Display omitted
•DLF from HY-WCOB blend is sustain and clean substitute for fossil diesel fuels.•The heating value and viscosity of WCOB were improved by mixing DLF.•The characteristics and ...distillation of DLF, WCOB and blended fuel were examined.•A desirability based RSM was used to optimize operating parameters of the engine.
The objective of this research was to examine the optimization of performance and exhaust emission of a single-cylinder diesel engine in terms of blending diesel-like fuel (DLF) with waste cooking oil biodiesel (WCOB) and engine speed. This is the first study on the use of pyrolytic oil from Yang hard resin (HY) to investigate the performance of diesel engines. Different mixing ratios of WCOB in diesel-like fuel (DLF) from HY (6–34% Vol) and engine speed (1034–2166 rpm) were used as input factors in the response surface methodology (RSM) model. The experiment was designed using an RSM model with a rotatable central composite design (RCCD). All models obtained from engine performance and emission variables were statistically significant at a 95% level. The interactive results were presented between variables and responses. The DLF-WCOB blends showed a positive impact on both engine performance and exhaust emissions. The desirability approach-based RSM was used to predict the optimal conditions of engine operation whose parameters were predicted to be 23% waste cooking oil biodiesel and 1700 rpm engine speed. The results of brake torque, brake power, BSFC, BTE, CO, CO2, and NOX at optimal parameters were 28.4 Nm, 5.0 kW, 253 g/kWh, 32.99%, 0.48%, 12.53% and 133.4 ppm, respectively. RSM was powerful enough to predict the intended response parameters of this study. The DLF-WCOB (~20%) blend can be used as an alternative diesel engine fuel.
The contribution of traffic-related particulate matter (PM2.5, particles smaller than 2.5 μm in diameter) sources can vary temporally and spatially, which may disproportionately contribute to health ...outcomes. Furthermore, non-exhaust emissions are a growing concern due to the high concentrations of redox active metals that can be present. The temporal and spatial variabilities of traffic-related PM2.5 sources were investigated in this study by comparing source contributions between two near-road sites. In order to identify local PM2.5 sources with greater temporal and spatial resolution, receptor modeling was performed for hourly-resolved organics, inorganic ions, trace elements, and black carbon in PM2.5 simultaneously measured at downtown and highway sites located within 15 m of a major roadway and highway, respectively, in Toronto. The source apportionment study revealed that traffic-related PM2.5 sources were mainly from exhaust emissions (9%–19% of PM2.5) and non-exhaust emissions including brake wear (2%–6%) and resuspension of road dust (3%–4%). The traffic-related sources exhibited strong diurnal and spatial variabilities, whereas no spatial and temporal differences were observed for the largest PM2.5 contributors, oxidized organic aerosol and secondary sulphate. During morning rush hours, the overall contribution of traffic exhaust and non-exhaust emissions were elevated up to 35%–48% of total PM2.5 mass, which was found to be the largest PM2.5 source at the highway site and the second largest contributor in the downtown area. Furthermore, the contribution of traffic-related sources at the highway site was higher than at the downtown site by a factor of 2–3, suggesting that exposure to traffic-related emissions varies greatly in space and time. Nearly one-third of the traffic-related source contributions were associated with non-exhaust emissions from brake wear and road dust resuspension in the urban environment. Elevated levels of non-exhaust sources were correlated with the number of heavy-duty vehicles, rather than total traffic volume. Although the contribution of brake wear and road dust sources to total PM2.5 mass was relatively low, non-exhaust emissions contributed a substantial fraction of trace elements, especially for Ba (74–79%), Cu (66–71%), and Mn (53–65%) in the urban atmosphere.
•Hourly chemical speciation in downtown and highway revealed traffic-related PM2.5.•Exhaust/non-exhaust emissions accounted for half of PM2.5 during morning rush hours.•Non-exhaust emissions were mainly from brake wear and resuspension of road dust.•Non-exhaust emissions contributed a substantial fraction of potentially toxic trace metals.
Road traffic is one of the main sources of particulate matter in the atmosphere. Despite its importance, there are significant challenges in quantitative evaluation of its contribution to airborne ...concentrations. This article first reviews the nature of the particle emissions from road vehicles including both exhaust and non-exhaust (abrasion and re-suspension sources). It then briefly reviews the various methods available for quantification of the road traffic contribution. This includes tunnel/roadway measurements, twin site studies, use of vehicle-specific tracers and other methods. Finally, the application of receptor modelling methods is briefly described. Based on the review, it can be concluded that while traffic emissions continue to contribute substantially to primary PM emissions in urban areas, quantitative knowledge of the contribution, especially of non-exhaust emissions to PM concentrations remain inadequate.
•Road traffic contributes emissions from exhaust, abrasion and re-suspension sources.•Chemical and physical properties of the emitted particles are described.•Available methods for quantification of traffic-derived concentrations are reviewed.
The switch to electric vehicles (EVs) has been incentivised by governments all over the world to reduce the use of fossil fuels and improve air quality. However, whether such a move could effectively ...lower the levels of pollutants as much as expected is still controversial. This study estimates the impact values of exhaust and non-exhaust emissions emitted from internal combustion engine vehicles (ICEVs) and their equivalent EVs from an economic-environmental perspective, expressed as monetary impact values, so as to ascertain the environmental effect of the switch to equivalent EVs from ICEVs. These monetary impact values were calculated according to the emission factors and damage costs of these pollutants. The results indicate that the particulate matter (PM) monetary impact values of equivalent EVs may exceed those of ICEVs, which depends primarily on the extent of regenerative braking and road type. The monetary impact values of total pollutants decrease for the move from diesel passenger cars to their equivalent EVs with 0% regenerative braking. For the conversion of petrol passenger cars to their equivalent EVs with 0% regenerative braking, however, the total monetary impact values increase on both urban and rural roads. These results can be useful for the economic-environmental assessment of vehicle exhaust and non-exhaust emissions.
Display omitted
•1-heptanol is used with peanut oil biodiesel/diesel fuel blend in the diesel engine.•1-heptanol and biodiesel concentration is kept constant as 20% on a volume basis.•1-heptanol due ...to its better fuel properties improves the engine characteristics.•Combustion behavior improved with 1-heptanol use, relating to its oxygen content.•1-heptanol can be taken into account as a promising oxygenated fuel additive.
Alcohols are exceptional alternative fuels for the utilization in the compression-ignition (CI) engine due to their built-in fuel improving characteristics such as higher calorific value, higher cetane number, etc. Contrary to the lower-chain alcohols (methanol-C1, ethanol-C2, and propanol-C3), higher alcohols have an encouraging candidate for future diesel engine applications. Among the higher alcohols, 1-heptanol, having seven carbon atoms in the chemical structure, has preferable fuel properties. Therefore, there is a need to perform it as well as its blends with diesel fuel and biodiesel in the CI engine for extracting the characteristics of performance, emissions, and combustion. The objective of the present research work was to investigate the engine performance, exhaust gas emissions, and combustion behavior of a single-cylinder, four-stroke, water-cooled, naturally-aspirated, direct-injection (DI) diesel engine running on the binary blends of 1-heptanol/diesel fuel and biodiesel/diesel fuel, and finally the ternary type of their derivations of 1-heptanol/biodiesel/diesel fuel. For the experimental usage, the biodiesel fuel was synthesized from the peanut oil through the transesterification process in the presence of potassium hydroxide and methanol. The several tested fuel samples were prepared by splash blending technique as B20 (20% peanut oil biodiesel and 80% diesel fuel), Hp20 (20% 1-heptanol and 80% diesel fuel), B20Hp20 (20% peanut oil biodiesel, 20% 1-heptanol and 60% diesel fuel). To acquire the engine characteristics, the engine tests were carried out at four engine loads (25%, 50%, 75%, and 100%) with a fixed engine speed of 1500 rpm. The experimental outcomes revealed that the least brake specific energy consumptions for diesel fuel, B20, Hp20, B20Hp20, and B100 were found to be at 8.78 MJ/kWh, 8.90 MJ/kWh, 8.85 MJ/kWh, 8.94 MJ/kWh, and 10.29 MJ/kWh, respectively at 100% load while the maximum brake thermal efficiency values were obtained as 40.81%, 40.46%, 40.67%, 40.27%, and 35.00, respectively. At 100% load, the peak heat release rate for B20, Hp20 and B20Hp20 were found to be at 37.53 J/deg, 37.80 J/deg and 37.91 J/deg, respectively while diesel fuel and peanut oil biodiesel have in order of 40.22 J/deg and 27.66 J/deg. The addition of 1-heptanol as an oxygenated additive into the diesel fuel and biodiesel/diesel fuel blend caused to decreasing CO and unburned HC emissions while increasing CO2, O2, and NOX emissions as compared to diesel fuel. It can be concluded that this paper discusses the viability of suggesting biodiesel-diesel-alcohol blends to supply the future energy demands of the world.
•The detailed combustion analyses of poppy oil biodiesel blends were performed.•Poppy oil biodiesel emitted lower CO and soot emissions than those of neat diesel.•SFC values of biodiesel-diesel fuel ...blends were higher than those of neat diesel.•ITEdecreased with biodiesel fuel blends compared to neat diesel.
In this study, a single cylinder, four-stroke, naturally aspirated with compression ratio of 18:1 direct injection diesel engine was run with opium poppy oil biodiesel-diesel fuel blends. The effects of diesel and biodiesel-diesel fuel blends were investigated experimentally on combustion, performance and emissions. Experiments were conducted with standard diesel fuel and opium poppy oil biodiesel-diesel fuel blends (OP10 and OP20) at maximum brake torque speed of 2200 rpm and five different engine load including 25%, 50%, 75% and 100%. This study focuses on the detailed performance and combustion analysis with opium poppy biodiesel under different engine load and speeds. Test results showed that in-cylinder presssure and heat release rate increased with the increase of engine load when biodiesel fuel blends were used. ID period increased with the usage of biodiesel. Thermal efficiency decreased by about 5.73% and 13.05% with OP10 and OP20 compared to diesel respectively owing to lower calorific value of opium poppy oil biodiesel at 75% engine load. NOx increased 2.9% and 5.98% with OP10 and OP20 according to diesel at full load. On the contrary, CO decreased 14% and 17.42% with OP10 and OP20 compared to diesel at full load.
Display omitted
•Alternate fuel blends from biomass sources are studied for combustion, performance and emissions.•Comparison of blends with Q-diesel for engine performance was performed.•Lean blend ...mixture performed well with low CO, HC and smoke emissions.•AO10D proved to be an alternate fuel for diesel engines without any engine modifications.
Depletion of fossil fuels and increased impetus on carbon footprint has resulted in the application of biomass as a raw material for synthesis of fuel. In this research, investigations were carried to analyze twelve different blends of AO10D, EO5AO5D, AO5E5D, EO5AO5E5D, SO5D, SO10D, EuO5D, EuO10D, CO5D, CO10D, PO5D, and PO10D comprising micro and macro algae oil, cotton seed oil, eucalyptus oil, and ethanol. Blends were prepared by splash blending technique and experiments were carried out in a single cylinder, four-stroke, water-cooled, direct-injection diesel engine to study the performance, combustion and exhaust emission characteristics with a compression ratio of 18:1 at an engine load of 3.75 kW operated with a constant engine speed of 1500 rpm. Among these blends, AO10D produced desirable results with a cetane number of 51.20 and ηBTE (Brake thermal efficiency) of 45% which is higher than Q-diesel efficiency of 37% at 50% load. The BFSC of all blends varied from 0.74 kg/kWh at ‘0th’ load to 0.20 kg/kWh at full load which indicated the complete combustion of AO10D and AO5EO5D oil blends. The emission of CO2 (2.3%), CO (22%), NOx (0.97%) and smoke emission (6.54%) decreased comparatively at 50% Load. AO10D blend proved be an alternative fuel for diesel engines at 50% load.
Display omitted
•Fueling with the quaternary blends of alcohol-biodiesel-vegetable oil-diesel fuel.•Effect of lower (ethanol, isopropanol) and higher alcohols (n-butanol, isopentanol)•The ...performance, emission and combustion characteristics were reported.•Comparative assessments were performed against diesel and diesel–biodiesel blend.•The quaternary blends can be evaluated as a suitable replacement for diesel fuel.
The scarcity of petroleum-based fuels and the augmentation of pollution levels have been the major parameters in the charge of the investigation of new and promising alternative fuel blends that can be used for the compression-ignition (CI) engine applications. In this context, the researches on renewable and sustainable fuels like vegetable oils, biodiesel, and alcohol for diesel engines have kept intensively for a long time. But, pure vegetable oils or biodiesel fuels may not be operated unaccompanied in diesel engines because of their high viscosity and density values. Accordingly, there is a great potential for the utilization of quaternary blends of biodiesel vegetable oil, alcohol, and diesel fuel in order to enhance the density and viscosity. In the present study, diesel fuel was blended with biodiesel (safflower oil methyl ester), biodiesel-vegetable oil (safflower oil), and biodiesel-vegetable oil-alcohol (ethanol-C2, isopropanol-C3, n-butanol-C4, or isopentanol-C5) mixture. The test fuels of diesel–biodiesel (80–20%), diesel–biodiesel-vegetable oil (70–20–10%), and diesel–biodiesel-vegetable oil-alcohol (60–20–10–10%) blends were prepared by the splash blending technique and experimented in a single-cylinder, four-stroke, air-cooled, direct-injection diesel engine generator set in order to investigate the performance, combustion and exhaust emission characteristics at five different engine loads (0, 500, 750, 1000, and 1250 W) with a fixed engine speed of 3000 rpm. The engine test results revealed that brake specific fuel consumption of the fuel blends increased between 4.54% and 27.82% compared to the diesel fuel while decreasing in brake thermal efficiency due to lower calorific value. In general, the overall emission values of all the tested fuel blends mitigated as compared to diesel. The combustion characteristics showed that the addition of various alcohols into the ternary blends led to rising in-cylinder pressure with decreased heat release rate. It is concluded that the diesel–biodiesel-vegetable oil-pentanol blend could be a suitable fuel mixture to improve the performance, combustion behaviors and reducing exhaust emissions.
With concern in recent years about adverse health effects for populations living or spending significant amounts of time near large roadways, an investigation of the air quality characteristics and ...potential sources influencing levels of PM and its chemical composition was undertaken in Toronto and Vancouver. Three near-road monitoring stations were established in the downtown area and beside a large highway in Toronto, and beside a major trucking route in Vancouver. 24-hour integrated samples were concurrently collected at these near-road and nearby urban background sites. This study has provided detailed chemical data for PM2.5 and reactive gases (NH3, HONO and HNO3) for a year in 2015–2016. Differences between pollutant concentrations at the near-road and background urban sites were identified, and compared with observations at other urban locations. The traffic contribution was quantified as the concentration increment between the near-road and background sites. The highest increments due to traffic were observed for elemental carbon, select trace metals (e.g. Fe, Ba, Cu, Sb, Zn) and reactive gases (NH3, HONO). In general, the percent contribution of local traffic-related emissions followed a descending order of Toronto highway > Vancouver truck route > downtown Toronto for most of these pollutants. It appears that the influence of traffic-related emissions on air pollution near roads depends more on the proportion of large trucks in the fleet than the total traffic volume. Application of principal component analysis (PCA) coupled with multi-linear regression (MLR) analysis to the local traffic increment pollutant data, as well as knowledge of chemical markers representative of different sources, helped to identify the possible sources of traffic-related PM2.5. These sources include non-exhaust (brake wear abrasion, resuspended road dust) and vehicular exhaust (mixed gasoline/diesel, diesel and lubricating oil combustion) emissions. The contribution of each of the sources varied between sites. In particular, the contribution of diesel exhaust emissions, presumably from highly polluting heavy-duty vehicles and trucks, was significant at the truck route (Vancouver) and the highway (Toronto) sites. Furthermore, the substantial contribution of non-exhaust emissions (brake wear and resuspension of road dust) to PM2.5, and thus metals, with differences between sites due to traffic characteristics or local meteorology was identified. Emissions related to lube oil combustion were not statistically significant. Overall, this work delivered valuable information that serves as input for further studies involving other roads and cities in order to generate reliable and representative results for air quality management and associated health outcomes.
•A near-road sampling campaign was conducted in Toronto and Vancouver.•Detailed chemical data for PM2.5 and reactive gases are provided.•PCA/MLR was applied to the local traffic increment pollutant data.•Diesel traffic was the significant contributor to air pollution.•The substantial contribution of non-exhaust emission was identified.
Display omitted
•The effect of piston bowl and injection parameters were investigated.•DSB and MSB improve the air/fuel mixing formation and reduce the fuel-rich regions.•MSB and DSB promise high ...thermal efficiency and low soot emissions.
The diesel engine is widely used due to its thermal efficiency, reliability and fuel economy, while diesel engine emissions are harmful to the environment and human health. Therefore, the standards (EPA, Tier, NRE-v/c standards, etc.) limit the exhaust emission of engines around the world. The most successful method of reducing emissions is to optimize the combustion chamber and the fluid motion inside the engine. In this study, experimental and numerical methods were used in a diesel engine to analyze fluid motion, spray, combustion process, and exhaust emissions. A new type of swirl piston bowls and a reentrant piston bowl were utilized on a baseline diesel engine. Different spray angles and injection pressures were applied and results were compared with the baseline design. Results show that the piston bowl shape has a critical influence on engine performance and emissions. Since the multi-swirl piston bowl (MSB) and double-swirl piston bowl (DSB) design increases in-cylinder swirl and turbulence, it contributes to reducing emissions and improving the combustion process. Increasing spray angle and injection pressure and using of DSB can reduce the soot emissions by 81%. DSB and MSB improve the combustion process but also increase NOX emissions due to increased in-cylinder temperature. On the other hand, NOX emissions may also be reduced if the injection parameters of the engine are optimized to provide the same power with the new swirl bowls.
PDF
