Effects of ethanol addition on performance and emissions of a turbocharged indirect injection Diesel engine running at different injection pressures

Can, Özer; Çelıkten, İsmet; Usta, Nazım

doi:10.1016/j.enconman.2003.11.024

Cited by 265 publications

(71 citation statements)

References 38 publications

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“…For instance, an E20 (20% ethanol in diesel fuel) blend results in reductions of 55%, 36%, and 51% for CO, HC, and PM exhaust emissions, respectively (Ajav et al 2000). However, drawbacks of E-diesel include reduced energy content (Can et al 2004;Li et al 2005), CN , flash point , lubricity (Fernando and Hanna 2004), and immiscibility of ethanol in diesel over a wide range of temperatures (Satge de Caro et al 2001;Fernando and Hanna 2004;Li et al 2005). To correct the immiscibility problem, surfactants at levels of up to 5% are required to stabilize E-diesel mixtures (Satge de Caro et al 2001;Fernando and Hanna 2004).…”

Section: Effects Of Blending Biodiesel With Other Fuelsmentioning

confidence: 99%

Biodiesel production, properties, and feedstocks

Moser

2009

In Vitro Cell.Dev.Biol.-Plant

635

377

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Biodiesel, defined as the mono-alkyl esters of vegetable oils or animal fats, is an environmentally attractive alternative to conventional petroleum diesel fuel (petrodiesel). Produced by transesterification with a monohydric alcohol, usually methanol, biodiesel has many important technical advantages over petrodiesel, such as inherent lubricity, low toxicity, derivation from a renewable and domestic feedstock, superior flash point and biodegradability, negligible sulfur content, and lower exhaust emissions. Important disadvantages of biodiesel include high feedstock cost, inferior storage and oxidative stability, lower volumetric energy content, inferior low-temperature operability, and in some cases, higher NO x exhaust emissions. This review covers the process by which biodiesel is prepared, the types of catalysts that may be used for the production of biodiesel, the influence of free fatty acids on biodiesel production, the use of different monohydric alcohols in the preparation of biodiesel, the influence of biodiesel composition on fuel properties, the influence of blending biodiesel with other fuels on fuel properties, alternative uses for biodiesel, and value-added uses of glycerol, a co-product of biodiesel production. A particular emphasis is placed on alternative feedstocks for biodiesel production. Lastly, future challenges and outlook for biodiesel are discussed.

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Section: Effects Of Blending Biodiesel With Other Fuelsmentioning

confidence: 99%

Biodiesel production, properties, and feedstocks

Moser

2009

In Vitro Cell.Dev.Biol.-Plant

635

377

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“…Taking into account the above mentioned circumstances, it seems to be clear why the behaviour of NO x emissions from blends ERO2.5-7.5 actually di ers from that obtained from a four cylinder turbocharged indirect-injection diesel engine fuelled with 10vol% and 15 vol% ethanol-diesel blends where the addition of ethanol reduces CO, soot and SO 2 emissions and causes an increase in NO x emissions and power reduction by 12.5% and 20% at high speeds of 2500-3000 min -1 . Lower CO emissions and soot were measured because of higher oxygen content in ethanol-diesel fuel blends and more complete burning, whereas increased ignition delay followed by higher cylinder pressure and combustion temperature resulted in slightly higher NO x emissions (Can et al 2004).…”

Section: Test Results and Analysismentioning

confidence: 98%

“…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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“…In order to improve the ignition characteristics of ethanol in CI engines, it is used in blends with diesel. There have been a number of studies on the investigation of performance, combustion and emission characteristics of ethanol blended with diesel for CI engine [12,13,14,15]. In summary, most research declares a significant reduction in gaseous emissions with an improvement in brake thermal efficiency (BTE) for ethanol in diesel.…”

Section: Introductionmentioning

confidence: 99%

Experimental and Numerical Investigation of Ethanol/Diethyl Ether Mixtures in a CI Engine

Vedharaj¹,

Vallinayagam²,

Ali³

et al. 2016

SAE Technical Paper Series

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The auto-ignition characteristics of diethyl ether (DEE)/ethanol mixtures are investigated in compression ignition (CI) engines both numerically and experimentally. While DEE has a higher derived cetane number (DCN) of 139, ethanol exhibits poor ignition characteristics with a DCN of 8. DEE was used as an ignition promoter for the operation of ethanol in a CI engine. Mixtures of DEE and ethanol (DE), i.e., DE75 (75% DEE + 25% ethanol), DE50 (50% DEE + 50% ethanol) and DE25 (25% DEE + 75% ethanol), were tested in a CI engine. While DE75 and DE50 auto-ignited at an inlet air pressure of 1.5 bar, DE25 failed to auto-ignite even at boosted pressure of 2 bar. The peak in-cylinder pressure for diesel and DE75 were comparable, while DE50 showed reduced peak in-cylinder pressure with delayed start of combustion (SOC). Numerical simulations were conducted to study the engine combustion characteristics of DE mixture. A comprehensive detailed chemical kinetic model was created to represent the combustion of DE mixtures. The detailed mechanism was then reduced using standard direct relation graph (DRG-X) method and coupled with 3D CFD code, CONVERGE, to simulate the experimental data. The simulation results showed that the effects of physical properties on DE50 combustion are negligible. Simulations of DE50 mixture revealed that the combustion is nearly homogenous, while diesel (n-heptane used as a surrogate) and DE75 showed similar combustion behavior with flame liftoff and diffusion controlled combustion. Diesel exhibited auto-ignition at an equivalence ratio of 2, while DE75 and DE50 showed auto-ignition in the equivalence ratio range of 1-1.5 and 0-1, respectively. The experiments and numerical simulations demonstrate how the high reactivity of DEE supports the auto-ignition of ethanol, while ethanol acts as a radical scavenger.

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Effects of ethanol addition on performance and emissions of a turbocharged indirect injection Diesel engine running at different injection pressures

Cited by 265 publications

References 38 publications

Biodiesel production, properties, and feedstocks

Biodiesel production, properties, and feedstocks

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

Experimental and Numerical Investigation of Ethanol/Diethyl Ether Mixtures in a CI Engine

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