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To decarbonize heavy-duty vehicles solely through electrification with batteries is challenging as large batteries are required for a meaningful range, severely impacting payload. Employment of hybrid electric powertrains where fuel cells are integrated with batteries can deliver increased range and payload. However, the energy balance between the fuel cell and the battery needs to be analyzed to optimize the sizing of the powertrain components. This study has performed a multi-objective optimization using genetic algorithm to obtain the optimum range and hydrogen consumption for a DAF 44 tons heavy-duty truck. The proposed truck powertrain has been numerically modelled in AVL CRUISE M software. The electric drive from Involution Technologies Ltd and Bramble Energy Ltd’s printed circuit board fuel cell (PCBFC) are used in the model. The model considers the main powertrain control system variables, and the optimization is performed using AVL real road driving cycle, which is based on high altitude climb for a truck with average power requirement of the motors of 300 kW. From the results of the optimization, five design points were recommended in pareto domain, and the transient results were plotted for these operating points to decide the optimum scenario. At the selected design point the size of the H2 storage tank, fuel cell and battery packs equals to 65 kg H2 on-board storage, 270 kW fuel cell and 257 kWh respectively. The proposed fuel cell truck running the highly demanding AVL drive cycle has a 570 km range, compared with 211 km range for battery-electric only (with battery total capacity of 516.16 kWh) and hydrogen consumption of 12.46 kg/100km at fully laden payload (44 tons).

Electrification of the transportation sector requires an energy-efficient electric powertrain supported by renewable sources of energy to limit the use of fossil fuels. However, the integration of battery electric powertrains in heavy-duty trucks seems more challenging than other types due to the high battery demand and negative impacts on the truck’s cargo capacity. In this paper, the battery sizing of a 41-tons Mercedes Actros truck is performed based on battery safety zone operating conditions. A parametric study is conducted to assess the impacts of sizing on a truck’s total cargo capacity as well as the body dynamic parameters. The numerical model of the Mercedes Actros electric powertrain is developed in AVL CRUISETM M software. The hybrid pulsed power characterization tests are performed on 3Ah lithium-ion NMC cells in the lab for fitting the second-order equivalent circuit model’s parameters used in the analysis. There are 6 battery packs with 456 to 684 kWh capacity each installed as an energy source for the powertrain based on the conditions of standard long-haul driving cycle. In parametric analysis, the battery capacity increased in the pre-mentioned range and its impacts on the final state of charge (SoC), pack voltage and road force on the truck’s cabin are assessed. The results of the parametric study have indicated that for putting the battery energy storage system in a safe operating zone (SoC would be between 80% and 30%), each battery pack capacity should be around 104.5 kWh resulting in a reduction of cargo capacity by 24.88% after electrification. The sharp road inclinations above 5% would result in non-negligible effects of the battery pack size variations on the truck chassis load.

The share of biofuels in the transportation sector is increasing. Previous studies revealed that the use of biofuels decreases the size of particles (which is linked to an increase in particulate toxicity). Current emission regulations do not consider small particles (sub-23 nm); however, there is a focus in future emissions regulations on small particles. These and the fact that within cold-start emissions are higher than during the warmed-up operation highlight the importance of a research that studies particulate matter emissions during cold-start. This research investigates the influence of biofuel on PN and PM concentration, size distribution, median diameter and cumulative share at different size ranges (including sub-23 nm and nucleation mode) during cold-start and warm-up operations using diesel and 10, 15 and 20% mixture (coconut biofuel blended with diesel). During cold-start, between 19 and 29% of total PN and less than 0.8% of total PM were related to the nucleation mode (sub-50 nm). Out of that, the share of sub-23 nm was up to 9% for PN while less than 0.02% for PM. By using biofuel, PN increased between 27 and 57% at cold-start; while, the increase was between 4 and 19% during hot-operation. The median diameter also decreased at cold-start and the nucleation mode particles (including sub-23 nm particles) significantly increased. This is an important observation because using biofuel can have a more adverse impact within cold-start period which is inevitable in most vehicles’ daily driving schedules.

In this study, energy assessment is performed for an industrial turbocharged diesel engine integrated with a novel waste heat recovery (WHR) system. The exhaust energy is used in inverted Brayton cycle (IBC) for waste heat recovery purpose. Also, the heat energy from IBC heat exchanger is used as the heat source for the organic Rankine cycle (ORC) to produce extra power. The case study engine is modelled in AVL BOOST software and the model is validated against real engine performance data. For studying the performance of the proposed waste energy recovery system, IBC is added to the engine model in AVL BOOST software and the thermodynamic model of the ORC is developed in MATLAB and it is linked to AVL BOOST. Then, the model is solved, and the main engine output parameters are studied at 1800 RPM and various engine loads. The results show that employment of the proposed WHR system leads to enhancement of the system power by about 18%. However, the backpressure produced by installing the WHR system can result in increase of the BSFC up to 3% and reduction of the total thermal efficiency by almost 1% at engine full load condition. The results of this work contribute to determine the interactions between the proposed novel waste heat recovery system (IBC-ORC) and the engine. The proposed bottoming cycle based on IBC-ORC can be installed on existing industrial stationary engines for enhancement of power generation without imposing a new source of power generation.

Hydrogen is one of the most promising options being considered as the fuel of future. However, injection of hydrogen into modern gasoline fueled engines can cause some issues such as power loss. This study, therefore, aims to address this challenge in a simulated hydrogen/gasoline dual-fueled engine by developing a novel and innovative approach without possible side effects such as NOx increment. To achieve this goal, the impacts of water injection and the start of the combustion (SOC) modification in a gasoline/hydrogen duel fueled engine have been rigorously investigated. In current methodology, an engine is simulated using AVL BOOST software and the model is validated against the experimental data. The Latin Hypercube design of experiments method was employed to determine the design points in 3-dimensional space. Due to the existing trade-off between NOx and BMEP, multi-objective optimization using genetic algorithm (GA) was implemented to determine the optimum values of water injection and SOC in various hydrogen energy shares and the effects of optimum design parameters on the main engine performance and emission parameters were investigated. The results showed that the proposed solution could recover the brake mean effective pressure (BMEP) and in some hydrogen energy shares even increase it above the level of single fueled gasoline engine with the added benefit of there being no increase in NOx compared to the original level. Furthermore, other emissions and engine performance parameters are improved including the engine equivalent Brake specific fuel consumption (BSFC) which was shown to increased up to 4.61%.

Environmental crisis requires using cleaner energy sources for different sectors including the transportation. Hydrogen can support the transition of the automotive industry from petrol and diesel into a sustainable fuel. It could be the main source of energy or the auxiliary fuel in vehicles. As an auxiliary fuel, it has recently been considered in hydroxyl (HHO) form for reducing the emissions from transportation fleet. In this study, an HHO generator with the optimum power consumption was utilised for HHO injection into the intake manifold of a petrol engine as the case study. High concentration of CO is expected to be produced during idling, so the experiments were designed to inject ultra-low HHO for reducing CO emissions. The results were very promising, and it was shown that the CO emission could be reduced by about 98%. Furthermore, a novel design was developed based on the concept of waste heat recovery (WHR) for powering the HHO unit. Engine was simulated in AVL software to design a thermo-electric generators (TEG) for running the HHO unit. Based on the results, TEG can provide the energy required for HHO unit as the energy output of the TEG was between 91 kJ and 169 kJ for the case study while the energy consumption of the proposed HHO generator was just about 22.5 kJ. The results of this study are recommending a practical solution for bringing HHO injection from laboratory research into the real practice.

The drive mode is an important factor that affects the adjustment requirements for emission factors of the conventional simulation methods in multi-story car parks. In order to propose comprehensive emission factor adjustments for passenger cars based on the drive modes, the present study is aimed to investigate the effects of different drive modes on emission factors for multi-story car parks. Thus, to achieve this aim, the tailpipe emissions based on the on-board measurement and international vehicle emission (IVE) model are obtained. The results indicate that the drive modes significantly affect the emissions. Accordingly, the change in drive mode from minimum to maximum leads to an increase in the vehicle-specific power (VSP) by 106%. Furthermore, the results of emission factors show the discrepancy between on-board measurement and IVE model with the maximum and minimum adjustment factors by 3.28 and 1.28 for carbon monoxide (CO) and carbon dioxide (CO2), respectively.

In internal combustion engines, a significant share of the fuel energy is wasted via the heat losses. This study aims to understand the heat losses and analyze the potential of the waste heat recovery when biofuels are used in SI engines. A numerical model is developed for a single-cylinder, four-stroke and air-cooled SI engine to carry out the waste heat recovery analysis. To verify the numerical solution, experiments are first conducted for the gasoline engine. Biofuels including pure ethanol (E100), E15 (15% ethanol) and E85 (85% ethanol) are then studied using the validated numerical model. Furthermore, the exhaust power to heat loss ratio (Q˙ex/Q˙ht) is investigated for different compression ratios, ethanol fuel content and engine speed to understand the exhaust losses potential in terms of the heat recovery. The results indicate that heat loss to brake power ratio (Q˙ht/W˙b) increases by the increment in the compression ratio. In addition, increasing the compression ratio leads to decreasing the Q˙ex/Q˙ht ratio for all studied fuels. According to the results, there is a direct relationship between the ethanol in fuel content and Q˙ex/Q˙ht ratio. As the percentage of ethanol in fuel increases, the Q˙ex/Q˙ht ratio rises. Thus, the more the ethanol in the fuel and the less the compression ratio, the more the potential for the waste heat recovery of the IC engine. Considering both power and waste heat recovery, the most efficient fuel is E100 due to the highest brake thermal efficiency and Q˙ex/Q˙ht ratio and E85, E15 and E00 (pure gasoline) come next in the consecutive orders. At the engine speeds and compression ratios examined in this study (3000 to 5000 rpm and a CR of 8 to 11), the maximum efficiency is about 35% at 5000 rpm and the compression ratio of 11 for E100. The minimum percentage of heat loss is 21.62 happening at 5000 rpm and the compression ratio of 8 by E100. The minimum percentage of exhaust loss is 35.8% happening at 3000 rpm and the compression ratio of 11 for E00. The most Q˙ex/Q˙ht is 2.13 which is related to E100 at the minimum compression ratio of 8.

A mathematical model is presented for laminar, steady natural convection mass transfer in boundary layer\ud flow from a rotating porous vertical cone in anisotropic high permeability porous media. The transformed boundary\ud value problem is solved subject to prescribed surface and free stream boundary conditions with a MAPLE 17\ud shooting method. Validation with a Chebyshev spectral collocation method is included. The influence of tangential\ud Darcy number, swirl Darcy number, Schmidt number, rotational parameter, momentum (velocity slip), mass slip and\ud wall mass flux (transpiration) on the velocity and concentration distributions is evaluated in detail. The computations\ud show that tangential and swirl velocities are enhanced generally with increasing permeability functions (i.e. Darcy\ud parameters). Increasing spin velocity of the cone accelerates the tangential flow whereas it retards the swirl flow. An\ud elevation in wall suction depresses both tangential and swirl flow. However, increasing injection generates\ud acceleration in the tangential and swirl flow. With greater momentum (hydrodynamic) slip, both tangential and swirl\ud flows are accelerated. Concentration values and Sherwood number function values are also enhanced with\ud momentum slip, although this is only achieved for the case of wall injection. A substantial suppression in tangential\ud velocity is induced with higher mass (solutal) slip effect for any value of injection parameter. Concentration is also\ud depressed at the wall (cone surface) with an increase in mass slip parameter, irrespective of whether injection or\ud suction is present. The model is relevant to spin coating operations in filtration media (in which swirling boundary\ud layers can be controlled with porous media to deposit thin films on industrial components), flow control of mixing\ud devices in distillation processes and also chromatographical analysis systems.

Methane (CH4) and carbon dioxide (CO2) and these greenhouse gases together represent 29 gigatons of emission per year, with a projection of 36 to 43 gigatons/year. At these levels in the atmosphere, these gases contribute to the global climate change. Innovative methods need to be developed that will decrease these emissions to zero. Plasma reforming of natural gas that converts CO2 and CH4 to hydrogen fuel can be an effective solution since it contributes towards reduction of two major greenhouse gases as well as producing clean hydrogen fuel. Plasma is an ionised gas consisting of a mixture of equal number of positively charged ions and negatively charged electrons produced by an electric field. Reforming with plasma is conducted using a dry reforming reaction, with plasma or catalyst and CH4 and CO2 are used to produce Syngas with other products such as hydrogen (H2). In this study, the applicability of non-thermal plasma for hydrogen production is discussed and the benefits and challenges are thoroughly investigated. The results of this work can help in developing the awareness of the industries and other relevant stakeholders towards the potential of plasma on hydrogen production and CO2 reduction.

A laboratory investigation was carried out to experimentally determine the extent of the salt precipitation effects on the petrophysical properties of deep saline aquifer during CO2 storage. This was performed on selected core samples using laboratory core flooding process. The petrophysical properties (Porosity, Permeability) of the core sample were measured before core flooding using Helium Porosimetry and Scanning Electron Microscopy (SEM) to determine the morphology of the core samples. The core samples were saturated with brines of different salinities (5, 15, 25, wt% NaCl) and core flooding process was conducted at a simulated reservoir pressure of 1,000 psig, temperature of 45°C, with varying injection rates of 1.0, 1.5, 2.0, 2.5 and 3.0 ml/min respectively. The obtained results indicated that the porosity and permeability decreased drastically as salinities increases, noticeably because the higher concentration of brine resulted in higher amounts of salt precipitation. Porosity reduction ranged between 0.75% to 6% with increasing brine salinity while permeability impairment ranged from 10% to 70% of the original permeability. The SEM images of the core samples after the flooding showed that salt precipitation not only plugged the pore spaces of the core matrix but also showed significant precipitation around the rock grains thereby showing an aggregation of the salts. This clearly proved that the reduction in the capacity of the rock is associated with salt precipitation in the pore spaces as well as the pore throats. Higher injection rates induced higher salt precipitation which caused reduction in porosity and permeability. This is attributed to the fact that; the higher injection of CO2 vaporizes the formation brine more significantly and thereby increasing brine concentration by removing the water content and enhancing precipitation of salt. These findings provide meaningful understanding and evaluation of the extent of salt precipitation on CO2 injectivity in saline reservoirs. The insight gained could be useful in simulation models to design better injectivity scenarios and mitigation techniques

Salting-out effect during CO2 storage in deep saline aquifers can have severe consequences during carbon capture and storage operations in terms of CO2 injectivity. The impact and physical mechanisms of salt precipitation in the vicinity of injection area is not fully clear. Core flooding experiments were conducted to investigate the effects of different brine-saturated sandstones during CO2 injection. The reported findings are directly relevant for CO2 sequestration operations as well as enhanced gas and oil recovery technologies (EGR, EOR). The characterisation and core analysis of the core samples to validate the petrophysical properties (Porosity, Permeability) of the core sample was carried out before core flooding using Helium Porosimetry. The brine solutions were prepared from different salts (NaCl, CaCl2, KCl, MgCl2), which represent the salt composition of a typical deep saline aquifers. The core samples were saturated with different brine salinities (5, 10, 15, 20, 25, wt.% Salt) and core flooding process was conducted at a simulated reservoir pressure of 1500 psig, temperature of 45°C, with a constant injection rate of 3 ml/min. The salting out effect was greater in MgCl2 and CaCl2 as compared to monovalent salt (NaCl and KCl). Porosity decreased by 0.5% to 7% while permeability was decreased by up to 50% in all the tested scenarios. CO2 solubility was evaluated in a pressure decay test, which in turn affects injectivity. The results from this study showed that the magnitude of CO2 injectivity impairment is dependent on both the concentration and type of salt. The findings provide basic understanding of the different salt concentration inducing salt precipitation during CO2 injection into core samples completely saturated with the formation brine. The insight gained in this study could be useful in designing an operating condition for CO2 sequestration in deep saline aquifers and minimising injectivity problems.

Number of hybrid vehicles has increased around the world significantly. Automotive industry is utilizing the hybridization of the powertrain system to achieve better fuel economic and emissions reduction. One of the options recently considered in research for hybridization and downsizing of vehicles is to employ waste heat recovery systems. In this paper, the addition of a turbo-compound system with an air Brayton cycle (ABC) to a naturally aspirated engine was studied in AVL BOOST software. In addition, a supercharger was modeled to charge extra air into the engine and ABC. The engine was first validated against the experimental data prior to turbo-compounding. The energy and exergy analysis was performed to understand the effects of the proposed design at engine rated speed. Results showed that between 16 and 18% increase in engine mechanical power can be achieved by adding turbo-compressor. Furthermore, the recommended ABC system can recover up to 1.1 kW extra electrical power from the engine exhaust energy. The energy and exergy efficiencies were both improved slightly by turbo-compounding and BSFC reduced by nearly 1% with the proposed system. Furthermore, installing the proposed system resulted in increase in backpressure up to approximately 23.8 kPa.

This study investigates the effect of engine temperature during cold start and hot start engine operation on particulate matter emissions and engine performance parameters. In addition to a fundamental study on cold start operation and the effect of lubricating oil during combustion, this research introduces important knowledge about regulated particulate number emissions and particulate size distribution during cold start, which is an emerging area in the literature. A further aspect of this work is to introduce waste lubricating oil as a fuel. By using diesel and two blends of diesel with 1 and 5% waste lubricating oil in a 6-cylinder turbocharged engine on a cold start custom test, this investigation studied particle number (PN), friction losses and combustion instability with diesel and waste lubricating oil fuel blends. In order to understand and explain the results the following were also studied: particle size distribution and median diameter, engine oil, coolant and exhaust gas temperatures, start of injection, friction mean effective pressure (FMEP), mechanical efficiency, coefficient of variation (CoV) of engine speed, CoV of indicated mean effective pressure (IMEP) and maximum rate of pressure rise were also studied. The results showed that during cold start the increase in engine temperature was associated with an increase in PN and size of particles, and a decrease in FMEP and maximum rate of pressure rise. Compared to a warmed up engine, during cold start, PN, start of injection and mechanical efficiency were lower; while FMEP, CoV of IMEP and maximum rate of pressure rise were higher. Adding 5% waste lubricating oil to the fuel was associated with a decrease in PN (during cold start), decreased particle size, maximum rate of pressure rise and CoV of IMEP and was associated with an increase in PN and nucleation mode particles (during hot start) and FMEP.

It has been proven that vehicle emissions such as oxides of nitrogen (NOx) are negatively affecting the health of human beings as well as the environment. In addition, it was recently highlighted that air pollution may result in people being more vulnerable to the deadly COVID-19 virus. The use of biofuels such as E5 and E10 as alternatives of gasoline fuel have been recommended by different researchers. In this paper, the impacts of port injection of water to a spark ignition engine fueled by gasoline, E5 and E10 on its performance and NOx production have been investigated. The experimental work was undertaken using a KIA Cerato engine and the results were used to validate an AVL BOOST model. To develop the numerical analysis, design of experiment (DOE) method was employed. The results showed that by increasing the ethanol fraction in gasoline/ethanol blend, the brake specific fuel consumption (BSFC) improved between 2.3% and 4.5%. However, the level of NOx increased between 22% to 48%. With port injection of water up to 8%, there was up to 1% increase in engine power whereas NOx and BSFC were reduced by 8% and 1%, respectively. The impacts of simultaneous changing of the start of combustion (SOC) and water injection rate on engine power and NOx production was also investigated. It was found that the NOx concentration is very sensitive to SOC variation.

In the transportation sector, the share of biofuels such as biodiesel is increasing and it is known that such fuels significantly affect NOx emissions. In addition to NOx emission from diesel engines, which is a significant challenge to vehicle manufacturers in the most recent emissions regulation (Euro 6.2), this study investigates NO2 which is a toxic emission that is currently unregulated but is a focus to be regulated in the next regulation (Euro 7). This manuscript studies how the increasing share of biofuels affects the NO2, NOx, and NO2/NOx ratio during cold-start (in which the after-treatment systems are not well-effective and mostly happens in urban areas). Using a turbocharged cummins diesel engine (with common-rail system) fueled with diesel and biofuel derived from coconut (10 and 20% blending ratio), this study divides the engine warm-up period into 7 stages and investigates official cold- and hot-operation periods in addition to some intermediate stages that are not defined as cold in the regulation and also cannot be considered as hot-operation. Engine coolant, lubricating oil and exhaust temperatures, injection timing, cylinder pressure, and rate of heat release data were used to explain the observed trends. Results showed that cold-operation NOx, NO2, and NO2/NOx ratio were 31–60%, 1.14–2.42 times, and 3–8% higher than the hot-operation, respectively. In most stages, NO2 and the NO2/NOx ratio with diesel had the lowest value and they increased with an increase of biofuel in the blend. An injection strategy change significantly shifted the in-cylinder pressure and heat release diagrams, aligned with the sudden NOx drop during the engine warm-up. The adverse effect of cold-operation on NOx emissions increased with increasing biofuel share.

The growing demand for fossil fuels, the rise in their price and many environmental concerns strengthen the incessant search for fuel alternatives. Recently, traffic noise has been described as a threat to human health and the environment, being responsible for premature deaths. In this context, the usage of alcohol/diesel fuel blends in diesel engines has gained increasing impact as a substitute fuel for use in internal combustion engines. Moreover, alcohol can be derived from environmentally friendly processes, i.e., fermentation. Furthermore, alcohols can enhance combustion characteristics due to a rise of the oxygen concentration, thus decreasing major emissions such as soot and reducing knock. The commonly used alcohols blended with diesel fuel are methanol and ethanol, recently followed by butanol. In contrast, there are very few studies about propanol blends, however, emissions reduction (including noise) could be remarkable. In the present work, an analytical literature review about noise and exhaust emissions from alcohol/diesel fuel blends was performed. The literature review analysis revealed a continuous increase in the number of publications about alcohol/diesel fuel blend exhaust emissions since 2000, confirming the growing interest in this field. However, only few publications about noise emission were found. Then, an experimental case study of noise emitted by an engine running on different alcohol (ethanol, butanol and propanol)/diesel fuel blends was presented. Experimental results showed that although diesel fuel provided the best results regarding noise emissions, butanol displayed the least deviation from that of diesel fuel among all tested alcohol blends. It may be concluded that tested alcohol/diesel fuel blends in general, and butanol blends in particular, could be a promising alternative to diesel fuel, considering noise behavior.

In this paper, a comprehensive study of a DBD reactor is conducted to investigate the optimum operating conditions of the reactor for NOx treatment. For each parameter, the objective is to find the maximum NOx removal efficiency with the minimum consumed power. Different effective parameters of the reactor i.e. electrode length and diameter, electrode and dielectric materials as well as parameters of power generator, i.e. voltage and frequency, are investigated. The results show that for this configuration, the electrode with 20 cm length and 10 mm diameter has the best performance. Aluminum as the inside electrode material and quartz as the dielectric material are selected. Furthermore, the optimum value for the pulse frequency is 16.6 kHz. For the mentioned optimum conditions, the NOx removal efficiency achieved is equal to almost 82% at the input power of 486 W. Furthermore, the highest achieved NOx removal is almost 92% at the input power of 864 W. The results of this paper can be used to reduce the energy consumption of NTP systems to acceptable levels.

Nano-polymeric solar paints and sol-gels have emerged as a major new development in solar cell/collector coatings offering significant improvements in durability, anti-corrosion and thermal efficiency. They also exhibit substantial viscosity variation with temperature which can be exploited in solar collector designs. Modern manufacturing processes for such nano-rheological materials frequently employ stagnation flow dynamics under high temperature which invokes radiative heat transfer. Motivated by elaborating in further detail the nanoscale heat, mass and momentum characteristics, the present article presents a mathematical and computational study of the steady, two-dimensional, non-aligned thermo-fluid boundary layer transport of copper metal-doped water-based nano-polymeric sol gels under radiative heat flux. To simulate real nano-polymer boundary interface dynamics, thermal slip is analysed at the wall. A temperature-dependent viscosity is also considered. The conservation equations for mass, normal and tangential momentum and energy are normalized via appropriate transformations to generate a multi-degree, ordinary differential, non-linear, coupled boundary value problem. Numerical solutions are obtained via the stable, efficient Runge-Kutta-Fehlberg scheme with shooting quadrature in MATLAB symbolic software. Validation of solutions is achieved with a Variational Iterative Method (VIM) utilizing Langrangian multipliers. The impact of key emerging dimensionless parameters i.e. obliqueness parameter, radiation-conduction Rosseland number (Rd), thermal slip parameter (ALPHA), viscosity parameter (m), nanoparticles volume fraction (PHI) on non-dimensional normal and tangential velocity components, temperature, wall shear stress, local heat flux and streamline distributions is visualized graphically. Shear stress and temperature are boosted with increasing radiative effect whereas local heat flux is reduced. Increasing wall thermal slip parameter depletes temperatures.

This study aims to investigate the effect of the port injection of ammonia on performance, knock and NOx emission across a range of engine speeds in a gasoline/ethanol dual-fuel engine. An experimentally validated numerical model of a naturally aspirated spark-ignition (SI) engine was developed in AVL BOOST for the purpose of this investigation. The vibe two zone combustion model, which is widely used for the mathematical modeling of spark-ignition engines is employed for the numerical analysis of the combustion process. A significant reduction of ~50% in NOx emissions was observed across the engine speed range. However, the port injection of ammonia imposed some negative impacts on engine equivalent BSFC, CO and HC emissions, increasing these parameters by 3%, 30% and 21%, respectively, at the 10% ammonia injection ratio. Additionally, the minimum octane number of primary fuel required to prevent knock was reduced by up to 3.6% by adding ammonia between 5 and 10%. All in all, the injection of ammonia inside a bio-fueled engine could make it robust and produce less NOx, while having some undesirable effects on BSFC, CO and HC emissions.

NOx emissions from diesel engines are a concern from both environmental and health perspectives. Recently this attention has targeted cold-start emissions highlighting that emission after-treatment systems are not effective in this period. Using a 6-cylinder, turbocharged, common-rail diesel engine, the current research investigates NOx emissions during cold-start using different engine performance parameters. In addition, it studies the influence of waste lubricating oil on NOx emissions introducing it as a fuel additive (1 and 5% by volume). To interpret the NOx formation, this study evaluates different parameters: exhaust gas temperature, engine oil temperature, engine coolant temperature, start of injection/combustion, in-cylinder pressure, heat release rate, maximum in-cylinder pressure and maximum rate of pressure rise. This study clarified how cold-start NOx increases as the engine is warming up while in general cold-start NOx is higher than hot-start. Results showed that in comparison with warmed up condition, during cold-start NOx, maximum in-cylinder pressure and maximum rate of pressure rise were higher; while start of injection, start of combustion and ignition delay were lower. During cold-start increased engine temperature was associated with decreasing maximum rate of pressure rise and peak apparent heat release rate. During cold-start NOx increased with temperature and it dropped sharply due to the delayed start of injection. This study also showed that using waste lubricating oil decreased NOx and maximum rate of pressure rise; and increased maximum in-cylinder pressure. NOx had a direct correlation with the maximum rate of pressure rise; and an inverse correlation with the maximum in-cylinder pressure.

This study uses the first and second laws of thermodynamics to investigate the effect of 18 oxygenated fuels on the quality and quantity of energy in a turbo-charged, common-rail six19 cylinder diesel engine. This work was performed using a range of fuel oxygen content based 20 on diesel, waste cooking biodiesel, and a triacetin. The experimental engine performance and 21 emission data was collected at 12 engine operating modes. Energy and exergy parameters were 22 calculated, and results showed that the use of oxygenated fuels can improve the thermal 23 efficiency leading to lower exhaust energy loss. Waste cooking biodiesel (B100) exhibited the 24 lowest exhaust loss fraction and highest thermal efficiency (up to 6% higher than diesel). 25 Considering the exergy analysis, lower exhaust temperatures obtained with oxygenated fuels 26 resulted in lower exhaust exergy loss (down to 80%) and higher exergetic efficiency (up to 27 10%). Since the investigated fuels were oxygenated, this study used the oxygen ratio (OR) 28 instead of the equivalence ratio to provide a better understanding of the concept. The OR has 29 increased with decreasing engine load and increasing engine speed. Increasing the OR 30 decreased the fuel exergy, exhaust exergy and destruction efficiency. With the use of B100, 31 there was a very high exergy destruction (up to 55%), which was seen to decrease with the 32 addition of triacetin (down to 29%).

This study is seeking to investigate the effect of non-thermal plasma technology in the abatement of particulate matter (PM) from the actual diesel exhaust. Ozone (O3) strongly promotes PM oxidation, the main product of which is carbon dioxide (CO2). PM oxidation into the less harmful product (CO2) is the main objective whiles the correlation between PM, O3 and CO2 is considered. A dielectric barrier discharge reactor has been designed with pulsed power technology to produce plasma inside the diesel exhaust. To characterise the system under varied conditions, a range of applied voltages from 11 kVPP to 21 kVPP at repetition rates of 2.5, 5, 7.5 and 10 kHz, have been experimentally investigated. The results show that by increasing the applied voltage and repetition rate, higher discharge power and CO2 dissociation can be obtained. The PM removal efficiency of more than 50% has been achieved during the experiments and high concentrations of ozone on the order of a few hundreds of ppm have been observed at high discharge powers. Furthermore, O3, CO2 and PM concentrations at different plasma states have been analysed for time dependence. Based on this analysis, an inverse relationship between ozone concentration and PM removal has been found and the role of ozone in PM removal in plasma treatment of diesel exhaust has been highlighted.

The effect of non-thermal plasma technology for particulate matter removal and nitrogen oxide emission reduction from diesel exhaust has been investigated. A sample of exhaust was cooled to the ambient temperature and passed through a dielectric barrier discharge reactor. This reactor was employed for producing plasma inside the diesel exhaust. A range of discharge powers by varying the applied voltage from 7.5 to 13.5 kV (peak–peak) at a frequency of 50 Hz has been evaluated during the experiments. Regarding the NOx emission concentration, the maximum removal efficiency has been achieved at energy density of 27 J/L. Soot, soluble organic fraction and sulphate components of diesel particulate matter have been analysed separately, and the consequence of plasma exposure on particle size distribution on both the nucleation and accumulation modes has been studied. Plasma was found to be very effective for soot removal, and it could approach complete removal efficiency for accumulation mode particles. However, when applied voltage approached 12 kV, the total number of nucleation mode particles increased by a factor of 50 times higher than the total particle numbers at the reactor inlet. This increase in nucleation mode particles increased even more when applied voltage was set at 13.5 kV.

Non-thermal plasma (NTP) has been introduced over the past several years as a promising method for nitrogen oxide (NOx) removal. The intent, when using NTP, is to selectively transfer input electrical energy to the electrons, and to not expend this in heating the entire gas stream, which generates free radicals through collisions, and promotes the desired chemical changes in the exhaust gases. The generated active species react with the pollutant molecules and decompose them. This paper reviews and summarizes relevant literature regarding various aspects of the application of NTP technology on NOx removal from exhaust gases. A comprehensive description of available scientific literature on NOx removal using NTP technology is presented, including various types of NTP, e.g. dielectric barrier discharge, corona discharge and electron beam. Furthermore, the combination of NTP with catalyst and adsorbent for better NOx removal efficiency is presented in detail. The removal of NOx from both simulated gases and real diesel engines is also considered in this review paper. As NTP is a new technique and is not yet commercialized, there is a need for more studies to be performed in this field.

This article focuses on the efficient multi-objective particle swarm optimization algorithm to solve multidisciplinary design optimization problems. The objective is to extend the formulation of collaborative optimization which has been widely used to solve single-objective optimization problems. To examine the proposed structure, racecar design problem is taken as an example of application for three objective functions. In addition, a fuzzy decision maker is applied to select the best solution along the pareto front based on the defined criteria. The results are compared to the traditional optimization, and collaborative optimization formulations that do not use multi-objective particle swarm optimization. It is shown that the integration of multi-objective particle swarm optimization into collaborative optimization provides an efficient framework for design and analysis of hierarchical multidisciplinary design optimization problems.

Non-thermal plasma (NTP) has been introduced over the last few years as a promising after- treatment system for nitrogen oxides and particulate matter removal from diesel exhaust. NTP technology has not been commercialised as yet, due to its high rate of energy consumption. Therefore, it is important to seek out new methods to improve NTP performance. Residence time is a crucial parameter in engine\ud exhaust emissions treatment. In this paper, different electrode shapes are analysed and the corresponding residence time and NOx removal efficiency are studied. An axisymmetric laminar model is used for obtaining residence time distribution numerically using FLUENT software. If the mean residence time in a NTP plasma reactor increases, there will be a corresponding increase in the reaction time and consequently the pollutant removal efficiency increases. Three different screw thread electrodes and a rod electrode are examined. The results show the advantage\ud of screw thread electrodes in comparison with the rod electrode. Furthermore,between the screw thread electrodes, the electrode with the thread width of 1 mm has the highest NOx removal due to higher residence time and a greater number of micro-discharges. The results show that the residence time of the screw thread electrode with a thread width of 1 mm is 21% more than for the rod electrode.

In this study, force and moment balance of a planar four-bar linkage is implemented using evolutionary algorithms. In the current problem, the concepts of inertia counterweights and physical pendulum are utilized to complete balance of all mass effects, independent of input angular velocity. A proposed multiobjective particle swarm optimization, and non-dominated sorting genetic algorithm II are applied to minimize two objective functions subject to some design constraints. The applied algorithms produced a set of feasible solutions called pareto optimal solutions for the design problem. Finally, a fuzzy decision maker is utilized to select the best solution among the obtained pareto solutions. The results show that optimal solutions minimize the weights of applied counterweights and eliminate both shaking forces and moments transmitted to the ground, simultaneously.

Multi-objective optimization for design of a benchmark cogeneration system namely as the CGAM cogeneration system is performed. In optimization approach, Exergetic , Exergoeconomic and Environmental objectives are considered, simultaneously. In this regard, the set of Pareto optimal solutions known as the Pareto frontier is obtained using the MOPSO (multi-objective particle swarm optimizer). The exergetic efficiency as an exergetic objective is maximized while the unit cost of the system product and the cost of the environmental impact respectively as exergoeconomic and environmental objectives are minimized. Economic model which is utilized in the exergoeconomic analysis is built based on both simple model (used in original researches of the CGAM system) and the comprehensive modeling namely as TTR (total revenue requirement) method (used in sophisticated exergoeconomic analysis). Finally, a final optimal solution from optimal set of the Pareto frontier is selected using a fuzzy decision-making process based on the Bellman–Zadeh approach and results are compared with corresponding results obtained in a traditional decision-making process. Further, results are compared with the corresponding performance of the base case CGAM system and optimal designs of previous works and discussed.

Nonthermal plasma (NTP) treatment of exhaust gas is a promising technology for both nitrogen oxides $({\rm NO}_{\rm X})$ and particulate matter (PM) reduction by introducing plasma into the exhaust gases. This paper considers the effect of NTP on PM mass reduction, PM size distribution, and PM removal efficiency. The experiments are performed on real exhaust gases from a diesel engine. The NTP is generated by applying high-voltage pulses using a pulsed power supply across a dielectric barrier discharge (DBD) reactor. The effects of the applied high-voltage pulses up to 19.44 kVpp with repetition rate of 10 kHz are investigated. In this paper, it is shown that the PM removal and PM size distribution need to be considered both together, as it is possible to achieve high PM removal efficiency with undesirable increase in the number of small particles. Regarding these two important factors, in this paper, 17-kVpp voltage level is determined to be an optimum point for the given configuration. Moreover, particles deposition on the surface of the DBD reactor is found to be a significant phenomenon, which should be considered in all plasma PM removal tests.

For complex energy systems, due to non-linear and usually non-explicit variable relationships on the one hand and incomplete mathematical model on the other, the term optimisation implies improvement rather than calculation of an overall optimum point. Therefore, the improvement procedure is performed based on the experiences of experts that can be translated into a class of soft computing technique so-called the fuzzy inference system (FIS). In this paper, a cogeneration power plant which generated the net electric power of 30.0 MW and could provide 14.0 kg s-1 of saturated steam at 2 MPa, namely as CGAM problem, was considered as a benchmark for exergoeconomic improvement using the FIS. The FIS system was designed to improve the overall system based on the improvement of each system component of the CGAM system. It was shown that the FIS could achieve a value for exergoeconomic objective function which was very close to the mathematical optimal solution.

Multi-Objective Optimization of a benchmark cogeneration problem known as CGAM cogeneration system has been carried out from Exergetic, Economic and Environmental aspects simultaneously. CGAM Problem designs a cogeneration plant which delivers 30 MW of electricity and 14 kg/s of saturated steam at 20 bars. Since multi-objective calculus based optimization of real energy systems involves very complicated process, one of the most suitable techniques which uses a particular class of search algorithms known as Particle Swarm Optimization (MOPSO) is utilized and the advantages of this method is shown. This approach has been applied to find the set of Pareto optimal solutions with respect to the competing objective functions. In this study the MOPSO algorithm uses 100 particles and 200 iterations. In order to facilitate the problem, the environmental objective function has been defined and expressed in cost terms. The thermodynamic modeling has been implemented comprehensively while economic analysis of this system conducted. Consideration of Five decision variables in modeling process made the final optimal solutions more realistic in comparison with previous studies in this field. Finally the result of optimization is introduced with 100 points on Pareto frontier.Copyright © 2010 by ASME