摘要 :
In this study, we investigated the activity of pre-sulfated 1%Pt-2%Sn/γ-Al_2O_3 on the catalytic abatement of the combustion emissions of three fuels: pure diesel E(0), pure bioethanol E(100) and bioethanol blended diesel contain...
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In this study, we investigated the activity of pre-sulfated 1%Pt-2%Sn/γ-Al_2O_3 on the catalytic abatement of the combustion emissions of three fuels: pure diesel E(0), pure bioethanol E(100) and bioethanol blended diesel containing 10% bioethanol E(10). The emissions generated, by each blend combustion, were conducted continuously to the catalyst sample. The catalytic activity was determined by following the evolution of the outflow emissions concentrations by FTIR gas spectroscopy as a function of the catalyst temperature. Results showed that the addition of bioethanol to diesel may be necessary to enhance the catalytic oxidation of diesel unburned hydrocarbons and particulars matter on pre-sulfated 1%Pt-2%Sn/γ-Al_2O_3.
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Oxygenated diesel fuel blends have a potential to reduce the emission of participate matter (PM) and to be an alternative to diesel fuel. This paper shows that pre-sulfated 1%Pt/γ-Al_2O_3 and pre-sulfated 1%Pt-2%Sn/γ-Al_2O_3 are...
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Oxygenated diesel fuel blends have a potential to reduce the emission of participate matter (PM) and to be an alternative to diesel fuel. This paper shows that pre-sulfated 1%Pt/γ-Al_2O_3 and pre-sulfated 1%Pt-2%Sn/γ-Al_2O_3 are very active at PM emissions abatement when, bioethanol or diesel/bioethanol are used as fuels. Results obtained showed that the addition of bioethanol to the diesel fuel may be necessary to decrease diesel PM generation during combustion and to enhance the rate of the oxidation of this diesel PM on pre-sulfated 1%Pt/γ-Al_2O_3 and pre-sulfated 1%Pt-2%Sn/γ-Al_2O_3.
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The present work investigates the effects of bioethanol as fuel additive on a diesel power generator’s
exhaust emission (especially under transient conditions) characteristics, during the start-up followed by
idling and warm-up...
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The present work investigates the effects of bioethanol as fuel additive on a diesel power generator’s
exhaust emission (especially under transient conditions) characteristics, during the start-up followed by
idling and warm-up periods, from no load to loaded cases up to 50% at ambient conditions. Experiments
with diesel/bioethanol blends in 10% and 15% proportions (denoted as BE10 and BE15, respectively) were
achieved in a diesel power generator following the practical operating conditions of the gen-sets. Regarding
emissions, CO increased first when bioethanol is used during start-up at no load, then it starts to
decrease by increasing bioethanol fraction in diesel and load applied. UnburntHCemissions were also measured
as highest for all fuels tested during start-up, while they were slightly higher for BE15 than others in
the rest of the test.NOxwas highest with petroleum diesel, while it was lowest with BE15 at start-up. Despite
higher NOx was measured with BE10, those of petroleum diesel and BE15 were similar during warm-up
together with applying load. Smoke opacity was lowest in BE15; however, BE10 was highest. By applying
load, it increased and the highest NOx was measured with BE10, while the lowest was with BE15.
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摘要 :
The aim of this investigation is to clarify the effects of bioethanol on the combustion and exhaust emission characteristics, as well as the spray and atomization characteristics of bioethanol-diesel blended fuels in a single-cyli...
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The aim of this investigation is to clarify the effects of bioethanol on the combustion and exhaust emission characteristics, as well as the spray and atomization characteristics of bioethanol-diesel blended fuels in a single-cylinder diesel engine. The spray and exhaust emission characteristics are analyzed using the spray visualization system, the droplet analysis measuring system, and the single-cylinder diesel engine with an exhaust emission analyzer. In addition, the effects of exhaust gas recirculation (EGR) on the emission characteristics are also investigated. In the analysis of the experimental results for the spray characteristics, it revealed that the spray tip penetration of bioethanol-blended diesel fuel shows almost similar behavior compared to a pure diesel fuel and the blended fuels show a wide spray cone angle, before the impingement to the piston bowl wall. In the case of the bioethanol blends, the mean reduction percentage of the droplet size increases as the bioethanol blending ratio increases when compared to the droplet size of a pure diesel fuel. In the results of combustion and exhaust emissions, the increased bioethanol blending ratio extends the ignition delay because of the low cetane number and the reduction of the cylinder temperature by the evaporation of bioethanol with high latent heat. The application of EGR induces the extension of the ignition delay and lowers both the peak combustion pressure and the peak rate of heat release (ROHR). The blending of bioethanol with diesel fuel causes a small decrease in soot emissions. Also, the use of EGR and blending bioethanol with diesel fuel can reduce nitrogen oxide (NO_x) emissions. However, increasing the bioethanol blending ratio causes hydrocarbon (HC) emissions to increase.
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摘要 :
Flowers of madhuca indica tree are found to be a potential source for bioethanol production. The present work is aimed to study the effect of diethyl ether (DEE) as a cetane improver on engine behaviour when the DEE is added to bi...
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Flowers of madhuca indica tree are found to be a potential source for bioethanol production. The present work is aimed to study the effect of diethyl ether (DEE) as a cetane improver on engine behaviour when the DEE is added to bioethanol diesel emulsion in little quantities and used as fuels. 1% and 2% of DEE were added on a volume basis to BDE15 (bioethanol-diesel emulsion up to 15%) and named as BDED1% and BDED2% respectively. The combustion, performance and emission results were compared with those of diesel operation. The results showed that the bioethanol diesel emulsion operation, with and without the cetane improver, showed a higher brake specific energy consumption and exhaust gas temperature than that of diesel operation at maximum brake power. There was a simultaneous reduction of brake specific nitric oxide (BSNO) and smoke emission with the addition of cetane improver in bioethanol diesel emulsion.
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The aim of this work is to investigate the effects of different diesel–bioethanol blended fuels on combustion, engine performance, and emission characteristics in a four-cylinder common rail direct injection (CRDI) diesel engine ...
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The aim of this work is to investigate the effects of different diesel–bioethanol blended fuels on combustion, engine performance, and emission characteristics in a four-cylinder common rail direct injection (CRDI) diesel engine according to various engine loads. Combustion characteristics including in-cylinder pressure, maximum in-cylinder pressure, heat release rate (HRR), and maximum HRR; engine performance including brake specific fuel consumption (BSFC); and emission characteristics including carbon monoxide (CO), hydrocarbon (HC), nitrogen oxides (NOx), and smoke were compared and analyzed. The four test fuels were diesel (D100), 95% D100 blended with 5% ethanol by volume (D95E5), 90% D100 blended with 10% ethanol by volume (D90E10), and 85% D100 blended with 15% ethanol by volume (D85E15). The results indicated that the addition of ethanol had no great impact on the in-cylinder pressure and HRR, but it could significantly reduce CO, NOx, and smoke emissions. The only deficiency was that BSFC was increased to varying degrees with increase of ethanol due to its low heating value.
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In this paper the effects of an experimental bioethanol fumigation application using an experimental ultrasound device on performance and emissions of a single cylinder diesel engine have been experimentally investigated. Engin...
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In this paper the effects of an experimental bioethanol fumigation application using an experimental ultrasound device on performance and emissions of a single cylinder diesel engine have been experimentally investigated. Engine performance and pollutant emissions variations were considered for three different types of fuels (biodiesel, biodiesel-bioethanol blend and biodiesel and fumigated bioethanol). Reductions in brake specific fuel consumption and NOx pollutant emissions are correlated with the use of ultrasonic fumigation of bioethanol fuel, comparative to use of biodiesel-bioethanol blend. Considering the fuel consumption as diesel engine’s main performance parameter, the proposed bioethanol’s fumigation method, offers the possibility to use more efficient renewable biofuels (bioethanol), with immediate effects on environmental protection.
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摘要 :
Experimental investigations were carried out in a single cylinder, four stroke, air cooled direct injection (DI) diesel engine, fueled with bioethanol, adopting the fumigation technique. Bioethanol produced by the fermentation of ...
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Experimental investigations were carried out in a single cylinder, four stroke, air cooled direct injection (DI) diesel engine, fueled with bioethanol, adopting the fumigation technique. Bioethanol produced by the fermentation of Madhuca indica flower was used as an alternative fuel in this investigation. Bioethanol was fumigated at four different flow rates, viz., 0.24,0.48,0.96 and 1.22 kg/h in the suction, with the help of a vaporiser and a microprocessor controlled injector. The results of the combustion, performance and emissions of the engine, running with the bioethanol fumigation, were compared with those of the diesel operation. The results indicated that, the bioethanol fumigation exhibited an overall longer ignition delay of 2-3 ℃. A for all the flow rates in comparison with diesel, at full load. Bioethanol fumigation at the flow rate of 0.48 kg/h gave a better performance and lower emissions than that of other flow rates. The maximum brake specific nitric oxide (BSNO) and smoke emissions were found to be lower, by about 24.2% and 25% in the bioethanol fumigation, compared to that of diesel operation at full load.
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In Turkey, more than 90% of passengers and goods are transported by roads. In order to flow this immense traffic nearly 2.7 million m~3 of gasoline, 11.5 million m~3 of diesel, and 5.2 million m~3 of liquefied petroleum gas (LPG) ...
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In Turkey, more than 90% of passengers and goods are transported by roads. In order to flow this immense traffic nearly 2.7 million m~3 of gasoline, 11.5 million m~3 of diesel, and 5.2 million m~3 of liquefied petroleum gas (LPG) was consumed in 2011. Starting from 2013, Turkey plans to blend biofuels to gasoline and diesel gradually reaching to 10% (volume) by 2020. Turkey's economy has been growing at unprecedented rates since 2003. As a result, both diesel and LPG consumption reached to record levels. Yet, gasoline demand decreased almost linearly in the same period. Accordingly, forecasting road transportation fuel demand becomes more difficult and yet more important than ever before. Gasoline, diesel, LPG, bioethanol and biodiesel demand has been forecast for the first time in this study using semi-empirical models in the view of Turkey's Vision 2023 goals, Energy Market Regulatory Authority targets, and European Union directives. The models suggested that in 2023, annual gasoline consumption in Turkey could decrease below 2.0 million m~3, whereas, diesel and LPG consumption could rise to 16.4 and 8.8 million m~3, respectively. Consequently, 0.3 million m~3 of bioethanol and 1.4 million m~3 biodiesel could be required to fulfil the official targets in 2023.
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Currently, alkyl esters dominate the renewable share of the CI engine fuels market, but it can potentially be replaced by more modern diesel-like fuels such as HVO and farnesane. Aiming to integrate even more renewable alternative...
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Currently, alkyl esters dominate the renewable share of the CI engine fuels market, but it can potentially be replaced by more modern diesel-like fuels such as HVO and farnesane. Aiming to integrate even more renewable alternatives, these second-generation fuels can be used alongside lower reactivity fuels such as ethanol, taking advantage of the so-called dual-fuel operation. In this study, the use of green diesel fuels operating with and without bioethanol in dual-fuel mode is assessed and compared to Brazilian commercial diesel for small scale power generation application. Experiments were carried out in a single-cylinder compression ignition engine with an electronic port-fuel injection system, and five different dual-fuel bioethanol energy fractions (EF) with both HVO and farnesane. The results show that using renewable diesel presented delayed start of injection, shorter ignition delay, lower heat release peak rate at premixed combustion phase, inferior combustion duration, reduced in-cylinder peak pressures (6.2% and 6.1% reduction for farnesane and HVO, respectively) and lower average in-cylinder temperatures when compared to diesel, decreasing NOx, CO, CO2, HC and particulate matter (PM) for nearly all tested conditions. Dual-fuel operation with bioethanol presented acceptable combustion stability up to 40% bioethanol energy fraction (COVIMEP < 5%), while decreasing NOx, PM and CO2. Considering EF = 40%, HVO-bioethanol dual-fuel operation reduced NOx up to 43% and PM up to 82% compared to diesel single-fuel condition. The addition of bioethanol reduced in-cylinder temperature, soot emissions and presented lower diffusive and total combustion durations. However, CO and HC emissions increased in dual-fuel mode, particularly for higher energy substitution rates (EF > 27%). Considering single-fuel condition, neat diesel presented the lowest brake thermal engine efficiency (23.59 %), followed by farnesane (24.37 %) and HVO (24.66%). Renewable diesel with bioethanol in dual-fuel mode showed an interesting option for a sustainable energy supply with reduced carbon footprint.
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