Performance and Emission Characteristics of Isobutanol-Diesel Blend in Water Cooled CI Engine Employing EGR with EGR Intercooler

Pal, A. B.; Manish,; Gupta, Sahil; Kumar, Naveen

doi:10.4271/2013-24-0151

Cited by 14 publications

(11 citation statements)

References 27 publications

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“…air leakage and no air cooling) also cause remarkable increases (4.4-6.0 times) in NO emission factors. With air leakage or no air cooling in the intercooler, the intake air temperature increases, leading to higher combustion temperature and consequently higher NO emissions [46,47]. are driving mode related.…”

Section: Pollutant Emissionsmentioning

confidence: 99%

Impact of potential engine malfunctions on fuel consumption and gaseous emissions of a Euro VI diesel truck

Huang

Yam³

et al. 2019

Energy Conversion and Management

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Although new vehicles are designed to comply with specific emission regulations, their in-service performance would not necessarily achieve them due to wear-and-tear and improper maintenance of engine components as well as tampering or failure of the engine control and exhaust after-treatment systems. However, there is a lack of knowledge on how much these potential malfunctions affect vehicle performance. Therefore, this study was conducted to simulate the effect of some common engine malfunctions on the fuel consumption and gaseous emissions of a 16-tonne Euro VI diesel truck using transient chassis dynamometer testing. The simulated malfunctions included those that would commonly occur in the intake, fuel injection, exhaust after-treatment and other systems. The results showed that all malfunctions increased fuel consumption except for the malfunction of EGR fully closed which reduced fuel consumption by 31%. The biggest increases in fuel consumption were caused by malfunctions in the intake system (16%-43%), followed by the exhaust after-treatment (6%-30%), fuel injection (4%-24%) and other systems (6%-11%). Regarding pollutant emissions, the effect of engine malfunctions on HC and CO emissions was insignificant, which remained unchanged or even reduced for most cases. An exception was EGR fully open which increased HC and CO emissions by 3.4 and 11.2 times, respectively. Contrary to HC and CO emissions, NO emissions were significantly increased by malfunctions. The largest increases in NO emissions were caused by malfunctions in the after-treatment system, ranging from 38% (SCR) to 16.1 times (DPF pressure sensor). Malfunctions in the fuel injection system (24%-12.6 times) and intercooler (4.4-6.0 times) could also increase NO emissions markedly. This study demonstrated clearly the significance of having properly functioning engine control and exhaust after-treatment systems to achieve the required performance of fuel consumption and pollutant emissions.

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Section: Pollutant Emissionsmentioning

confidence: 99%

Impact of potential engine malfunctions on fuel consumption and gaseous emissions of a Euro VI diesel truck

Huang

Yam³

et al. 2019

Energy Conversion and Management

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“…The production of PM during diesel combustion occurs in fuel rich zones of the combustion chamber (Tree and Svensson, 2007 ), and so an increase in fuel ignition delay, which allows more time for fuel and air mixing prior to the start of combustion, will likely result in fewer fuel rich zones and reduced particulate formation. The blending of iso -butanol with fossil diesel at levels up to 20% has been observed to result in a decrease in emissions of CO and NOx, with a significant increase in HC emissions (Karabektas and Hosoz, 2009 ; Pal et al, 2013 ). At a blend level of 40%, a decrease in exhaust temperature and engine thermal efficiency has been observed and attributed to the higher heat of vaporization of iso -butanol relative to fossil diesel (Al-Hasan and Al-Momany, 2008 ).…”

Section: Potential Biofuel Molecules and The Effect Of Molecular Strumentioning

confidence: 99%

Molecular Structure of Photosynthetic Microbial Biofuels for Improved Engine Combustion and Emissions Characteristics

Hellier

Purton

Ladommatos

2015

Front. Bioeng. Biotechnol.

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The metabolic engineering of photosynthetic microbes for production of novel hydrocarbons presents an opportunity for development of advanced designer biofuels. These can be significantly more sustainable, throughout the production-to-consumption lifecycle, than the fossil fuels and crop-based biofuels they might replace. Current biofuels, such as bioethanol and fatty acid methyl esters, have been developed primarily as drop-in replacements for existing fossil fuels, based on their physical properties and autoignition characteristics under specific combustion regimes. However, advances in the genetic engineering of microalgae and cyanobacteria, and the application of synthetic biology approaches offer the potential of designer strains capable of producing hydrocarbons and oxygenates with specific molecular structures. Furthermore, these fuel molecules can be designed for higher efficiency of energy release and lower exhaust emissions during combustion. This paper presents a review of potential fuel molecules from photosynthetic microbes and the performance of these possible fuels in modern internal combustion engines, highlighting which modifications to the molecular structure of such fuels may enhance their suitability for specific combustion regimes.

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“…The selected organic solvent was isobutanol (2-methylpropan-1-ol). It is characterized by a low toxicity, volatility and corrosivity, 33,34 can be produced from renewable resources, 35 fulfills the so-called "CHON principle" 36 and is readily biodegradable and non-bioaccumulative. 33,37…”

Section: Introductionmentioning

confidence: 99%

Extraction-Chromogenic System for Nickel(II) Based on 5-methyl-4-(2-thiazolylazo)resorcinol and Aliquat 336

Toncheva

Hristov

Milcheva

et al. 2020

ACSi

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A water−isobutanol extraction-chromogenic system for Ni II , based on the azo dye 5-methyl-4-(2-thiazolylazo)resorcinol (MTAR; H 2 L) and the ionic liquid Aliquat 336 (A336), was studied. Under the optimal conditions (c MTAR = 2.0 × 10-4 mol dm-3 , c A336 = 5.6 × 10-3 mol dm-3 , pH 8.5 and extraction time t = 1 min), Ni II is extracted as a ternary complex which can be represented by the formula (A336 +) 2 [Ni(L 2−) 2 ]. In the absence of A336, or in a slightly acidic medium, a binary complex, [Ni(HL −) 2 ], with an absorption maximum at λ = 548 nm and a shoulder at 590 nm is formed. The following extraction-spectrophotometric characteristics were determined at the above-mentioned optimal conditions: λ max (545 nm), molar absorptivity (5.0 × 10 4 dm 3 mol-1 cm-1), Sandell's sensitivity (1.2 × 10-3 μg cm-2), Beer's law limits (0.05-3.1 µg cm-3), constant of extraction (Log K = 6.1) and fraction extracted (99.2%). The effect of foreign ions was studied; the most serious interferences were caused by Co II , Cu II and Cr III .

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Performance and Emission Characteristics of Isobutanol-Diesel Blend in Water Cooled CI Engine Employing EGR with EGR Intercooler

Cited by 14 publications

References 27 publications

Impact of potential engine malfunctions on fuel consumption and gaseous emissions of a Euro VI diesel truck

Impact of potential engine malfunctions on fuel consumption and gaseous emissions of a Euro VI diesel truck

Molecular Structure of Photosynthetic Microbial Biofuels for Improved Engine Combustion and Emissions Characteristics

Extraction-Chromogenic System for Nickel(II) Based on 5-methyl-4-(2-thiazolylazo)resorcinol and Aliquat 336

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