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Öğe A comprehensive study on the influences of different types of nano-sized particles usage in diesel-bioethanol blends on combustion, performance, and environmental aspects(Pergamon-Elsevier Science Ltd, 2021) Agbulut, Umit; Polat, Fikret; Saridemir, SuatThis paper aims to discuss the influences of the doping of different types of nanoparticles into the bioethanol-diesel fuel blends on the combustion, performance, and emission aspects. In this viewpoint, the tests are performed at a constant engine speed of 2400 rpm under the varying engine loads from 3 to 12 Nm with the gaps of 3 Nm. Test engine is fuelled with conventional diesel fuel (DF), the binary form of 90% diesel fuel and %10 ethanol (DF90E10), and then separately 100 ppm aluminium oxide (Al2O3) nanoparticles (DF90E10 + A100), and 100 ppm titanium oxide (TiO2) nanoparticles (DF90E10 + T100) into DF90E10 test fuel. In the results, DF90E10 increases brake specific fuel consumption (BSFC) by 6.25% and drops the brake thermal efficiency (BTE) by 2.1% in comparison to those of conventional DF. However, it is noticed that nanoparticles-doped DF90E10 test fuels are being pulled back the worsened performance results thanks to their higher surface to volume ratio, higher cetane number, higher calorific value, superior thermal properties, catalyst role of the accelerating chemical reactions in combustion proces, and high energy density of nanoparticles. Accordingly, BSFC is dropped by 2.25% and 1.26% whilst BTE is enhanced by 3.48% and 2.94% for DF90E10 + A100 and DF90E10 + T100 test fuels, respectively as compared to those of DF. Thanks to the excess oxygen content of ethanol and oxygen-donating catalyst role of nanoparticles, carbon monoxide (CO) is reduced by 14.29%, 25%, and 21.43%, and hydrocarbon (HC) is reduced by 21.32%, 30.15%, and 26.47% for DF90E10, DF90E10 + A100, and DF90E10 + T100, respectively as compared to those of conventional DF. NOx emission increases by 3.6% for DF90E10, and then nitrogen oxides (NOx) are reduced by 3.02%, and 1.57% for DF90E10 + A100 and DF90E10 + T100 due to the higher thermal conductivity value of nanoparticles and improving engine performance characteristics. On the other hand, the highest in-cylinder pressure (CPmax) and heat release rate (HRRmax) values, and longer ignition delay are generally noticed for the diesel-ethanol binary blend due to the lower cetane number, lower energy density and higher viscosity. In conclusion, this paper is proving that the doping of nanoparticles into the biofuels is presenting very satisfying results in pulling back the worsened engine characteristics arising from using diesel-biofuel binary blends. (C) 2021 Elsevier Ltd. All rights reserved.Öğe Effects of high-dosage copper oxide nanoparticles addition in diesel fuel on engine characteristics(Pergamon-Elsevier Science Ltd, 2021) Agbulut, Umit; Saridemir, Suat; Rajak, Upendra; Polat, Fikret; Afzal, Asif; Verma, Tikendra NathThis paper examines the effect of adding high dosage of copper oxide (CuO) nanomaterials (<77 nm) directly to conventional diesel fuel. The performance of the fuel with CuO added is assessed using a single cylinder, naturally aspirated, direct injection, air-cooled diesel engine. Examined were the char-acteristics of combustion and emissions for blends of 1000 and 2000 ppm CuO nanoparticles. The CuO blends were tested in the speed range between 2000 and 3000 rpm at intervals of 250 rpm. The CuO nanoparticles have the potential to accelerate the process of combustion by supplying molecules of oxygen and acting as a catalyst. The CuO enhances the thermal conductivity of the test fuels and in-creases heat dissipation from the combustion chamber. Experimental results show exhaust gas tem-perature (EGT) is reduced as well as unburnt hydro-carbons (HC) and oxides of carbon and nitrogen (CO and NOx). For CuO additions of 1000 and 2000 ppm, CO emissions fell by 14.6% and 20.8%, HC emissions by 6.2% and 13.4%, and NOx emissions by 4%, and 4.7%. Both blends of CuO increased the heating value of the diesel fuel. Brake-specific fuel consumption (BSFC) dropped by 4.5% and 8% while brake thermal efficiency (BTE) increased by 5.5% and 14.6% for 1000-CuO and 2000-CuO, respectively. On the other hand, nanoparticles accelerated the chemical reactions and the ignition delay (ID) period was shortened by 3.03% and 5.45% for CuO additions of 1000, and 2000 ppm, respectively. It was also observed that CuO nanoparticles up to 2000 ppm can be suspended in diesel fuel without clogging the filter on the injection system. (c) 2021 Elsevier Ltd. All rights reserved.Öğe Energy, exergy, economic and sustainability assessments of a compression ignition diesel engine fueled with tire pyrolytic oil - diesel blends(Elsevier Sci Ltd, 2020) Karagoz, Mustafa; Uysal, Cuneyt; Agbulut, Umit; Saridemir, SuatEvery year, millions of tons of tire become unusable around the world and waste tire dumps threaten human health and the environment. Therefore, recycling of waste tires has attracted attention recently. In this study, energy, exergy, economic and sustainability analyses of a compression ignition diesel engine fueled with tire pyrolytic oil-diesel blends were performed and the results were compared with that of neat diesel. Tire pyrolytic oil was produced from waste tires with vacuum pyrolysis technique. Hydro-sulfuric acid treatment, vacuum distillation and oxidative desulfurization processes were applied to reduce emission values of tire pyrolytic oil. Tire pyrolytic oil was blended with neat diesel as 10 vol% (TPO10D90), 30 vol% (TPO30D70) and 50 vol% (TPO50D50). The test engine was single-cylinder, four-stroke, naturally aspirated, compression ignition diesel engine and the experiments were conducted for different test engine loads of 3 Nm, 6 Nm, 9 Nm and 12 Nm at constant crankshaft speed of 2000 rpm. The highest energy and exergy efficiencies were obtained for TPO10D90, while the lowest ones were obtained for neat diesel. At 12 Nm, the energy efficiency of test engine was obtained to be 26.89% for neat diesel and 28.15% for TPO10D90, while the exergy efficiency of test engine was found to be 25.19% for neat diesel and 26.36% for TPO10D90. The energy loss per capital investment cost was obtained to be 0.87 x 10(-4) kW/$ for TPO10D90 and 1.03 x 10(-4) kW/$ for neat diesel at 3Nm. At 12 Nm, the highest sustainability index was determined to be 1.358 for TPO10D90, while the lowest sustainability index was 1.337 for neat diesel. Results showed that TPO10D90 had better performance at each test engine load in terms of energy, exergy, economic and sustainability and the increase in tire pyrolytic oil content of blend made the results worse but better than neat diesel. As a conclusion, it can be said that tire pyrolytic oil production from waste tires is important fact from the viewpoint of both waste management and protection of fossil fuel resources depletion. (C) 2020 Elsevier Ltd. All rights reserved.Öğe Exergetic and exergoeconomic analyses of a CI engine fueled with diesel-biodiesel blends containing various metal-oxide nanoparticles(Pergamon-Elsevier Science Ltd, 2021) Karagoz, Mustafa; Uysal, Cuneyt; Agbulut, Umit; Saridemir, SuatComprehensive exergetic and exergoeconomic analyses of a single-cylinder, four-stroke, naturally aspirated compression ignition (CI) diesel engine were conducted in the present paper. Exergy-based sustainability indicators were also determined in the study. The test engine was fueled with diesel fuel (D100), %90 diesel+10% waste cooking oil methyl ester blend (D90B10), D90B10 with Al2O3 nanoparticle of 100 ppm (D90B10Al(2)O(3)), D90B10 with TiO2 nanoparticle of 100 ppm (D90B10TiO(2)), and D90B10 with SiO2 nanoparticle of 100 ppm (D90B10SiO(2)) nanofuels, separately. The tests were performed at a constant engine speed of 2000 rpm and at varying engine loads from 2.5 to 10 Nm with an increment of 2.5 Nm. As a result, the exergy efficiencies of the test engine for D90B10 and D90B10Al(2)O(3) were determined to be 25.57% and 28.12%, respectively. The lowest cost flow rate of crankshaft work was found to be 0.4247 US$/h at 2.5 Nm, 0.5154 US$/h at 5 Nm for D90B10Al(2)O(3), and 0.6029 US$/h at 7.5 Nm, 0.7253 US$/h at 10 Nm for D90B10SiO(2). At 10 Nm, the highest and lowest sustainability index values were determined to be 1.391 for D90B10Al(2)O(3) and 1.344 for D90B10, respectively. From the perspective of exergy and sustainability, D90B10Al(2)O(3) had the best results. Besides, from the perspective of exergoeconomics, D90B10Al(2)O(3) had the best results at lower engine loads. As a conclusion, it can be said that nanofuels showed better performances compared to neat diesel fuel and diesel-biodiesel blend in the terms of in terms of exergy, exergoeconomics, and sustainability analyzes. Considering all analyses together, it is noticed that Al2O3-doped nanofuel is the best test fuel for this study, and then it is followed by SiO2 and TiO2-doped nanofuels, respectively. (C) 2020 Elsevier Ltd. All rights reserved.Öğe Exergetic and exergoeconomic assessments of a diesel engine operating on dual-fuel mode with biogas and diesel fuel containing boron nitride nanoparticles(Springer, 2024) Uysal, Cuneyt; Agbulut, Umit; Topal, Halil Ibrahim; Karagoz, Mustafa; Polat, Fikret; Saridemir, SuatThis study investigates the exergetic and exergoeconomic analyses of a diesel engine operated on dual-fuel mode with fuelled both diesel fuel-boron nitride nanofuel and biogas purchased commercially. The experiments were performed for diesel fuel, diesel + 100 ppm boron nitride nanoparticle, diesel + 100 ppm boron nitride nanoparticle + 0.5 L min-1 biogas, diesel + 100 ppm boron nitride nanoparticle + 1.0 L min-1 biogas and diesel + 100 ppm boron nitride nanoparticle + 2.0 L min-1 biogas at various engine loads (2.5 Nm, 5.0 Nm, 7.5 Nm, and 10.0 Nm) and fixed crankshaft speed of 1500 rpm. The obtained experimental data were used to realize exergetic and exergoeconomic analyses. Among the fuels considered in this study, diesel + 100 ppm boron nitride nanoparticle nanofuel had the best exergetic and exergoeconomic results. As a result, at engine load of 10 Nm, the exergy efficiency of test engine and specific exergy cost of crankshaft work were obtained to be 29.12% and 124.86 US$ GJ-1 for diesel + 100 ppm boron nitride nanoparticle nanofuel, respectively. These values were 27.35% and 125.19 US$ GJ-1 for diesel fuel, 25.50% and 141.92 US$ GJ-1 for diesel + 100 ppm boron nitride nanoparticle + 0.5 L min-1 biogas, 23.10% and 156.33 US$ GJ-1 for diesel + 100 ppm boron nitride nanoparticle + 1.0 L min-1 biogas, and 21.09% and 171.92 US$ GJ-1 for diesel + 100 ppm boron nitride nanoparticle + 2.0 L min-1 biogas, respectively. It is clear that biogas addition to combustion made worse the exergetic and exergoeconomic performances of test engine. As a conclusion, it can be said that diesel + 100 ppm boron nitride nanoparticle nanofuel can be used as alternative fuel to D100 in terms of exergy and exergoeconomics.Öğe Experimental investigation of fusel oil (isoamyl alcohol) and diesel blends in a CI engine(Elsevier Sci Ltd, 2020) Agbulut, Umit; Saridemir, Suat; Karagoz, MustafaThe present paper details an experimental investigation of the combustion behaviours, exhaust emission and performance characteristics of a single-cylinder diesel engine fueled with fusel oil-diesel blends of volumetrically 10%, 15% and 20% into neat diesel fuel (F0) separately. Under steady-state conditions, the tests were performed at constant engine speed (2000 rpm), and four different engine loads (2.5, 5, 7.5 and 10 Nm). The results showed that CO and NOx emissions significantly reduced down to 52% and 20%, respectively with an increasing percentage of the fusel oil in the fusel oil-diesel blends. However, HC gradually increased up to 40% with the addition of fusel oil. With respect to the performance of the engine, the lowest BSFC and the highest BTE were seen in F0 test fuel owing to the higher heating value of F0. On the other hand, duration in ignition delay (ID) of fusel oil-diesel blends was longer than that of F0 due to the lower cetane number of the fusel oil. The maximum in-cylinder pressure (CPmax) and maximum heat release rates (HRRmax) of fusel oil containing fuels is higher in comparison with diesel fuel owing to the longer ID and oxygen atoms of excessive fusel oil. The combustion characteristics of fusel oil-diesel blends closely followed those of neat diesel fuel.Öğe A general view to converting fossil fuels to cleaner energy source by adding nanoparticles(Taylor & Francis Ltd, 2021) Agbulut, Umit; Saridemir, SuatOnly 1-liter diesel combustion causes nearly 2.9 kilograms of greenhouse gas emissions (GHG), and currently, the global-oil-consumption averaged 1.6 million barrels per day. Today, millions of people are suffering from serious diseases and even dying due to harmful exhaust gases (HEG) arising from burning fossil fuels such as cancer, respiratory diseases, cardiovascular, visibility reductions etc. On the other hand, many countries, signed the Kyoto Protocol, fail to keep their promise to reduce their GHG level. Clearly, there is a necessity to improve methods reducing HEG and to keep an acceptable level. Adding nanoparticles to diesel is one of these effective methods by converting diesel to a more clean energy source. Owing to the high thermal properties of nanoparticles as compared to pure diesel fuels, they promote better combustion in internal combustion engines, and so reduction HEG via this way. In this study, a number of literature studies on nanoparticles applications to pure fossil fuels are well documented and evaluated the outputs.Öğe Impact of various metal-oxide based nanoparticles and biodiesel blends on the combustion, performance, emission, vibration and noise characteristics of a CI engine(Elsevier Sci Ltd, 2020) Agbulut, Umit; Karagoz, Mustafa; Saridemir, Suat; Ozturk, AhmetWith the burning of 1 L of diesel fuel, approximately 3 kg of greenhouse gas is released into the atmosphere. Therefore, it is of great importance to reduce emissions with some additives in diesel engines. This study deals with the impacts of blends of waste cooking oil methyl ester and various metal-oxide based nanoparticles on the emission, combustion, performance, vibration and noise characteristics of a single-cylinder diesel engine. The test engine was loaded at different engine loads of 2.5, 5, 7.5 and 10 Nm and a constant engine speed of 2000 rpm. In this investigation, various fuels [called as reference diesel (D100), 10 vol% of waste cooking oil methyl ester (B10), and finally the mass fractions of 100 ppm aluminium oxide (B10Al(2)O(3)), titanium oxide (B10TiO(2)) and silicon oxide (B10SiO(2)) into the B10, separately] were tested. The addition of metal-oxide based nanoparticles has firstly increased the viscosity, cetane number, and heating value of biodiesel. Higher oxygen atoms in biodiesel-nanoparticles blends have improved the quality of the combustion process. Higher peak point in CPmax and HRRmax could be reached in these nano fuels due to their lower cetane numbers than that of D100. CO, HC and NOx emissions were significantly reduced with the blending of nanoparticles and biodiesel in comparison with those of D100. The addition of nanoparticles highly improved engine performance. B10 had the lowest thermal efficiency due to its heating value, but its efficiency was converted to the highest one with the addition of nanoparticle. In conclusion, this study is suggesting that the addition of metal-oxide based nanoparticles into biodiesel blends can give better results than using biodiesel alone for diesel engines.Öğe Improvement of worsened diesel and waste biodiesel fuelled-engine characteristics with hydrogen enrichment: A deep discussion on combustion, performance, and emission analyses(Elsevier, 2024) Saridemir, Suat; Polat, Fikret; Agbulut, UmitDue to the strict emission policies, fuel researchers are dedicated to mitigating the tailpipe emissions from internal combustion engines (ICEs). Therefore, researchers have considered biodiesel as the best alternative to conventional diesel fuel (D) for a while. However, many scientific papers experimentally announced that the use of biodiesel significantly worsens engine behaviors. In this framework, hydrogen enrichment has become a very reasonable option in order to minimize the reverse influences of biodiesel-fuelled engine characteristics. In this direction, waste cooking of 25% (B25) was volumetrically blended to D and reference data was collected. Then, 15 and 30 Lpm hydrogen was introduced from the intake manifold by mixing with air along with B25 test fuel to observe the changes from the hydrogen effect. Tests were performed on a three-cylinder, water-cooled diesel engine at constant engine speed (2000 rpm) and variable engine loads (15, 30, 45 and 60 Nm). In the results, it is witnessed that BSFC (brake specific fuel consumption) for B25 fuel increased by 8.23% as compared D fuel. However, along with the introduction of 15 and 30 Lpm hydrogen to B25 fuel, the BSFC value dropped by 17.58%, and 30.75%, respectively. In a similar way, B25 test fuel reduces BTE (brake thermal efficiency) by 7.54% as compared to D fuel. However, the hydrogen introduction of 15 and 30 Lpm (Litre per minute) along with B25 fuel improves the BTE value by 10.19%, and 17%, respectively. On the other hand, the inclusion of 15 Lpm and 30 Lpm H2 to B25 fuel provided a reduction of 23.75% and 45.59% for HC (Hydrocarbon) emissions, and 53.1% and 62.6% for NOx (Nitrogen oxide) emissions, respectively. In conclusion, it is seen that deteriorations in combustion, performance, and emission characteristics resulting from the use of biodiesel can be minimized by using hydrogen for ICEs.Öğe An investigation of Al2O3-ZrO(2)ceramic composite-coated engine parts using plasma spray method on a diesel engine(Taylor & Francis Ltd, 2020) Mert, Sevda; Mert, Senol; Saridemir, SuatIn this study, the surfaces of the piston, cylinder head and valve parts of the combustion chambers for a single-cylinder diesel engine were coated at 250 mu m thick ceramic composite Al2O3-ZrO2(20-80%) main coating material and 100 mu m NiCrAl interlayer material. Also, B6 and B12 biodiesel fuels were produced. Fuel blends were tested on a diesel engine with thermal barrier-coated surfaces for 50 h under the same conditions. When the SEM images and the EDS analysis results of the pistons covered with the ceramic composite main coating material are examined, it has been seen that the coating material permeates the surfaces in a very homogeneous manner and allows to work with high performance without causing any deterioration on the surfaces during working. At high temperatures, the working periods of 50 h and the formation of smoke did not cause any damage to the main material and the coating material.Öğe IS THE ETHANOL ADDITIVE MORE ENVIRONMENTALLY FRIENDLY FOR A SPARK IGNITION (SI) ENGINE OR FOR A COMPRESSION IGNITION (CI) ENGINE?(Gh Asachi Technical Univ Iasi, 2020) Agbulut, Umit; Saridemir, SuatClearly, the purpose of this paper is to find an answer to the following question Is the ethanol additive more environmentally friendly for an SI engine or for a CI engine?. The tests, therefore, were conducted on both an SI and a CI engine for the same parameters under both same conditions and laboratory. Ethanol was blended into neat diesel (D100) and neat gasoline (G100) at the same proportion (10 vol. %) and two blends were prepared in the study, namely D90E10 and G90E10, respectively. Then the tests were conducted on different engine speeds varying from 2250 to 3250 rpm with an interval of 250 rpm. In the experimental results achieved in the study, the most reductions among exhaust emissions, as compared to reference-D100 and reference-G100 fuel type, were achieved in HC and CO emissions with the presence of ethanol. With the addition of ethanol, HC and CO emissions in the SI engine reduced by 47.9% and 47.0%, respectively; on the other hand, these emissions also reduced by 28.5% and 25.1%, respectively in CI engine. An interesting result from this paper is that NOx emission was slightly reduced by 2.3% for SI engine with the addition of ethanol, whilst it is observed an increase of approximately 40% for the CI engine. This study showed that the addition of ethanol can be used in both SI and CI engines without any modification and can result in a significant reduction in exhaust emissions. In conclusion, this paper is distinctly reporting that the presence of ethanol into diesel fuel has presented better results than those of gasoline fuel in terms of exhaust emissions.Öğe Modifying diesel fuel with nanoparticles of zinc oxide to investigate its influences on engine behaviors(Elsevier Sci Ltd, 2023) Rajak, Upendra; Reddy, V. Nageswara; Agbulur, Umit; Saridemir, Suat; Afzal, Asif; Verma, Tikendra NathIn this paper, we used experimental and numerical methods to explore the effects of a diesel fuel blend con-taining zinc oxide (ZnO) nanoparticles at three different concentrations (0.025%, 0.05%, and 0.1%) on the combustion, injection, performance, and emission characteristics of a diesel engine running at constant speeds of 2000 rpm, 2250 rpm, 2500 rpm, 2750 rpm, and 3000 rpm, with the engine operating at full load. The results of the experiments demonstrate that DF + 0.1% ZnO increases BTE by 11.7% at 2500 rpm, while decreasing SFC by 1.67%, exhaust gas temperature by 11.4%, and NOx emissions by 10.67%. The advanced injection time and load were kept same, but a 2.3% rise in cylinder pressure was achieved when ZnO nano additions to diesel fuel were used. Moreover, CO2 emissions were reduced by 7.6% compared to 2500 rpm. In conclusion, the results prove that the nanoparticle-added test fuels improve engine efficiency, and combustion yield by reducing exhaust pollutants, and the numerical results are in good agreement with the experimental results.Öğe Performance enhancement and emission control through adjustment of operating parameters of a biogas-biodiesel dual fuel diesel engine: An experimental and statistical study with biogas as a hydrogen carrier(Pergamon-Elsevier Science Ltd, 2024) Mohite, Avadhoot; Bora, Bhaskor Jyoti; Sharma, Prabhakar; Saridemir, Suat; Mallick, Debarshi; Sunil, S.; Agbulut, UmitThis study explores emissions regulation of a 3.5 kW single cylinder, direct injection, diesel engine fuelled with biogas and Mahua biodiesel. By varying the compression ratio from 17 to 18 with a step of 0.5, pilot fuel injection timing by 3 degrees BTDC from 23 degrees BTDC to 32 degrees BTDC, and engine load from 20% to 100% with a step of 20%, the optimal operating conditions are determined using response surface methodology. At the optimum engine operating parameter settings of a 17.73 compression ratio, 26.71 degrees BTDC pilot fuel injection timing, and 58.96% engine load, the optimum emissions are 42.89 ppm for NOx, 80.36 ppm for UHC, 4.23% Vol. for CO2, and 77.72 ppm for CO. Additionally, the study demonstrates a comparable brake thermal efficiency of 17.35% with 66.26% pilot fuel substitution, indicating biogas-biodiesel as a sustainable and renewable option for dual-fuel CI compressionignition engines.(c) 2023 Hydrogen Energy Publications LLC. Published by Elsevier Ltd. All rights reserved.Öğe Role of hydrogen-enrichment for in-direct diesel engine behaviours fuelled with the diesel-waste biodiesel blends(Pergamon-Elsevier Science Ltd, 2024) Alcelik, Necdet; Saridemir, Suat; Polat, Fikret; Agbulut, UmitCarbon footprint indicates the total amount of greenhouse gases released into the atmosphere by individuals, institutions and countries. The widespread use of fossil fuels is a big player which increases the carbon footprint. Therefore, switching to sustainable alternatives in energy production and consumption is an effective step in combating climate change, as well as efforts to prevent the depletion of fossil fuels. In this regard, although biodiesels offer a solution to the depletion of fossil fuels, with this advantage, the effects of production processes and use on environmental sustainability should be taken into consideration. Many scientific studies have shown that engine performance remains below standards with biodiesel. The availability of hydrogen as an energy carrier in cylinder to overcome the above -mentioned negative situations has recently become a popular topic for fuel researchers. In this work, the diesel-biodiesel fuels were blended proportionally and tested on a threecylinder water-cooled in -direct diesel engine at varying loads (15, 30, 45, and 60 Nm) and a constant engine speed of 2200 rpm for observing the effects of test fuels on combustion, performance, and emissions characteristics of diesel engine. First of all, conventional diesel fuel (D) was used to obtain reference data, and then B20 fuel obtained by mixing waste cooking oil with 20 % by volume of diesel fuel was used. The remaining 4 fuels are test fuels obtained by giving hydrogen from the intake manifold at different flow rates (10, 20, 30, and 40 L/min) in addition to B20 fuel. These fuels are called B20 + 10 Lpm H 2 , B20 + 20 Lpm H 2 , B20 + 30 Lpm H 2 and B20 + 40 Lpm H 2 , respectively. As a result, the BSFC of B20 fuel increased by 8.78 % compared to diesel fuel, and then the addition of hydrogen dropped the BSFC value by 8.8 %, 13.02 %, 17.16 %, and 22.12 % for B20 + 10 Lpm H 2 , B20 + 20 Lpm H 2 , B20 + 30 Lpm H 2 , and B20 + 40 Lpm H 2 , respectively. Hydrogen enrichment also had a positive impact on BTE. Although the BTE dropped by 6.14 % in B20 fuel compared to diesel, it increased by 4.51 %, 5.05 %, 5.62 %, and 7.12 % in B20 + 10 Lpm H 2 , B20 + 20 Lpm H 2 , B20 + 30 Lpm H 2 and B20 + 40 Lpm H 2 fuels, respectively. The addition of 10, 20, 30, and 40 Lpm H 2 to B20 fuel reduced NOx emissions by 31.25 %, 33.08 %, 38.87 %, and 41.46 %, respectively, and also reduced CO emissions by 17.47 %, 30.73 %, 51.8 % and 59.04 % respectively.Öğe Synergistic effects of hybrid nanoparticles along with conventional fuel on engine performance, combustion, and environmental characteristics(Pergamon-Elsevier Science Ltd, 2024) Agbulut, Uemit; Saridemir, SuatIn this experimental work, two different nanoparticle types (Al2O3 and bN) and their binary hybrid forms (Al2O3bN) were mixed along with conventional diesel fuel (D) at 500 ppm by mass using the ultrasonication process. The tests were also carried out with completely diesel fuel (D), and reference data were collected. A singlecylinder CI engine was used for the tests at a fixed speed of 2400 rpm and variable engine loads of 3, 6, 9, and 12 Nm. In the results, BSFC value totally exhibited a decline of 8.20 % for Al2O3, 8.48 % for bN, and 9.72 % for Al2O3-bN test fuels, and BTE value totally raised by 4.21 % for Al2O3, 5.03 % for bN, and 6.64 % for Al2O3-bN test fuels as compared to the reference (D) fuel. Shortening of combustion duration, superior heat conduction capabilities, large surface/volume ratio, and improved engine performance triggered lower exhaust gas temperature (EGT) and lower NOx emissions for nanoparticle-added test fuels. NOx emission was reduced by 4.56 %, 24.57 %, and 25.85 % for Al2O3, bN, and Al2O3-bN test fuel, respectively. In addition, significant reductions in incomplete combustion pollutants such as CO and HC were also detected in the tailpipe. Numerically, CO emission was reduced by 18.75 %, 15.62 %, and 21.87 % for Al2O3, bN, and Al2O3-bN test fuel, respectively, and HC emission reduced by 4.41 %, 3.68 %, and 9.56 % for Al2O3, bN, and Al2O3-bN test fuel, respectively. In conclusion, considering all the results together, the use of nanoparticles with diesel fuel offers very promising outputs in terms of both energy efficiency and environmental aspects; however, it is possible to say that the hybrid nanoparticle usage has provided better combustion, performance, and emission results according to the mono nanoparticle usage.Öğe Waste to energy: Production of waste tire pyrolysis oil and comprehensive analysis of its usability in diesel engines(Elsevier Sci Ltd, 2020) Karagoz, Mustafa; Agbulut, Umit; Saridemir, SuatIn the present paper, the waste vehicle tire chips were pyrolyzed to be achieved their liquid oil forms and then they were blended at different percentages (0%, 10%, 30% and 50% by volume) into neat diesel fuel (DF). Tests were conducted on a single-cylinder diesel engine at four different engine loads (3, 6, 9 and 12 Nm) under a constant engine speed of 2000 rpm. Then the performance (BSFC, BTE), combustion, emission (CO, NOx, and HC), vibration and noise characteristics to observe the influence of the addition of waste tire pyrolysis liquids (TPL) within diesel fuel were investigated experimentally. Since the heating value of TPL was lower than that of diesel fuel, BSFC gradually increased and BTE reduced with increase in TPL content of the TPL-diesel blend at all engine loads. On the other hand, it is seen that the ignition delay of the TPL-diesel blends is longer than that of DF owing to the low cetane number of TPL. The peak points of the maximum heat release rate (HRRmax) and maximum in-cylinder pressure (CPmax) were, therefore, higher in TPL-diesel blends. Additionally, both higher HRR and CP triggered to increase both vibration and noise levels in these fuels. Besides, the carbon and oxygen content of TPL produced have partially close to neat diesel fuel but hydrogen content is higher in diesel fuel. That is why a significant variation on CO was not observed among test fuels. However, NOx emission slightly increased and HC emission highly and gradually reduced with increase in TPL content of the blends. In conclusion, this paper highlights that usage of TPL can alternatively be blended into diesel fuel (up to 50%) without any modifications and presented promising results for the solution to both the waste management and depleting fossil fuels.Öğe Wastes to energy: Improving the poor properties of waste tire pyrolysis oil with waste cooking oil methyl ester and waste fusel alcohol-A detailed assessment on the combustion, emission, and performance characteristics of a CI engine(Pergamon-Elsevier Science Ltd, 2021) Agbulut, Umit; Yesilyurt, Murat Kadir; Saridemir, SuatThe core objective of this study is to pull back the worsened combustion, emission, and performance characteristics of a CI engine fuelled with waste tire pyrolysis oil diesel fuel blends. Four fuels are tested in the experiments. These are (1) 100% diesel fuel, (2) 20% waste tire pyrolysis oil ? 80% diesel fuel, (3) 10% pyrolysis oil and 80% diesel fuel containing 10% waste biodiesel, and finally, (4) 10% waste tire pyrolysis oil and 80% diesel fuel containing 10% waste fusel oil. The tests are performed at a constant engine speed of 2400 rpm, and varying engine loads from 3 to 12 Nm with intervals of 3 Nm. In the results, it is noticed that using of waste tire pyrolysis oil diesel fuel blend is reducing the brake thermal efficiency down to 9.13% for waste tire pyrolysis oil diesel fuel blends, however, this reduction is being pulled back by 7.51%, and 3.82% with the addition of waste biodiesel, and fusel oil, respectively as compared to that of diesel fuel. On the other hand, waste tire pyrolysis oil diesel fuel blend increased the brake specific fuel consumption by 21.78%, however, this increase is being pulled back by 8.89%, and 12.57% for waste biodiesel, and fusel oil, respectively. The increase in carbon monoxide for waste tire pyrolysis oil-diesel fuel is 7.09% in comparison with that of diesel fuel. However, with the addition of biofuels, carbon monoxide is being dropped by 7.69% for waste biodiesel, and 19.23% for fusel oil due to the high oxygen contents of waste biofuels. Moreover, waste tire pyrolysis oil-diesel fuel blend is increasing nitrogen oxide by 7.09%, but this increase by 4.64% with the addition of waste biodiesel. On the other hand, the addition of fusel oil is converting the increasing trend of nitrogen oxide into a reduction of 3.09% owing to fusel oil?s water content. As a consequence, this research is proving that the waste biofuels are able to improve poor combustion, emission, and performance characteristics of binary waste tire pyrolysis oil diesel blend with the doping of waste biofuels, and suggesting ternary blends rather than waste tire pyrolysis oil alone for diesel engines. Moreover, it is noticed that burning waste products is a very effective tool for both waste management and alternate to fossil fuels. ? 2021 Elsevier Ltd. All rights reserved.
