This paper investigates the effect of ethanol addition and hot exhaust gas recirculation (EGR) on engine performance, exhaust emissions, and air-pollution damage-cost in a dual-fuel diesel engine. The ethanol is injected at low pressure into the intake manifold using a port-fuel injector while diesel fuel is injected directly into the cylinder. Only the duration of the ethanol injection is changed in the dual-fuel injection system while the diesel injection parameters are not changed. Ethanol fuel is added by port injection in such amounts as to provide additional heat energy in the range of 0–40% to the heat energy of the diesel fuel taken to the engine for any engine operating conditions. Moreover, 5%, 10%, and 15% rates exhaust gas recirculation (hot EGR) for each engine operating conditions are applied. The engine is operated at 1400, 1600, 1800 and 2000 rpm engine speeds at full load (≈40 Nm). In this paper, the highest improvement in engine performance and environmental factors is obtained with ethanol addition of 40% without the hot EGR at 1400 rpm. Under these conditions, the brake engine power ( BEP) and brake engine torque ( BET) increase of 6.9% and 8.1% while NOx emission and air-pollution damage-cost decreased of 32% and 23.9%, respectively. However, CO, HC, and smoke ( FSN number) emissions increased significantly. On the other hand, the brake thermal efficiency ( BTE) and brake specific energy consumption ( BSEC) are negatively affected by the ethanol addition and hot EGR.
This paper investigated the effect of different substitution ratios of neat ethanol (E100) and ethanol–gasoline blend E85 on in-cylinder combustion, engine efficiency, and exhaust emissions, in a dual-fuel diesel engine, using the ethanol–diesel blend (DE95). Experimental studies realized at 1400 rpm, 1600 rpm, and 1800 rpm engine speeds under constant engine load of 50% (20 Nm). For each engine speed, the injection timing of diesel and E95 fuels at 24 °CA bTDC kept constant while low-reactivity fuels (i.e., E100 and E85) substitution ratio changed in the range of 59–83%. The results showed that premixed fuels in different SRs have an impact on shaping engine emissions, ignition delay (ID), in-cylinder pressure, and heat-release rate. Also, at the dual-fuel experimental studies in all engine speeds, NOx about 47–67% decrease compared to single fuel conditions of reference diesel and DE95, and smoke opacity remained unchanged around 0.1 FSN, whereas HC and CO increased in the range of 20–50%. However, E85/DE95 and E100/DE95 dual-fuel combustion achieved lower brake thermal efficiency (BTE) and combustion efficiency compared to single diesel fuel combustion. On the other hand, in dual-fuel combustion conditions, despite the low combustion efficiency, premixed E85 fuel offered higher engine efficiency and lower exhaust emissions than E100.
In the study, 4 different p-n pairs were formed for p-n pairs which forming thermoelectric modules, consisting of a combination of 4 different semiconductor materials of type Bi2Te3, Bi0.3Sb1.7Te3, PbSe0.5Te0.5 and Zn4Sb3 used for Thermoelectric Generator that simulated on Matlab/Simulink. Figure A. Structure of a Thermoelectric Module with Load Purpose: In this study, a thermoelectric module design using 4 different p-n type semiconductor material properties is simulated. The electrical output parameters of the thermoelectric generator were investigated with the data sets taken under certain engine conditions. Theory and Methods: Flow diagram of the whole system is presented for the modeled system. The structural properties of the p-n type semiconductor pairs used and the calculations of the thermoelectric generator are given step by step. Results: The results showed that the TEM structure formed by using p: Bi0,3Sb1,7Te3 and n: Bi2Te3 type semiconductors among the p-n semiconductor pairs analyzed under the specified motor operating conditions was determined to be the most appropriate p-n pair combination in terms of the output performance of the TEJ. Conclusion: As a result, the higher electrical output of TEMs created with pn pairs formed from combinations of Bi0,3Sb1,7Te3, PbSe0,5Te0,5 and Zn4Sb3 semiconductor pairs, which are commercially available and used as an alternative to TEMs consisting of only Bi2Te3 based pn pairs offers performance. However, Pb-based semiconductor materials used in TEMs show a performance close to Bi-based semiconductor materials available as commercial products in the market. However, Pb-based semiconductor materials performed lower than Sb-based semiconductor materials. In particular, higher electrical output was achieved with combinations of Bi and Sb based semiconductor material alloys instead of Bi2Te3 based materials.
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