Influence of Waste Cooking Oil Biodiesel on the Particulate Emissions and Particle Volatility of a DI Diesel Engine

In this study, two diesel blends with different iso-butanol and isopropyl alcohol ratios, 5% iso-propanol with 15% isobutanol and 1% iso-propanol and 19% iso-butanol, were used and compared against the performance of petroleum diesel as a base fuel. Additionally, water addition strategy was included for further comparison. Brake specific fuel consumption (BSFC) increased with increasing ratios of iso-butanol and water fractions, since the heating value decreased resulting in more fuel being combusted to maintain the same power output. On the other hand, brake thermal efficiency (BTE) increased with increasing water content. Specifically, P5B15W1 had a higher BTE than regular diesel at low engine loads (12 kW and 25 kW-LS). Compared to the regular diesel, the results show that in-cylinder pressures slightly increased while HRR had longer ignition delay with higher iso-butanol and water content. For the two different ratios of blended diesel, P1B19 registered NO x emission reductions factors by about 12-35% compared regular diesel due to its low heating value and combustion temperature, while those for P5B15 were reduced 8-33% in comparison to regular diesel. For CO and PM emission factors, P5B15 had better performance than P1B19 which showed 13-37% and 37-50% lower than regular diesel, respectively. However, HC emission factors were all greater than those of regular diesel with the highest increase being from P1B19. This diesel blend, P1B19 showed 6-30% and 3-10% higher HC emission factors than regular diesel and P5B15, respectively. For water containing blends, NO x emission factors decreased with an increase in water content. The trends for CO and PM emission factors were similar to those of non-water containing diesel blends. P5B15W1 had largest decrease which showed 5-17% and 7-26% lower CO and PM than regular diesel, respectively. Notably, the CO and PM emission factors are all higher than non-water contain blended diesel. As for HC, P5B15W1 had an increase of about 26-51%. Moreover, the total-PAHs emission factors between two different ratios of blended diesel were compared whereby P5B15 had 12-22% lower than P1B19. Besides, total-BaPeq emission factors are similar to totalPAHs emission, which P5B15 had largest reduction by 28-44%. In summary, P5B15 would be a best choice in terms of PM reduction, while the best choice for NOx control would be P1B19W0.5 blend. Ultimately, further economic feasibility studies are recommended for an overall performance evaluation.

Section: Particulate Matter Emissionsmentioning

confidence: 99%

Energy Saving and Pollution Reduction by Adding Water Containing Iso-Butanol and Iso-Propyl Alcohol in a Diesel Engine

Tsai

Lin

Mwangi

et al. 2015

“…Many studies of biodiesel have shown that the use of fuels that contain appropriate percentages of biodiesel can reduce the amounts of pollutants, such as particulate matter (PM), particulate carbons, PAHs, CO, and CO 2 , that are emitted from diesel engines Tsai et al, 2010;Lu et al, 2013;Shukla et al, 2014). Biodiesel that is used in diesel engines has higher oxygen content and cetane number than fossil diesel, increasing engine combustion efficiency and reducing pollutant emissions.…”

Section: Introductionmentioning

confidence: 99%

Biological Toxicities of Exhausts from a Diesel-Generator Fueled with Water-Containing Acetone/Butanol and Waste-Edible-Oil-Biodiesel Blends

Tsai

Chen

Huang

et al. 2015

In this investigation, conventional diesel (D), 1-30 vol% waste-edible-oil-biodiesel (WEO-biodiesel, (W), 1-3 vol% pure/water-containing acetone (A/A'' (5% water content)) or 1-50 vol% butanol (B/B' (2% water content)/B'' (5% water content) were tested as fuels and their effects on the cytotoxicity of emissions from a generator at 3 kW load were studied. Human male single cells (U937) and the MTT (3-(4,5-dimethyl-thiazol-2-yl)-2,5-diphenyltetrazolium bromide) method were used to test the cell toxicity of gas-and particle-phase samples (which were obtained by organic-solvent extraction). The results revealed that adding 1-3% acetone/water-containing acetone to bio-dieselhols reduced the mortality of U937 that were exposed to exhaust emissions organic-solvent extraction of to U937 when the generator was loaded at 3 kW. Adding more acetone/water-containing acetone further reduced the mortality of cells that were exposed to the emission gas from organic solvent extraction Compared with water-free butanol, using water-containing butanol (2% or 5%) added WEO-biodiesel further reduced the cytotoxicity (to U937) of organic solvent extracts from the emissions. The mortality of U937 decreased as the added butanol percentage increased in the range of 10−30% but increased as the added butanol percentage was increased to 40% or 50%. Therefore, the water-containing and -free acetone/butanol blending could reduce the toxicity of diesel-engine exhausts.

“…However, catalytic converters do not reduce carbon dioxide (CO 2 ), which is a main contributor of the global warming effect. Several fuel blends and additives that improve engine efficiency and reduce emissions in diesel engines have been developed, such as microalgae biodiesel (Mwangi et al, 2015a, b), biodiesel (Lu et al, 2013;Shukla et al, 2014), H 2 /O 2 mixture (Wang et al, 2012(Wang et al, , 2013, and plasma . However, they cannot be used in motorcycle engines.…”

Section: Introductionmentioning

confidence: 99%

Experimental Study on HCCI Combustion in a Small Engine with Various Fuels and EGR

Chen

Wang

2016

Because Asian countries have a large number of motorcycles, motorcycle engine exhaust emission poses a major problem in the region. Homogeneous charge compression ignition (HCCI) is a promising combustion technology with high efficiency and low nitrogen oxide emission. This study investigated the combustion characteristics of HCCI in a 150 cc motorcycle engine with three types of dual fuel. The main fuels consisted of dimethyl ether (DME), kerosene, and nheptane, and gasoline was the additive fuel. External exhaust gas recirculation (EGR) was used to expand the operating range of the engine. All test points were executed under stable HCCI operation with a coefficient of variation < 5%. A total of 107 data sets were obtained by adjusting the amount of main fuel, additive fuel, and EGR. Two-stage ignition was observed because of the diesel-like main fuels. The results revealed that the temperature at the start of combustion was approximately 500-700 K, and the temperature of the first-stage maximum heat release rate (MHRR1) was approximately 600-800 K. The relationship between the crank angle (CA) at which the mass fraction burnt is 50% (CA50) and the CAs of the maximum cylinder pressure, maximum cylinder gas temperature, and MHRR were linear. The R square for the curve fitting of each relationship was > 0.9. The findings suggest that adjusting the CA50 to a value greater than 5° after top dead center, or limiting the maximum cylinder pressure to < 50 bar is crucial to preventing excessive pressure rising. Overall, kerosene was deemed unsuitable for engines because of its high sulfur content, whereas DME is considered an excellent option.