging for the use of such models as virtual sensors for real-time emissions monitoring and as complimentary models for future physics-guided neural network development. [ABSTRACT FROM AUTHOR]

Renewable energy sources support energy security and decrease dependence on dwindling fossil fuel resources. The utilization of renewable energy as a sustainable alternative aids in emissions reduction from diesel engines. A numerical study was conducted to investigate the application of exhaust gas recirculation (EGR) in a diesel engine, which was fueled with a diesel-biodiesel blend and diethyl ether (DEE) as an additive. The validation was performed using the experimental data of a diesel engine fueled by an 80 % diesel and a 20 % biodiesel blend (D80B20); good agreement was found between the experimental and numerical results. The aim of the current study is to reduce the concentration of the nitrogen oxide (NOx) emissions by applying the EGR technique while utilizing an optimum value of 5 % DEE in a diesel-biodiesel blend. The numerical study was conducted using the Ricardo WAVE program. The EGR proportions used were 10 %, 20 %, and 30 %. The NOx emissions decreased by 59 % when 30 % EGR was applied, with a decrease of only 5.6 % in the engine thermal efficiency. In addition, when 30 % EGR was applied, the heat release rate decreased by 27.6 %, the combustion duration increased from 33.7° to 48.8°, and the ignition delay increased by 5.3 %. These results indicate that applying EGR and DEE can significantly decrease the concentration of NOx emissions from diesel engines.

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.

This study aims to analyze the influence of adding Aeroshell 500 oil on physicochemical properties. It was found that the oil’s kinematic viscosity is much higher than that of diesel and Jet A, with a higher density and flash point as well. Elemental analysis revealed a higher carbon content and lower hydrogen content in Aeroshell oil compared to Jet A and diesel, with lower calorific power. Adding 5% oil increases the mixture viscosity, flash point, and density; decreases the calorific power; and increases the carbon content for both diesel and Jet A. In the second part, mathematical models determined the combustion temperatures for Jet A, diesel, Jet A plus 5% Aeroshell 500 oil, and diesel plus 5% Aeroshell 500 oil, based on an air excess from one to five. Elemental analysis determined the oxygen and air quantities for these mixtures and stoichiometric combustion reaction for CO2 and H2O. Regarding the CO2 quantity, adding 5% Aeroshell 500 to Jet A increases it from 3.143 kg to 3.159 kg for each kilogram of mixture burned in the stoichiometric reaction. Similarly, adding the oil to diesel in a 5% proportion increases the CO2 quantity from 3.175 to 3.190 in the stoichiometric reaction. Through experimentation with the Jet Cat P80 microturbine engine across four operating regimes, it was observed that the combustion chamber temperature and fuel flow rate are lower when using diesel with a 5% addition of Aeroshell 500 oil compared to Jet A with the same additive. However, the thrust is slightly higher with diesel + 5% Aeroshell 500 oil. Moreover, the specific fuel consumption is higher in regimes one and two for diesel + 5% Aeroshell 500 oil compared to Jet A + 5% Aeroshell 500 oil, while the differences are negligible in regimes three and four. At maximum operating conditions, the excess air was determined from the measured values, comparing the combustion chamber temperature with the calculated value, with a 7% error, extrapolating the results for the scenario when oil is not used. Also, during the testing campaign, the concentrations of CO and SO2 in the exhaust gas jet were measured, with higher concentrations of CO and SO2 observed for diesel compared to Jet A.

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]

Pollution from crude oil and its derivatives poses a serious threat to human health and ecosystems, with accidental spills causing substantial damage. Biodegradation, using microorganisms to break down these contaminants, presents a promising and cost-effective solution. Exploring and utilizing new bacterial strains from underexplored habitats could improve remediation efforts at contaminated sites. This study aimed to evaluate the hydrocarbon biodegradation capacity of bacteria isolated from agricultural soils in Huamachuco, Peru. Soil samples from Oca crops were collected and bacteria were isolated. Biodegradation assays were conducted using diesel as the sole carbon source in the Bushnell Haas Mineral medium. Molecular characterization of the 16S rRNA gene identified four strains. Diesel biodegradation assays at 1% concentration were performed under agitation conditions at 150 rpm and 30 °C, and monitored on day 10 by measuring cellular biomass (OD600), with hydrocarbons analyzed by gas chromatography. The results showed Pseudomonas protegens (PROM2) achieved the highest efficiency in removing total hydrocarbons (91.5 ± 0.7%). Additionally, Pseudomonas citri PROM3 and Acinetobacter guillouiae ClyRoM5 also demonstrated high capacity in removing several individual hydrocarbons. Indigenous bacteria from uncontaminated agricultural soils present a high potential for hydrocarbon bioremediation, offering an ecological and effective solution for soil decontamination. [ABSTRACT FROM AUTHOR]

This study aims to analyze the influence of adding Aeroshell 500 oil on physicochemical properties. It was found that the oil's kinematic viscosity is much higher than that of diesel and Jet A, with a higher density and flash point as well. Elemental analysis revealed a higher carbon content and lower hydrogen content in Aeroshell oil compared to Jet A and diesel, with lower calorific power. Adding 5% oil increases the mixture viscosity, flash point, and density; decreases the calorific power; and increases the carbon content for both diesel and Jet A. In the second part, mathematical models determined the combustion temperatures for Jet A, diesel, Jet A plus 5% Aeroshell 500 oil, and diesel plus 5% Aeroshell 500 oil, based on an air excess from one to five. Elemental analysis determined the oxygen and air quantities for these mixtures and stoichiometric combustion reaction for CO2 and H2O. Regarding the CO2 quantity, adding 5% Aeroshell 500 to Jet A increases it from 3.143 kg to 3.159 kg for each kilogram of mixture burned in the stoichiometric reaction. Similarly, adding the oil to diesel in a 5% proportion increases the CO2 quantity from 3.175 to 3.190 in the stoichiometric reaction. Through experimentation with the Jet Cat P80 microturbine engine across four operating regimes, it was observed that the combustion chamber temperature and fuel flow rate are lower when using diesel with a 5% addition of Aeroshell 500 oil compared to Jet A with the same additive. However, the thrust is slightly higher with diesel + 5% Aeroshell 500 oil. Moreover, the specific fuel consumption is higher in regimes one and two for diesel + 5% Aeroshell 500 oil compared to Jet A + 5% Aeroshell 500 oil, while the differences are negligible in regimes three and four. At maximum operating conditions, the excess air was determined from the measured values, comparing the combustion chamber temperature with the calculated value, with a 7% error, extrapolating the results for the scenario when oil is not used. Also, during the testing campaign, the concentrations of CO and SO2 in the exhaust gas jet were measured, with higher concentrations of CO and SO2 observed for diesel compared to Jet A. [ABSTRACT FROM AUTHOR]

In the present study, performance and emission changes in a compression ignition engine were investigated by combining two methods. The first method involves adding nanoparticle additives to diesel fuel. Titanium dioxide (TiO2) with a particle size of 21 nm was used as nanoparticle. TiO2 was added to diesel fuel at doses of 50 mg and 100 mg per 1 kg (50 and 100 ppm). After adding the nanoparticle to the diesel fuel, each mixture was stirred with a mechanical stirrer for one hour. In the second method, a magnetic field of 1 tesla was created around the fuel. Neodymium magnets were placed circularly around the diesel fuel line to create the magnetic field. The experiments were carried out at 660 RPM engine speed and 100% torque. During the experiments, data on engine performance, in-cylinder pressure and emissions were recorded. This study aims to contribute to the development of alternative fuel applications to improve performance and emissions in compression ignition engines. [ABSTRACT FROM AUTHOR]

Air quality, both outdoor and indoor, is the most critical element that we must protect for the entire environment. While the deterioration of air quality primarily causes respiratory diseases in living things, it also causes corrosive effects on nonliving things, such as corrosion caused by acid rain, which results from air pollution. Therefore, it is necessary to monitor and prevent air pollution by various methods. WHO plays an active role in protecting air quality through its mission. Plants are indispensable beings for the environment and life. They balance the CO2 concentration, temperature, and humidity in the air. Plants use CO2, light, and water during photosynthesis, which is necessary for their growth and development. They reduce the CO2 concentration in the environment. In addition, plants, depending on their leaf characteristics, can trap particulate matter in the atmosphere. Many studies have proven that plants positively affect indoor and outdoor air quality. In this review, we aim to summarize the results of some selected studies, provide information about the air purification capacities of the researched plants, and emphasize the topic's importance. [ABSTRACT FROM AUTHOR]

HVO has been noted as a more sustainable fuel, not only leading to lower total CO2 emissions, but also resulting in lower emissions of toxic substances upon fuel burning. The environmental impact of HVO and HVO diesel blends when accidentally spilled into the soil and ground water has, however, received little attention. While HVO and diesel exhibit nearly identical viscosity and density, their behavior in soils differs due to varying water solubility and fuel additives. In laboratory- and pilot-scale soil columns and lysimeters, we compared the migration and biostimulation-enhanced degradation of HVO, HVO-diesel blend (HVO15), and fossil diesel over 120 days. Additionally, we investigated the impact of fuel additives on migration by comparing HVO without additives to HVO15 and diesel in wet and dry soil columns over 21 days. Notably, HVO migrated through soil more rapidly and in greater quantities than diesel. In wet soil, 69% of added HVO, 8.4% of HVO15, and 21% of diesel leached through as light non-aqueous phase liquid (LNAPL). Dry soil showed smaller differences in fuel migration, but HVO did not mobilize when water was added, unlike HVO15 and diesel. Biostimulation reduced HVO leaching by 15% more than HVO15 and 48% more than diesel. Overall, HVO's behavior in soil differs significantly from fossil diesel, with factors like lower water solubility, reduced mobilization from dry soil, and higher in situ degradability contributing to its reduced environmental risk compared to fossil fuel alternatives in accident scenarios. [ABSTRACT FROM AUTHOR]

Electrochemical impedance spectroscopy, potentiodynamic polarization curves, and the Mott–Schottky method were used to study the corrosion behaviors of vermicular graphite cast iron and gray cast iron and the characteristics of the passive films on the surfaces of vermicular graphite cast iron and gray cast iron in engine coolant. The results showed that the passive film formed on the surface of vermicular graphite cast iron exhibited a low density of defects and had a higher protective property compared to that on gray cast iron under the same conditions. Flake graphite was conducive to the formation of the passive film on the surface of cast iron, but the dissolution rate of the passive film on the surface of gray cast iron was higher than that of vermicular graphite cast iron. Vermicular graphite cast iron showed better corrosion resistance than gray cast iron in engine coolant. The charge transfer resistance of the anodic reaction of vermicular graphite cast iron and gray cast iron in engine coolant was much greater than that of the cathodic reaction, and the control step of the corrosion process in the system was the anodic reaction process. [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]

In the present study, the effect of biofuel and nano biofuel on the performance of a domestic boiler was investigated and compared with the pollutants emitted during the burning of diesel fuel. The biofuel was produced from waste cooking oil using potassium hydroxide (KOH) as a catalyst. Carbon nanotubes (CNT) with different concentrations of 0.05%/L, 0.1%/L, 0.15%/L, 0.2%/L, and 0.25%/L were added to the produced biodiesel to form a nano biofuel that was used to power a domestic boiler for demonstration purposes. The obtained performance results were compared using the same boiler when operating with biofuel and nano biofuel, respectively. When operated with different CNT concentrations, the emitted species from the boiler were also investigated by sampling the exhaust gases in each studied case. This study revealed that the performance of the boiler when operated with CNT was enhanced by decreasing the toxic emitted gasses and increasing the outlet water temperature compared to the case of the boiler with the biofuel alone. It increased the outlet water temperature and decreased the NOx (ppm) emissions. [ABSTRACT FROM AUTHOR]

Diesel-Ethanol (DE) blends have gained attention as an alternative fuel due to their potential to reduce emissions and improve the performance of diesel engines. However, a significant challenge when dealing with DE blends is that of phase separation. Achieving optimal miscibility between ethanol and diesel often requires the addition of additives. This research article thoroughly examines the miscibility, blend stability, and phase separation of DE mixtures with various additives. To prepare blends for the miscibility analysis, DE blends with 10%, 15%, and 20% ethanol were mixed with selected additives (n-pentanol, n-butanol, ethyl acetate, and diethyl ether) at a 2% concentration in each blend. Prior to the miscibility analysis, all blends were mixed using a magnetic stirrer and a probe ultrasonicator. The results indicated that DE10 with 2% n-propanol, DE10 with 2% n-butanol, DE15 with 2% n-butanol, and DE10 with 2% diethyl ether exhibited good miscibility without phase separation or sedimentation after four weeks. However, it was noted that all the other blends with higher ethanol content were eventually phase-separated after four weeks. [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]

Various friction and wear issues are brought on by using biodiesel in automotive engines. The current study uses a pin-on-disc tribotester to measure the friction and wear properties of Simarouba glauca biodiesel at various concentration levels. The investigated fuels were SGB100 biodiesel, diesel, and three different biodiesel mixes, including SGB15 (15% biodiesel and 85% diesel), SGB30, and SGB50. Tests were carried out for 1500 s at ambient temperature with standard loads of 50 N and 100 N at a rotating speed of 1500 rpm. Surface characterization was also conducted using a microscope to analyze the pin's worn surface. Fourier transform infrared spectroscopy, and gas chromatography was done to check the feasibility of Simarouba glauca biodiesel as a lubricant. Furthermore, elemental analysis was also done to report metal loss during tribological characterization. The results showed that the coefficient of friction while considering SGB100 was minimum compared to other blends and diesel, i.e., 0.412 at 50 N and 0.478 at 100 N. The wear scar comes out 0.27 mm at 50 N and 1.14 mm at 100 N compared to diesel having 0.82 mm and 1.73 mm at respective loads. It appeared that the wear in SGB100 was 28% less than that in diesel. In the elemental analysis, SGB100 showed 10.1 ppm aluminum and 1.8 ppm magnesium loss compared to diesel having 14.4 aluminum and 3.7 ppm magnesium loss. Also, other blends showed improved properties compared to diesel, making them suitable for tribological applications. [ABSTRACT FROM AUTHOR]

Precious metal catalysts such as platinum are used for automotive exhaust gas aftertreatment, but there is concern about the depletion of precious metals due to political conditions in the producing countries. We have focused on titanium dioxide with different crystal structures with thermal excitation activity as an alternative catalyst. Previously, it has been reported that titanium dioxide could oxidize particulate matter (PM) as well as CO and hydrocarbons by thermal excitation. In this study, we focused on the thermally excited catalytic activity of titanium dioxide, which is used in photocatalysts as an alternative material for catalysts. We investigated the catalytic effects of titanium dioxides with different crystal structures experimentally by changing the oxidation temperature and the oxygen concentration. [ABSTRACT FROM AUTHOR]

The objective of this study is to improve the performance of a diesel engine with direct injection using diethyl ether as an additive and pongamia methyl ester as a fuel and to minimize emissions. The optimization process considers two input factors, the load and the fuel, and evaluates nine response parameters, including brake-specific fuel consumption, brake thermal efficiency, carbon monoxide, oxygen, nitrogen oxides, smoke, and exhaust gas temperature. A series of investigations were carried out to determine the appropriate reaction. Based on the test results, a grey relational analysis was performed to determine the optimal combination of fuel and load. The analysis involved the application of grey relational grade in order to simplify the problem of multiple responses to a single response. The integration of the grey relational grade and the signal-to-noise ratio provides the performance index. The experiment showed that the most effective solution is obtained by using Pongamia methyl ester fuel with a 10% addition of diethyl ether at a load of 30 kg. [ABSTRACT FROM AUTHOR]

Firefighting foam has been widely used as an efficient and clean agent for extinguishing liquid fires. In this work, the flame spreading and burning of 0# diesel and n-heptane fuels were suppressed using pre discharged compressed air foam (half coverage of the pool). The foam can effectively prevent the liquid-phase-controlled flame spreading over diesel, but cannot prevent the gas-phase-controlled flame spreading of n-heptane. In the burning stage, for diesel, in the flame-foam interaction region, internal fuel flow was observed and theoretically investigated. Meanwhile, the foam layer gradually regresses as it is destroyed by the flame, with a smaller regression rate at a higher foam expansion ratio. Furthermore, the global burning rate of diesel slightly decreases compared with that of no foam discharge, but regardless of the foam expansion ratio or thickness. For n-heptane, total burning develops on the no-foam and foam areas, where the temperature increase rate of the foam-covered fuel decreases mainly depending on the initial foam mass, and the reduction of the radiation heat feedback is mainly related to the foam layer thickness. Meanwhile, foam bubbles are prone to coalescence on the n-heptane surface, which reduces the foam stability and allows it to degrade more quickly. This work helps clarify the mechanisms of foam suppression on high- and low-flash point fuel fire and serves as a guide for engineering applications.

This study examines the feasibility of employing Sterculia foetida oil as a sustainable feedstock for biodiesel production, offering an eco-friendly substitute for conventional diesel fuel without requiring engine alterations. The method employs a two-step catalytic process, first with acid esterification to reduce the free fatty acid (FFA) concentration, followed by alkaline esterification for biodiesel synthesis. Essential process parameters—such as reaction time, temperature, catalyst concentration, and molar ratio—are carefully optimized to improve biodiesel yield. Under optimal conditions, the process achieves an impressive conversion rate of 95.2 %, demonstrating the considerable potential of Sterculia foetida oil for biodiesel production. Furthermore, blends of Sterculia foetida biodiesel (SFB) and diesel demonstrate a notable decrease in harmful emissions, especially a 2.3 % reduction in carbon monoxide (CO), a 4.1 % reduction in hydrocarbons (HC), and a 1.9 % decrease in smoke emissions compared to pure diesel. This study highlights the innovative use of non-edible oil as feedstock, a customized optimization method, and a highly effective catalytic process, all while emphasizing environmental sustainability and reduced emissions.