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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]

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]

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]

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]

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]

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]

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]

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]

In the present study, the effect of biofuel and nano biofuel on the performance of a domestic boiler was investigated and compared with those 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 boiler's performance 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 NOx (ppm) emissions.

Bu çalışmada, ağır ticari araç sınıfında yer alan bir çekicinin performansı dizel ve sıvılaştırılmış doğal gaz (LNG) yakıtlı bir motora sahip olması durumunda deneysel olarak incelenmiştir. Testler sırasında her iki çekicide Euro VI normlarına sahip 338 kW gücünde motor kullanılmıştır. Araçlar toplam 41000 kg ağırlıkta eğimsiz düz bir yolda kullanılarak 85 km/h hızdan 20 km/h hıza serbest yavaşlama ve kalkıştan 85 km/h hıza ulaşana kadar hızlanma testlerine tabi tutulmuştur. Ayrıca 164,3 km’si otoyol, 44,4 km’si kırsal yol ve 54,7 km’si şehir içi yol olmak üzere toplam 263,4 km’den oluşan bir güzergâhta kullanılan araçların ortalama yakıt tüketim maliyetleri hesaplanmıştır. Sonuçlara göre, LNG yakıtlı aracın 100 km için yakıt maliyeti 1003,58 TL dizel aracın ise 1359,32 TL olarak hesaplanmıştır. LNG yakıtlı aracın ilk satış maliyetinin %30 daha pahalı olacağı öngörüldüğünde bile elde edilmiş olan %27 oranındaki yakıt tasarrufunun uzun yol kullanılan bir araç için kayda değer bir sonuç olduğu anlaşılmaktadır.

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

This study focused on the development of a magnetic solid phase extraction (m-SPE) method using Au-Fe3O4 as an adsorbent followed by GC-ToFMS analysis for the determination of organosulphur compounds (OSCs) in fuel samples. The m-SPE using Au-Fe3O4 NPs was preferred because of the low toxicity of the adsorbent1, high separation efficiency using external magnet2 and greater extraction selectivity between sulphur and Au atom3. The Au-Fe3O4 NPs were characterized using XRD, UV–Vis, TEM, SEM and FTIR. This method was optimized using multivariate analysis based on a two-level full factorial and central composite designs. The conditions which produced optimum efficiency were found to be 150 mg mass of sorbent, 100 µL eluent volume, 50 min extraction time and 6,5 pH of the sample. These optimum conditions showed a relatively low limit of detection in the range of 0.02–0.199nµg/g and limit of quantification of 0.08–0.602 µg/g. Furthermore, a relative standard deviation of triplicates analysis was between 0.8 and 2.3% with good linearity of 0.9816–0.9961. The percentage recovery for thiophene, 3-methylthiophene, benzothiophene and dibenzothiophene ranged from 76 to 95% for the spiked samples. The optimized m-SPE method was then applied in real fuel oil samples. The concentration of thiophene, 3-methylthiophene, benzothiophene and dibenzothiophene in crude oil, gasoline, diesel and kerosene ranged from 0.43–1.94 µg/g, 0.78–1.63 µg/g, 0.95–4.31 µg/g to 1.55–2.09 µg/g, respectively. The m-SPE, followed by GC-ToFMS method, proved to be efficient, inexpensive and an alternative method for OSCs analysis in fuel oils. [ABSTRACT FROM AUTHOR]

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

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

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

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

To clarify the relationship between the near-wall flow and the heat flux through the wall, the velocity distribution of the diesel spray flame and the heat flux at the combustion chamber wall were measured in a rapid compression and expansion machine (RCEM), which has a twodimensional combustion chamber. The velocity distribution of the diesel spray flame near the wall was measured by the particle image velocimetry (PIV), and the heat flux through the wall where the diesel spray flame impinges was measured using a newly developed multi-point heat flux sensor. Furthermore, the velocity gradient tensor was calculated based on the measured velocity distribution results, and the effect of the shear flow characteristics on wall heat transfer was analyzed. As a result, the higher the injection pressure leads the higher the peak value of the heat flux. A fluctuation of the heat flux exhibits the same trend as the fluctuations of the velocity, and a high heat flux appeared in the high-velocity gradient tensor region, which suggests that the characteristics of shear flow near the wall can affect the heat flux. [ABSTRACT FROM AUTHOR]

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This research work is focused on the production of liquid hydrocarbon fuel from plastic waste. To perform the experiments, polypropylene waste (PPW) and polyethylene terephthalate (PETW) were selected and pyrolyzed in a semi‐batch reactor at a temperature of 500°C. Nearly 72.28 wt.% of liquid fuel was recovered from 100 g of plastic waste feed through non‐catalytic pyrolysis process. The application of catalyst GO‐Szr to the pyrolysis process increased the oil yield to 92.76 wt.%. The oil properties were studied, to assess the characteristics and to compare with that of diesel fuel. The properties of oil were found to possess very good diesel properties such as kinematic viscosity of 2.18 mm2/s, density of 790 kg/m3, cloud and pour point less than −11°C, Sulphur content less than 3 ppm and cetane number was found to be as high as 72.44. From these studies, it is highlighted that waste plastics pyrolysis is a suitable option to produce diesel‐like fuel. [ABSTRACT FROM AUTHOR]

The current investigation uses biodiesel extracted from Moringa oleifera seeds in a diesel engine. M. oleifera biodiesel is prepared via conventional transesterification with standard conditions (60°C reaction temperature, 120 min reaction time, 1% by wt. catalyst, and 7.5:1 molar ratio). The test engine is a single‐cylinder air‐cooled naturally aspirated direct injection diesel engine. The test engine for experimentation is operated at 100% load with different engine speeds ranging from 1000 to 2400 rpm. Emissions characteristics were analyzed at different engine speeds. Results were interesting as the MB10 blend (10% M. oleifera biodiesel + 90% diesel) lowered the smoke by 24% and hydrocarbon by 10.34% with respect to neat diesel. Almost all the test fuels have higher HC profiles at reduced engine speeds. The MB20 blend lowered the CO profile to the CO profile of diesel fuel by about 0.84%. However, it can be observed that the MB10 blend's average CO profile is improved by 1.97% than mineral diesel. These results are compromised with higher CO and NOx profiles of 2.4% and 8.9%, respectively. [ABSTRACT FROM AUTHOR]

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

Soy-based biodiesel can reduce well-to-wheels greenhouse gas (GHG) emissions per unit energy (i.e., gCO2e/MJ) by 66%-72% as compared to the petroleum-based diesel fuel with currently adopted agricultural and industrial practices. Biodiesel can reduce particulate matter and carbon monoxide emissions with a manageable degree of increase in NOx emissions. From the perspective of GHG emissions reduction per unit travelling distance (i.e., gCO2e/mile), the application of B20 in compression ignition engines without the adjustment in engine control unit (ECU) settings will not extract the best carbon emissions reduction that B20 could achieve. Optimizing the engine control settings permits re-calibration to achieve the maximum brake fuel conversion efficiency (BFE) based on comprehensive understanding on the impact of both "fuel" and "ECU calibration" on BFE and other criteria pollutant emissions. The maximum GHG emissions reduction with B20 application is experimentally measured with the optimized ECU calibration, thus providing the understanding of the combined impact of biodiesel fuel and calibrations on engine performance and emissions. Six steady operating modes were considered, that can be combined to estimate the US federal test procedure BFE and emissions over the Federal Test Protocol (FTP) 75 cycle. Combined with the weight factors to simulate the EPA FTP 75 cycle from these 6 "mini-map" test points, 0.53% improvement in the energy requirement per unit traveling distance (i.e., MJ/mile) is achieved for B20 with the final ECU calibration, in addition to the degree of GHG emissions reduction on a "gCO2e/MJ" basis from the use of B20 blend of soy biodiesel of ~12.5% reduction in gCO2e/MJ, for a total GHG emissions reduction of 13%. [ABSTRACT FROM AUTHOR]

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

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

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

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

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

This study deals with the evolution of fuels' prices over time in the EU. The central research inquiry revolves around whether there exists any correlation among the trajectories followed by national prices in the gasoline and diesel markets. The EU, and more specifically the Euro-Area, by its construction, is treated as an OCA (Optimum Currency Area). In an OCA, certain conditions are met to ensure the smooth functioning of a common currency. The fuel price synchronization is essential because it contributes to the effective implementation of policies and promotes stability across the entire macroeconomy. The study covers the period of 2017–2022. For each type of fuel and year, we construct an individual network where network nodes represent the EU member states while the edges connecting these nodes represent strong temporal fuel price correlations among the member states. The properties of the resulting networks are analyzed within a Complex Network framework. Our goal is twofold: first, to detect any potential convergence or divergence in the trajectories of the prices, and second, to investigate the impact of tax and duty implementation on the co-movements of the prices. The empirical findings show that diesel markets have a more pronounced pattern of price co-movements compared to the gasoline markets. Moreover, the application of fuel taxation policies seems to adversely affect the co-movements of prices. [ABSTRACT FROM AUTHOR]

In recent years, biofuels have gained considerable prominence in response to growing concerns about resource scarcity and environmental pollution. Previous investigations have revealed that the appropriate blending of iso-propanol–butanol–ethanol (IBE) into diesel significantly improves both the c combustion efficiency and emission performance of internal combustion engines (ICEs). However, the combustion mechanism of IBE–diesel for the numerical studies of engines has not reached maturity. In this study, a skeletal IBE–diesel multi-component mechanism, comprising 157 species and 603 reactions, was constructed using the decoupling method. It was formulated by amalgamating the reduced fuel-related sub-mechanisms derived from diesel surrogates (n-dodecane, iso-cetane, iso-octane, toluene, and decalin) and n-butanol, along with the detailed core sub-mechanisms of C1, C2, C3, CO, and H2. The constructed mechanism is capable of better matching the physical and chemical properties of actual diesel fuel. Extensive validation, including ignition delay, laminar flame speed, a premixed flame species profile, and engine experimental data, confirms the reliability of the mechanism in engine numerical studies. Subsequent investigations reveal that as the IBE blend ratio and EGR rate increase, the ignition delay exhibits an increase, while the combustion duration experiences a decrease. Blending IBE into diesel, along with a specific EGR rate, proves effective in simultaneously reducing NOx and soot emissions. [ABSTRACT FROM AUTHOR]

The contamination of the water bodies by diesel oil (DO) and its water-soluble fraction (WSF) represents one of the most challenging tasks in the management of polluted water streams. This paper contains data related to the synthesis and characteristics of the plum stone biochar material (PmS-B), which was made from waste plum stones (PmS), along with its possible application in the sorption of the WSF of DO from contaminated water. Techniques applied in sample characterisation and comparisons were: Elemental Organic Analysis (EOA), Scanning Electron Microscopy−Energy Dispersive X-ray Spectroscopy (SEM-EDX), Fourier Transform Infrared Spectroscopy (FTIR), pH (pHsus) and point of zero charge (pHpzc). In order to increase the overall efficiency of the removal process, sorption and bioremediation were subsequently combined. Firstly, PmS-B was used as a sorbent of WSF, and then the remaining solution was additionally treated with a specific consortium of microorganisms. After the first treatment phase, the initial concentration of diesel WSF was reduced by more than 90%, where most of the aromatic components of DO were removed by sorption. The sorption equilibrium results were best fitted by the Sips isotherm model, where the maximum sorption capacity was found to be 40.72 mg/g. The rest of the hydrocarbon components that remained in the solution were further subjected to the biodegradation process by a consortium of microorganisms. Microbial degradation lasted 19 days and reduced the total diesel WSF concentration to 0.46 mg/L. In order to confirm the non-toxicity of the water sample after this two-stage treatment, eco-toxicity tests based on a microbial biosensor (Aliivibrio fischeri) were applied, confirming the high efficiency of the proposed method. [ABSTRACT FROM AUTHOR]

The combustion of diesel fuel in internal combustion engines faces challenges associated with excessive emissions of pollutants. A direct solution to this issue is the incorporation of cleaner energy sources. In this study, a numerical model was constructed to investigate the characteristics of ammonia–diesel dual-fuel application in a medium-speed diesel engine. Effects of ammonia–diesel blending ratios on engine performance and emissions were investigated. The results indicate that for this engine model, the optimal diesel energy ratio is about 22%. When the diesel energy ratio is less than 22%, the engine's output performance is significantly affected by the diesel energy ratio, while above 22%, the influence of the intake becomes more pronounced. When the diesel energy ratio is below 16%, the cylinder cannot reach combustion conditions. Diesel energy ratios below 22% can cause ammonia leakage. With increasing diesel energy ratio, the final emissions of carbon oxides increase. With a higher diesel energy ratio, NO emissions become lower. When the diesel fuel energy ratio exceeds 22%, the N2O emissions can be almost neglected, while below 22%, with poor combustion conditions inside the cylinder, the N2O emissions will increase. [ABSTRACT FROM AUTHOR]

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Contamination of gasoline by wax deposit of diesel is a severe problem in sequential transportation of product oil pipelines in cold areas. However, most works on wax deposition are focused on crude oil. In response, this paper aims to investigate wax deposition from a unique perspective of diesel oil in sequential transportation. To this end, a cold finger apparatus was designed and constructed. It is found that the wax deposition rate of diesel oil increases with oil temperature and wax content, and decreases with cold finger temperature. A non‐monotonic variation trend is observed against shear stress. To predict diesel wax deposition rate, a back propagation (BP) neural network optimized by bald eagle search (BES) algorithm is proposed. Grey relational analysis (GRA) is employed to get the highly relevant factors as input parameters of the developed model. Prediction accuracy and generalization ability of the BES‐BP model is experimentally verified. This work will be helpful to schedule the transportation program of product oil to avoid contamination of gasoline by diesel wax deposit. [ABSTRACT FROM AUTHOR]

The globe is in search for an upgraded and compatible alternative of diesel to triumph over pollution and its limited availability issues. Researchers are using biodiesel from various edible and non‐edible oil sources to reduce environmental footprint of diesel. This article compares the performance and emission characteristics of diesel engines fueled by edible and non‐edible oil biodiesel. In this work, five biodiesels (methyl esters of microalgae, jatropha, karanja, soybean, and sunflower) are tested and transesterification is used to produce methyl esters to optimize their physiochemical properties. It is observed that all the properties lie in tolerance limits. To examine the compatibility of the proposed methyl esters two performance characteristics, brake thermal efficiency and brake specific fuel consumption are examined. Further, the emission characteristics such as nitrogen oxides, carbon monoxide, hydrocarbons, and carbon dioxides are investigated. To validate results the blend characteristics are compared to diesel. The relative analysis revels that the brake thermal efficiency is declined by 8.87% as compared to diesel whereas the brake specific fuel consumption is increased by 4.28%. The carbon monoxide and hydrocarbon levels are decreased by 7.32% and 20.56% whereas nitrogen oxides and carbon dioxide levels are increased by 7.47% and 4.80%, respectively. The analysis infers that microalgae biodiesel gives adequately better characteristics. [ABSTRACT FROM AUTHOR]

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

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

Kerosene, an intermediate component of wide distillation fuel, has drawn increasing attention for low-temperature combustion mode due to its compromise of evaporation and ignition characteristics between diesel and gasoline. This study focuses on the comparison of spray and combustion characteristics between diesel and kerosene under low-temperature combustion mode conditions based on visualization tests in a constant volume chamber. Different injection pressures, ambient temperatures, and oxygen concentrations were tested at a constant ambient density of 16.67 kg/m3. The image processing results reveal that the liquid penetration distance of kerosene shows a maximum reduction of 33.5% compared to diesel with a smaller cone angle and spray area at 160 MPa and 800 K. At the same time, the ignition delay of kerosene is 0.9 ms longer than that of diesel, and the injection and combustion processes of kerosene are separated, making it much more similar to the premixed combustion. An increase in injection pressure improves the spray penetration distance but exerts little influence on the flame lift-off length and ignition delay for both fuels. Kerosene presents a lower spatially integrating natural luminosity, especially at low injection pressure. The liquid spray penetration distance and the ignition delay of kerosene are more sensitive to the increase in ambient temperature. However, the higher ambient temperature presents a greater effect on the SINL of diesel. With the decrease of ambient oxygen concentration, the ignition delay, flame lift-off length, spatially integrating natural luminosity, and soot oxidation rate of both fuels decrease obviously. Especially at 15 vol.% ambient oxygen, kerosene presents a much weaker luminosity. These results imply that kerosene exhibits a very similar trend to diesel in terms of spray and combustion characteristics. Moreover, kerosene has a stronger potential to reduce soot formation than diesel with a better fuel-air mixing process under low-temperature combustion mode conditions. [ABSTRACT FROM AUTHOR]