An oxygenating additive for improving the performance and emission characteristics of marine diesel engines

Lin, Cherng-Yuang; Huang, Juan

doi:10.1016/s0029-8018(02)00149-x

Cited by 65 publications

(26 citation statements)

References 8 publications

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“…The use of biofuels also has potential trade-offs regarding air pollution, particularly regarding NO x emissions. The literature illustrates two different explanations; on the one hand, some studies have reported higher levels of NO x due to higher temperatures of combustion [32,33] while others reported lower emissions due to the lower amount of premixed fuel and peak burning temperature compared to diesel and gasoline fuels [34,35]. A review on the impacts of biofuel exhaust emissions can be found in [36].…”

Section: Climate Change and Air Pollution: Co-benefits And Conflicts mentioning

confidence: 99%

Managing Traffic Flows for Cleaner Cities: The Role of Green Navigation Systems

2017

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Cities worldwide suffer from serious air pollution problems and are main contributors to climate change. Green Navigation systems have a great potential to reduce fuel consumption and exhaust emissions from traffic. This research evaluates the impacts of different percentages of green drivers on traffic, CO 2 , and NO x over the entire Madrid Region. A macroscopic traffic model was combined with an enhanced macroscopic emissions model and a GIS (Geographic Information Systems) to simulate emissions on the basis of average vehicle speeds and traffic intensity at the link level. NO x emissions are evaluated, taking into account not only the exhaust emissions produced by transport activity, but also the amount of the population exposed to these air pollutants. Results show up to 10.4% CO 2 and 13.8% NO x reductions in congested traffic conditions for a 90% penetration of green drivers; however, the population's exposure to NO x increases up to 20.2%. Moreover, while traffic volumes decrease by 13.5% for the entire region, they increase by up to 16.4% downtown. Travel times also increase by 28.7%. Since green drivers tend to choose shorter routes through downtown areas, eco-routing systems are an effective tool for fighting climate change, but are ineffective to reduce air pollution in dense urban areas.

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Section: Climate Change and Air Pollution: Co-benefits And Conflicts mentioning

confidence: 99%

Managing Traffic Flows for Cleaner Cities: The Role of Green Navigation Systems

2017

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“…The -OH group offers the same advantages as the oxygen content in biodiesel in terms of combustion efficiency. In addition, the alcohol additives decrease the formation of NO x especially when blended with biodiesel -diesel blends as well as reduced SO x since they have lower sulfur content (Lin and Huang, 2003;Doğan, 2011). Furthermore, alcohols are used as octane number boosters in diesel, because they possess a higher octane number than the petroleum fuels.…”

Section: Introductionmentioning

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

Aerosol Air Qual. Res.

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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.

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“…e low volatility of RO aggravated by both a high ash point (220-280 o C) and auto-ignition temperature reaching up to 320 o C (Савельев 2006) may a ect fuel evaporation, mixing with in-cylinder air and combustion, the performance of the engine and related emissions. e analysis of the brake thermal e ciency of the diesel engine operating on rapeseed oil (RO) and its blends with ethanol (ERO), petrol (PRO) and both improving agents (EPRO) equally applied in 50:50 vol% proportions (Labeckas and Slavinskas 2009a) as well as the results of other tests conducted on diesel fuel oxygenated with ethanol up to 10vol% and more (Hansen and Zhang 2003;Hansen et al 2006;Can et al 2004;Lin and Huang 2003) show, that ethanol can be used for al -) show, that ethanol can be used for alleviating the problems of mineral fuel shortage, improving fuel combustion under heavy loads and reducing its harmful emissions.…”

Section: Gvidonas Labeckas 1 Stasys Slavinskasmentioning

confidence: 99%

The Effect of Ethanol, Petrol and Rapeseed Oil Blends on Direct Injection Diesel Engine Performance and Exhaust Emissions

Labeckas¹,

Slavinskas²

2010

Transport

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The article deals with the testing results of a four stroke four cylinder, DI diesel engine operating on pure rapeseed oil (RO) and its 2.5vol%, 5vol% and 7.5vol% blends with ethanol (ERO) and petrol (PRO). The purpose of this study is to examine the effect of ethanol and petrol addition to RO on blend viscosity, percentage changes in brake mean effective pressure (bmep), brake specific fuel consumption (bsfc), the brake thermal efficiency (çe) of a diesel engine and its emission composition, including NO, NO2, NOX, CO, CO2, HC and the smoke opacity of exhausts. The addition of 2.5, 5 and 7.5vol% of ethanol and the same percentage of petrol into RO, at a temperature of 20 °C, diminish the viscosity of the blends by 9.2%, 21.3%, 28.3% and 14.1%, 24.8%, 31.7% respectively. Heating biofuels up to a temperature of 60 °C, diminishes the kinematic viscosity of RO, blends ERO2.5–7.5 and PRO2.5–7.5 4.2, 3.9–3.8 and 3.9–3.7 times accordingly. At a speed of 1400–1800 min‐1, bmep higher by 1.3% if compared with that of RO (0.772–0.770 MPa) ensures blend PRO2.5, whereas at a rated speed of 2200 min‐1 , bmep higher by 5.6–2.7% can be obtained when fuelling the loaded engine, ë = 1.6, with both PRO2.5–5 blends. The bsfc of the engine operating on blend PRO2.5 at maximum torque and rated power is respectively 3.0% and 5.5% lower. The highest brake thermal efficiency at maximum torque (0.400) and rated power (0.415) compared to that of RO (0.394) also suggests blend PRO2.5. The largest increase in NOXemissions making 1907 ppm (24.8%) and 1811 ppm (19.6%) compared to that of RO was measured from a more calorific blend PRO7.5 (9.99% oxygen) at low (1400 min‐1) and rated (2200 min‐1) speeds. The emission of carbon monoxide from blends ERO2.5–5 throughout the whole speed range runs lower from 6.1% to 32.9% and the smoke opacity of the fully loaded engine changes from 5.1% which is a higher to 46.4% which is a lower level if compared to the corresponding data obtained using pure RO. The CO2 emissions of carbon monoxide and the temperature of the exhausts generated by the engine running at a speed of 2200 min‐1 diminish from 7.8 vol% to 6.3vol% and from 500 °C to 465 °C due to the addition of 7.5vol% of ethanol to RO.

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An oxygenating additive for improving the performance and emission characteristics of marine diesel engines

Cited by 65 publications

References 8 publications

Managing Traffic Flows for Cleaner Cities: The Role of Green Navigation Systems

Managing Traffic Flows for Cleaner Cities: The Role of Green Navigation Systems

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

The Effect of Ethanol, Petrol and Rapeseed Oil Blends on Direct Injection Diesel Engine Performance and Exhaust Emissions

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