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The article analyzes the environmental costs of Diesel Multiple Unit and Diesel Railcars operated in Poland. It consisted in determining the annual cost of gases and particulate matter emitted into the ambient air by the analyzed rolling stock. For this purpose, tests were carried out on the emission of harmful exhaust gases from a railbus equipped with the most commonly used drive system. The vehicle had two identical compression ignition engines meeting the Stage IIIB standard with a displacement of 12.8 dm3. Maximum power of the engine was 390 kW at a rotational speed of 1800 rpm and a maximum torque of 2200 Nm at 1300 rpm. In order to measure harmful exhaust compounds, tests were carried out in real operating conditions using Portable Emission Measurement System (PEMS) equipment. The tests carried out in track conditions showed that the rail vehicle did not meet the approval limits for nitrogen oxides (real value -- 2.43 g/kWh, emission standard -- 2.0 g/kWh). However, it should be remembered that the limit values are established in stationary tests and not in actual operating conditions. In the next stage, the annual emissions of rail buses operating in Poland were estimated. For this purpose, data from the Office of Rail Transport on the number of vehicles registered in the country and the average distance traveled by the vehicles were used. The data obtained indicate that the vast majority (over 98%) of environmental costs are costs related to carbon dioxide emitted into the atmosphere. [ABSTRACT FROM AUTHOR]

The study delves into how vehicle engine characteristics impact the release of air pollutants from various vehicle fleets in Lagos, Nigeria. It involved the direct measurement of emissions from the exhaust pipes of 88 vehicles using gas analyzers. The vehicle fleets encompassed motorcycles, tricycles, private cars, minibuses, large buses, and trucks. A statistical analysis was conducted on carbon monoxide (CO) and nitrogen oxide (NOx) emissions to develop a model equation based on vehicle type, engine type, vehicle age, and purchase status. Results indicate that personal cars and minibuses predominantly emit CO from gasoline engines, whereas large buses and trucks significantly contribute to NOx emissions from diesel engines. Further scrutiny revealed that 66% of the vehicles examined were over 10 years old, resulting in a 65% increase in emission levels. Approximately 60% of gasoline and 75% of diesel vehicles exceeded the permissible emission limits, leading to air quality deterioration and heightened health risks. The study underscores the risks associated with ageing vehicles and different engine types, emphasizing the imperative for a gradual transition to low-carbon or electric vehicles in developing African cities to combat air pollution and mitigate health hazards. [ABSTRACT FROM AUTHOR]

In modern society where fossil fuel prices are increasing and environmental issues are becoming more severe, biodiesel, as a new type of clean fuel, is receiving increasing attention. Biodiesel has the advantages of renewability, environmental friendliness, and good fuel properties, demonstrating broad application prospects. However, the use of biodiesel also faces some challenges, such as higher density and kinematic viscosity, lower calorific value, etc. The application of nanoparticles in biodiesel engines helps to achieve the goal of clean fuel. In terms of fuel characteristics, nanoparticles increase the calorific value, cetane value, and flash point of the fuel, improving combustion efficiency and safety, but increasing density may affect combustion. The use of nanoparticles can promote micro explosions and secondary atomization of fuel, improve combustion characteristics, and increase cylinder pressure, heat release rate, and brake thermal efficiency while reducing fuel consumption. Nanoparticles reduce HC and CO emissions, improve combustion through higher oxygen and reaction area, and reduce incomplete combustion products. On the contrary, nanoparticles also increase CO2 emissions because better combustion conditions promote oxidation reactions. For NOX emissions, some nanoparticles lower the combustion temperature to reduce emissions, while others increase emissions. Comparison shows that all nanoparticles offer varying degrees of improvement in engine performance and emissions, but the improvement provided by TiO2 nanoparticles is significantly better than that of other nanoparticles. In the future, the synergistic effect of multiple nanoparticles should be explored to further improve performance and reduce emissions, achieving effects that cannot be achieved by a single nanoparticle. [ABSTRACT FROM AUTHOR]

The transportation sector is responsible for about 16% of worldwide greenhouse gas emissions. Despite efforts for a sensible reduction by means of new technologies' development, the average age of a vehicle fleet is 12.3 years in the European Union. In light of this, actions aiming at improving the efficiency of circulating vehicles can prove effective in the short to mid-term. Introducing performance packages in standard fuels could allow a reduction in the CO2 emissions of whole vehicle fleets without any modification to powertrain. Such a kind of additive is generally used in premium fuels; deposit control additives can reduce or control the deposits at intake valves and at nozzle holes with benefits for the fuel efficiency and exhaust emissions. Further improvements in combustion phasing can be achieved with cetane/octane improver. This paper aims to assess the influence of two performance packages on the exhaust emissions and fuel consumption of five vehicles set to be as representative as possible of circulating Italian passenger cars and light commercial fleet vehicles (LCVs). Based on the literature datasets, three Euro 4 vehicles were selected with a mileage representative of each single vehicle class: two passenger cars (one spark ignition and one diesel) and an LCV. Further, two diesel Euro 6 vehicles, a passenger car and an LCV, were tested to investigate the effect of fuel additives on the combustion of vehicles compliant with current homologation regulation. Exhaust emissions and fuel consumption were experimentally estimated on a chassis dynamometer over a worldwide harmonized light vehicles test cycle (WLTC) in a climate-controlled laboratory. Each vehicle was preliminarily tested when running with base fuel, then a 3000 km clean-up stage was performed using the additive package. Finally, WLTC tests were repeated. Results demonstrated the efficiency of the performance packages with a reduction between 1.2% (diesel Euro 6 passenger car) and 8.1% (diesel Euro 4 passenger car) in fuel consumption. Similar trends were found for CO2 emissions. Further, a sensible reduction in THCs, CO and PM was found for each vehicle class. [ABSTRACT FROM AUTHOR]

The development of compression ignition combustion engines is focused on meeting many challenges, mainly related to growing ecological requirements. Currently, however, due to technological barriers, meeting them is very difficult and requires the use of additional exhaust gas treatment systems. The use of injection of a diesel and gas solution seems to be very promising. The article presents the results of engine tests involving the use of a solution of diesel fuel and dimethyl ether. The tests were performed on a single-cylinder research engine equipped with a common rail fuel system. The obtained results suggest that the use of the solution has a positive effect on the process of creating the fuel-air mixture, resulting in a reduction in the concentration of HC and CO while increasing the share of NOx, suggesting an improvement in the combustion process, as evidenced by the limiting injection dose. [ABSTRACT FROM AUTHOR]

Particle emissions from marine activities next to gaseous emissions have attracted increasing attention in recent years, whether in the form of black carbon for its contribution to global warming or as fine particulate matter posing a threat to human health. Coastal areas are particularly affected by this. Hence, there is a great need for shipping to explore alternative fuels that both reduce greenhouse gas emissions, as anticipated through IMO, and also have the potential to reduce particle emissions significantly. This paper presents a comparative study of the particulate emissions of two novel synthetic/biofuels (GTL and HVO), which might, in part, substitute traditionally used distillate liquid fuels (e.g., MDO). HFO particulate emissions, in combination with an EGCS, formed the baseline. The main emphasis was laid on particle concentration (PN) and particulate matter (PM) emissions, combining gravimetric and particle number measurements. Measurements were conducted on a 0.72 MW research engine at different loads (25%, 50%, and 75%). The results show that novel fuels produce slightly fewer emissions than diesel fuel. Results also exhibit a clear trend that particle formation decreases as engine load increases. The EGCS only moderately reduces particle emissions for all complaint fuels, which is related to the formation of very fine particles, especially at high engine loads. [ABSTRACT FROM AUTHOR]

The study delves into how vehicle engine characteristics impact the release of air pollutants from various vehicle fleets in Lagos, Nigeria. It involved the direct measurement of emissions from the exhaust pipes of 88 vehicles using gas analyzers. The vehicle fleets encompassed motorcycles, tricycles, private cars, minibuses, large buses, and trucks. A statistical analysis was conducted on carbon monoxide (CO) and nitrogen oxide (NOx) emissions to develop a model equation based on vehicle type, engine type, vehicle age, and purchase status. Results indicate that personal cars and minibuses predominantly emit CO from gasoline engines, whereas large buses and trucks significantly contribute to NOx emissions from diesel engines. Further scrutiny revealed that 66% of the vehicles examined were over 10 years old, resulting in a 65% increase in emission levels. Approximately 60% of gasoline and 75% of diesel vehicles exceeded the permissible emission limits, leading to air quality deterioration and heightened health risks. The study underscores the risks associated with ageing vehicles and different engine types, emphasizing the imperative for a gradual transition to low-carbon or electric vehicles in developing African cities to combat air pollution and mitigate health hazards.

Biodiesel has emerged as a compelling substitute for conventional diesel fuel, providing a sustainable and eco-friendly choice for fueling compression ignition engines. This comprehensive study investigates the influence of biodiesel, specifically derived from sunflower oil, through the esterification method, on crucial engine performance parameters and environmental effects. The study examines the impact of varying engine torque on the performance of a single-cylinder, four-stroke compression ignition engine, encompassing parameters such as brake thermal efficiency (BTE) and brake specific fuel consumption (BSFC), as well as exhaust emissions, including unburned hydrocarbons (HC), carbon monoxide (CO), and nitrogen oxides (NOx). Four distinct biodiesel blends (B10, B20, B30, B40) with varying sunflower oil content are systematically compared to pure diesel (B0). The engine operates at a consistent speed of 1700 rpm, while the torque undergoes controlled adjustments from 0 to 10 Nm. Subsequently, this study explores the application of an alternating model tree (AMT) machine learning algorithm to establish relationships between independent factors, specifically torque and biodiesel volume (%vol), and dependent variables, including BTE, BSFC, CO, and NOx in a combustion engine. Additionally, the study employs a multi-objective ameliorative whale optimization algorithm (AWOA) to optimize the model's output. The objective is to identify optimal values for torque and%vol that maximize engine performance (BTE) while minimizing engine emissions (CO and NOx) and reducing fuel consumption (BSFC). The optimization process yields noteworthy results, with AWOA achieving peak BTE at 29.714 %, BSFC at 0.262 kg.kWh-1, and NOx emissions at 992 ppm at torque 7.3 N.m and 13% vol. In contrast, particle swarm optimization (PSO) secured the minimum CO level at 0.123 %, with torque set at 7.6 N.m and 26% vol. The AMT models demonstrate high prediction accuracy, with coefficient of determination (R2) values exceeding 0.98.

The purpose of this study is to investigate the performance, in-cylinder combustion, and emissions of the MTE660E heavy-duty diesel engine using 3D CFD simulation. The CFD simulation model based on AVL FIRE software was developed to numerically investigate the performance, in-cylinder combustion, and emissions of the MTE660E engine. The AVL model was validated against empirical data. The 6-cylinder MTE660E engine was operated under a constant excess air ratio of 1.75 and at 1600 rpm engine speed. The geometry and lattice design of the MTE660E engine were simulated to provide a computationally efficient approach. The AVL model was validated against experimental data and the error between the measured and calculated value of combustion characteristics and emissions was acceptable (R2> 90 %), error

The rapid increase in the number of motorized vehicles has resulted in the depletion of the availability of fossil-based fuel oil. Bioethanol from sugarcane molasses waste is an alternative that can be applied to vehicles with the condition that it has 99.95% ethanol fuel grade. The study used a bioethanol sample fuel blend BE10 (Bioethanol 10%+90% Pertalite), and then conducted property testing and Gas Chromatography Mass Spectrometry (GCMS) to observe the compound structure of the fuel. Modification of the ignition timing forward 2o (+2) was done by reprogramming the Engine Control Module (ECM). The addition of up to 20% bioethanol to pertalite increased the octane number from 90 to 93.1. However, the heating value decreased from 42.5 to 39.18 MJ/kg. In the GC-MS test, the number of compounds in the fuel increased to 52 and 51 compounds, respectively. The highest improvement in engine performance of all parameters using bioethanol and advance ignition was sample (BE10+2). The thermal efficiency was 6.16%. Thus, the use of bioethanol fuel blends and ignition timing modifications can be applied to vehicles to get good performance and be more environmentally friendly.

Abstract Positive pressure ventilators (PPV) used by 97.7% of officers of the National Fire Service in Poland, are characterized by work that is not in line with the expectations of the firefighters. In order to improve the technical and operational features of these devices, a survey was conducted among 25,000 eligible firefighters, identifying the application of these devices, problems in use and expected development directions. A total of 682 officers voluntarily completed the survey. Based on their findings, it was determined that ventilators are most often used to smoke out buildings after or during a fire. Mentioned problems when using these devices were mainly noise (78.2%), exhaust emissions (68.5%), and impediments to mobility through the device’s relatively heavy weight (40.2%). Other inconveniences were mentioned by less than 20% of firefighters. Polish firefighters expect the development of these devices mainly in terms of the above-mentioned features (noise reduction (81.7%) and reduction of the weight and size of the ventilators (about 50%)). Other expectations relate to the improvement of smoke removal in buildings: increasing the efficiency of smoke removal (46.4%) and efficiency regarding the rate of smoke removal in a building by increasing the size of the incoming airflow from the building’s surroundings (33.2%). About 15% of firefighters expect changes in the operation of the ventilator itself, that is, an increase in the effective operating time (electric ventilators) and an increase in the device’s uptime. The aim of the article is to identify the issues encountered during the operation and to indicate the expected direction of development for PPV by users. This information can be used by engineers to initiate new development work on these devices.

Positive pressure ventilators (PPV) used by 97.7% of officers of the National Fire Service in Poland, are characterized by work that is not in line with the expectations of the firefighters. In order to improve the technical and operational features of these devices, a survey was conducted among 25,000 eligible firefighters, identifying the application of these devices, problems in use and expected development directions. A total of 682 officers voluntarily completed the survey. Based on their findings, it was determined that ventilators are most often used to smoke out buildings after or during a fire. Mentioned problems when using these devices were mainly noise (78.2%), exhaust emissions (68.5%), and impediments to mobility through the device's relatively heavy weight (40.2%). Other inconveniences were mentioned by less than 20% of firefighters. Polish firefighters expect the development of these devices mainly in terms of the above-mentioned features (noise reduction (81.7%) and reduction of the weight and size of the ventilators (about 50%)). Other expectations relate to the improvement of smoke removal in buildings: increasing the efficiency of smoke removal (46.4%) and efficiency regarding the rate of smoke removal in a building by increasing the size of the incoming airflow from the building's surroundings (33.2%). About 15% of firefighters expect changes in the operation of the ventilator itself, that is, an increase in the effective operating time (electric ventilators) and an increase in the device's uptime. The aim of the article is to identify the issues encountered during the operation and to indicate the expected direction of development for PPV by users. This information can be used by engineers to initiate new development work on these devices. [ABSTRACT FROM AUTHOR]

This article presents the impact of vehicle traffic intensity and the closure of access roads for wheeled vehicles to selected schools in Warsaw at selected hours of the day on changes in air quality. This study focused primarily on analyses related to the pollutant typical of road traffic, i.e., nitrogen dioxide, but also took into account PM10 and PM2.5 concentrations, which are some of the key factors determining the quality of atmospheric air, the sustainability of human beings, and sustainable development. Some kinds of relationships were found between vehicle traffic intensity and air pollutant concentrations, in particular—nitrogen dioxide. Analyses of the pollutant concentrations in the periods before and after the introduction of restrictions on vehicle traffic on working days indicate that, in the case of two of the schools during the morning traffic rush hours, significantly lower NO2 concentrations were observed in the period after the introduction of road traffic restrictions, compared with the period before they were introduced. NO2 concentrations during the morning peak hours (on working days) after introducing restrictions were more than 30% lower than the concentrations recorded during the same hours in the period before introducing restrictions. [ABSTRACT FROM AUTHOR]

It is important to reduce the negative environmental effects of non-road diesel engines, which are increasingly used in many facilities and machines, without loss of performance. Biodiesel is used as an alternative to fossil-based diesel fuels to eliminate these effects and ensure sustainability in energy. This study focused on the optimization of the operating parameters of a non-road diesel engine operating with a waste frying oil biodiesel mixture at 50% load. Pure biodiesel, 1-heptanol, different injection advances and pressures were determined as input parameters for optimization. The tests were designed according to Taguchi's L16 orthogonal array. ANOVA analysis was performed to determine the importance of input parameters on engine performance and exhaust emissions. Optimization was made based on the highest brake thermal efficiency (BTE) in addition to the lowest values of brake-specific fuel consumption (BSFC), brake-specific hydrocarbon (BSHC), brake-specific nitrogen oxide (BSNOx) and smoke emissions. In the optimization carried out according to the response surface methodology (RSM), the optimum combinations to obtain the best engine characteristics were determined as 17.27% 1-heptanol, a 226-bar injection pressure, 27 CAD injection advance and B75. These optimization results were verified by engine experiments within the recommended error range. [ABSTRACT FROM AUTHOR]

Hydrogen, as a zero-emission fuel, makes it possible to build a piston combustion engine that can be qualified as a drive for a "Zero Emission Vehicles", in terms of CO2 emissions. Thus, a hydrogen-powered piston combustion engine may be a future transitional technology for powertrains, especially in trucks and off-road vehicles, competitive with both electric drives and fuel cells. The article presents a multi-directional analysis of the prospects for the development and dissemination of hydrogen-powered internal combustion piston engines in motor vehicles. The current interest of the automotive industry in hydrogen-powered internal combustion engines, the current state of their development and the challenges that need to be overcome were presented. Various conditions that will determine their future in Europe were also indicated. [ABSTRACT FROM AUTHOR]

This article shows the effect of the addition of effective microorganisms and silver on the exhaust gas composition and fuel consumption. Exhaust emission standards are becoming increasingly stringent, which makes it difficult for engine manufacturers to meet them. For this reason, intensive work is underway to use alternative propulsion systems on ships, and for diesel engines, alternative fuels. Among other things, this applies to mixtures of petroleum-based fuels with vegetable oils and their esters. Unfortunately, their use, due to their physicochemical properties, can negatively affect the performance of the engine and the wear of its components. Therefore, the aim of this study was to see how additives of effective microorganisms in the form of ceramic liquid and tubes, and a silver solution and colloidal silver would affect some engine parameters, including the exhaust gas composition and fuel consumption. The authors are not aware of the results of previous research on this issue. The tests were carried out on a diesel engine for four types of green additives at concentrations of 2% and 5%, at different ranges of its load. The additives added to the diesel fuel were characterised, and the test stand was presented, along with the parameters of the tested fuel. The effect of additives on selected engine parameters, including fuel consumption, was presented. The characteristics of hourly fuel consumption and selected components of the exhaust gas, including nitrogen oxides, carbon monoxide and carbon dioxide as a function of the concentration of ecological additives are shown and analysed. It was found that the most beneficial additive that had a positive effect on the exhaust gas composition and fuel consumption was a silver solution in a 2% concentration. There was a decrease of up to 4% in the NOx content of the exhaust gas, a decrease in carbon monoxide of more than 28%, a decrease in carbon dioxide of 4.6% and a decrease in fuel consumption of around 3% was achieved under the tested conditions. The use of these additives is an innovative solution that has a positive impact on reducing the emissions of harmful compounds into the atmosphere. In further research, it will be necessary to study the effect of this additive on the combustion process in the engine and the wear of its components, as well as to confirm the results obtained in real operating conditions. [ABSTRACT FROM AUTHOR]

This study focuses on the detailed analysis of exhaust emissions from multi-point fuel injection (MPFI) engines by manipulating the injection parameters through a programmable electronic control unit. In addition, tests are carried out using different generations of catalytic converters and checking that their working temperature is correct using a thermographic camera, verifying operation, to evaluate their effect on emission reduction. Detailed comparisons of the results between these configurations will allow the identification of the combination that reduces emissions the most without compromising engine efficiency and performance. This research aims to promote a more sustainable approach in the automotive sector by properly configuring systems, but also by demonstrating the technical robustness of their application in vehicles. It has also helped to verify that varying injection and ignition parameters help to fine-tune fuel injection, resulting in efficient combustion. Combining this variation with catalytic converters has further reduced exhaust pollutants. [ABSTRACT FROM AUTHOR]

To provide technical and economical solutions regarding management of plastic waste, which is constantly increasing worldwide, this study addresses the possibility of using plastic oils (PO) obtained from these plastic wastes as biofuels. To this end, the replacement of the fossil diesel employed in internal combustion diesel engines with triple diesel/PO/vegetable oil mixtures has been investigated. Sunflower (SO) and castor oil (CO) mixed with PO in the most appropriate proportion are evaluated as pure vegetable oils (SVO). Thus, diesel/PO/SVO triple blends were prepared, characterized, and then tested on a diesel engine operating as electricity generator, evaluating power output, consumption, and exhaust emissions. The obtained results show that, with the incorporation of relatively small quantities of pure, non-edible vegetable oils, in double mixtures of PO/SO and PO/CO, an effective alternative fuel for transport is obtained, that allows for 100% of fossil diesel to be replaced. In fact, with these double PO/SVO biofuel mixtures, higher engine power values and lower consumption levels are obtained than those achieved with fossil diesel. Regarding exhaust emissions, these are produced with a slightly greater opacity than with fossil diesel, but there are lower values of carbon gases as a whole (CO + CO2) and in NOx gases. [ABSTRACT FROM AUTHOR]

The gathering effect of trucks at freight terminals and the high emission characteristics of trucks themselves lead to long-term truck queues and serious environmental pollution problems at freight terminals. Repeated stopping and following trucks aggravate the environmental pollution in the terminal. This paper proposes a scheme to plan truck parking spaces during waiting for trucks to enter the freight terminal in order to reduce the repeated stopping of trucks and to quantify the environmental benefits of truck parking spaces in the process. The truck admission process was simulated using the Visual Simulator (VISSIM). The simulation output provided vehicle operating data that was converted into operating mode distribution data using the Python calculation module. Then, the model parameters, including the operating mode distribution, were entered into the Motor Vehicle Emission Simulator (MOVES) to calculate the simulation scenario. Gangchen Logistics Park, for example, statistics of the park's 10 months of freight data, the design of freight volume gradually increased by 11 groups of admission simulation experiments, the simulation learned that the park queuing significant, more than 90% probability of queuing, queuing up to a maximum of 203 vehicles, the average queue of 61 vehicles. Then according to the actual road conditions in the park, add a parking lot in the VISSIM simulation. Signal sensing is realized by calling the COM interface of VISSIM through Python to guide the vehicles to park in order and enter the park. Eleven sets of simulation control experiments after designing and planning parking spaces are designed to calculate the pollutant emissions for each simulation scenario separately. The analysis of the emission measurement results shows that the emissions of CO, HC, NOX, and PM10 can be reduced by 1.90%, 7.90%, 9.42%, and 10.55% at the average level of the park's cargo volume. At the park's maximum cargo volume, it is possible to reduce HC, NOX, and PM10 emissions by about one-third. Truck parking space in the truck waiting to drive into the freight terminal process has obvious environmental benefits, queuing significant freight terminals should be reasonably planned truck parking spaces to reduce the freight terminal exhaust emissions pollution.

In this study, waste biomass-derived biogas was employed as the main fuel while the biodiesel-diesel blend was used as pilot fuel. This paper describes the development of a Decision Tree and Response Surface methodology-based statistical framework for prediction modeling and optimization. The compression ratio, fuel injection time, fuel injection pressure, and biogas flow rate were employed as controllable inputs, and brake thermal efficiency, peak combustion pressure, and exhaust emission were selected as responses. The experimental data for model development was gathered for the development of prediction models and optimization. The decision tree-based models were robust with almost negligible mean squared errors and R2 values of more than 0.9487 for all models. Response surface methodology-based optimized engine parameters were validated with the following results compression ratio was 17.9, fuel injection pressure was 225 bar, fuel injection timing was 26.3-degree crank angle after top dead center, and the biogas flow rate was 0.85 kg/h. Validation results were within 5 % of the model-optimized results. The prognostic models for all control factors were developed with decision tree-based machine learning with high predictive efficiency and low errors.

Liquefied natural gas (LNG) use as shipping fuel has increased in recent years. While LNG results in lower carbon dioxide (CO2) emissions as well as benefits in terms of air pollutants, the slip of unburned methane, the main component of LNG, has remained a concern. In this study, methane together with other climate warming agents, CO2 and black carbon (BC), as well as other emission compounds were characterized from 4-stroke low-pressure dual fuel engine on-board a newly build cruise ship utilizing LNG as well as marine gas oil (MGO). The brake specific methane slip was found to vary according to engine load, being 2.3–3.0 g/kWh at 54–80% loads, but increasing to 10 g/kWh at 25% load and 21 g/kWh at 12% load. The LNG combustion also resulted in higher formaldehyde emissions compared to MGO, but reduction in formaldehyde levels was observed over the SCR catalyst present in the exhaust line of the dual-fuel engine, without urea injection, suggesting it may provide a pathway for formaldehyde mitigation. In terms of particle emissions, LNG use reduced particle mass (PM) by 87–93% and BC by 94–99% compared to MGO combustion. Non-volatile particle number above 23 nm (PNnv,>23nm) and 10 nm (PNnv,>10nm) were reduced by 88–97% and 97–99%, except at lowest engine load where PNnv,>10nm increased by 26% compared to MGO utilization. When total greenhouse gas (GHG) emissions including CO2 and BC were considered, LNG use resulted in 13–15% lower GHG at high loads, but the benefit was undermined by the escaping methane at low load conditions. Following the engine activity profile during 8-months of vessel operation on the Mediterranean suggested, however, that in a diesel-electric cruise ship, low load conditions are used mainly during arrivals and departures from harbors, as the engine was operated at loads above 40% for 90% of the operation time. Weighted emission factor, representing the actual engine operation, resulted in methane slip of 2.8 g/kWh or 1.7% of the fuel use, which is below the value considered in the FuelEU Maritime. The results suggest that load specific methane slip, together with engine load profile should be considered when evaluating methane slip on vessel or fleet level.

Congestion pricing (CP) is widely considered to have significant potential for effectively reducing vehicle miles traveled, reducing emissions, and providing a reliable revenue source for transportation investments. This study evaluated cities interested in CP—five in the U.S. (Boston, Los Angeles, New York, San Francisco, Seattle) and two in other countries (Vancouver, Canada, and Auckland, New Zealand). This study examines the following features of a CP system for each of these cities: 1) duration of CP investigations, 2) equity mitigations, 3) range of alternatives considered, 4) public engagement, and 5) importance of emissions reductions. Timelines are impossible to predict with certainty, but New York and Auckland appear closest to implementation. Vancouver, San Francisco, and Seattle are well into the process; and Boston and Los Angeles are early in the process. Other key findings include that most of the cities start considering a range of options before narrowing down to comparing more detailed CP systems. Vancouver and San Francisco have made public engagement a cornerstone of their plan development, using polls and workshops to finetune the details of their CP proposals. In contrast, Auckland, while still engaging with stakeholders and experts for guidance, has mainly focused on how to ensure public support and understanding of the proposals they recommend. In terms of equity, discounts are a common and primary strategy proposed among the cities, but some also develop a more comprehensive set of equity policies to accompany a CP system.

Faced with the depletion of fossil fuels and increasingly serious environmental pollution, finding an environmentally friendly renewable alternative fuel has become one of the current research focuses. In order to find new alternative fuels, reduce dependence on fossil fuels, improve air quality, and promote sustainable development goals, castor biodiesel was produced through transesterification, and mixed with diesel in a certain proportion. The engine performance and emissions were compared and analyzed under fixed load and different speeds of agricultural diesel engines. Biofuel, as a fuel containing oxygen, promotes complete combustion to a certain extent. As the proportion of castor biodiesel in the mixed fuel increases, the emissions of pollutants such as CO, HC, and smoke show a decreasing trend. The lowest CO, HC, and smoke emissions were observed in the B80 blend at 1800 rpm, at 0.3%, 23 ppm, and 3%, respectively. On the contrary, the CO2 and NOx emissions of the B80 blend are higher than those of 2.7 diesel, reaching 2.5% and 332 ppm respectively at 1800 rpm. The lower calorific value and higher viscosity of biodiesel result in a decrease in BTE and an increase in the BSFC of the blends. Higher combustion temperatures at high speeds promote oxidation reactions, resulting in reduced HC, CO, and smoke emissions, but increased CO2 and NOx emissions. At high speeds, fuel consumption increases, BSFC increases, and BTE decreases. Overall, castor biodiesel has similar physical and chemical properties to diesel and can be mixed with diesel in a certain proportion for use in CI engines, making it an excellent alternative fuel. [ABSTRACT FROM AUTHOR]

The article considers variables registered in the WLTP procedure. The test results of a passenger car with a compression-ignition engine have been analysed. The tests were carried out on a chassis dynamometer. The tests were performed for engine cold start and ran up to the point of reaching stabilized operating conditions. The average specific distance emissions and volumetric fuel consumption were assessed for individual test phases as well as for the entire test. It was found that the results in the first test phase, which corresponded to the engine cold start up to stabilized operating conditions, had the most significant impact on the overall exhaust emission and fuel consumption results in the test. The specific distance emissions of carbon monoxide, non-methane hydrocarbons and nitrogen oxides were by far the highest in the first phase of the test. In the fourth phase of the test, the specific distance emissions of methane and carbon dioxide turned out to be the highest, as well as the operational volumetric fuel consumption being the highest. [ABSTRACT FROM AUTHOR]

Incorporating jatropha biodiesel into discarded plastic oil and diesel on diesel engines and analysis of six fuel samples, three diesel types and two waste plastic diesel and jatropha biodiesel combinations. Following characterisation, a one-cylinder, DI diesel engine underwent comprehensive performance and emissions testing, involving spectroscopy. Addition of jatropha biodiesel led to reduced viscosity and density of the waste plastic-diesel blend, a 20% decrease in flash point, and 10% reductions in BSEC and BSFC, while lowering the engine's thermal efficiency by 5%. Jatropha biodiesel increased HC by 30%, reduced CO and NOx emissions by 20% and 5%. Both diesel and WPF20D60JB20 exhibited a of 36.45%, with BSEC values at full load of 9.91 and 9.84 MJ/kW-hr. WPF20D60JB20 demonstrated the best performance. [ABSTRACT FROM AUTHOR]

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Current challenges in terms of exhaust emission limits are related to the reduction of the particle numbers in spark ignition direct injection engines. The article concerns the analysis of the thermodynamic parameters of engine operation, allowing the selection of the particulate filter configuration and its technical parameters. The designed system consisting of an internal combustion engine and an exhaust system with an exhaust gas treatment system should be sufficient to meet ecological requirements in the form of reducing particulate matter emissions. The analysis of particulate matter emissions for the system without a filter and with a filter installed in the engine exhaust system was carried out for the mass, number and dimensional distribution of particulate matter. The result was an assessment of filtration efficiency for the entire spectrum of particulate diameters in the identified engine operating ranges. As a result, it was found that the particulate filter used in the engine exhaust system effectively reduces the particle number due to the greater filtration efficiency of large particles. The summary of the work related to the analysis of the ecological parameters of a spark ignition engine with direct fuel injection was a simulation of road tests of a vehicle with the proposed modified vehicle exhaust system equipped with a particulate filter. For this configuration, the analysis of particulate number emissions in the parameterized engine operating areas showed that it is possible to meet the particulate number emission limits, and the obtained road emission results are fully acceptable in terms of the obtained absolute values. [ABSTRACT FROM AUTHOR]

Energy shortage and environmental pollution are becoming more serious, biodiesel is regarded as the most promising alternative fuel for diesel engines due to its environmentally friendly and renewable characteristics. In this study, the biodiesel-ethanol blends were used in a diesel engine, and the purpose of the study was to simultaneously control the NOx and soot emissions of the diesel engine by adjusting the injection strategy and EGR rate. A turbocharged, six-cylinder, common rail direct injection (CRDI) engine model was established using GT-Power. The effects of the main-post injection strategy and post injection coupled with exhaust gas recirculation (EGR) on combustion and emission characteristics were investigated at a maximum torque speed and a medium load. The results show that when the main-post injection strategy is employed, the combustion duration of the main injection is shortened with an increase in the main-post injection interval (MPI). When the MPI increased to more than 18 °CA, the heat release of post injection could be observed clearly from the curve of the heat release rate, NOx emissions decreased by 5.70% and 7.12%, respectively, and soot emissions decreased by 25.56% and 30.20%, respectively. Moreover, with the increasing post injection quantity, the combustion duration of the main injection shortened, and the peak heat release rate (PHRR) of the post injection increased. When the fuel quantity for the post injection increased from 2 to 6 mg, NOx emissions decreased from 2.33% to 9.80%, and soot emissions decreased from 16.10% to 34.97%. The effect of post injection quantity on emissions was more significant than that of the MPI. In addition, with increasing EGR rate, the ignition delay is prolonged, the peak cylinder pressure, PHRR, peak combustion temperature and NOx emissions decrease, whereas soot emissions increase gradually. Main-post injection can improve the NOx-soot tradeoff, the optimal EGR rate is 22.86% under a post injection quantity of 4 mg and a MPI of 22 °CA. [ABSTRACT FROM AUTHOR]

Incorporating jatropha biodiesel into discarded plastic oil and diesel on diesel engines and analysis of six fuel samples, three diesel types and two waste plastic diesel and jatropha biodiesel combinations. Following characterisation, a one-cylinder, DI diesel engine underwent comprehensive performance and emissions testing, involving spectroscopy. Addition of jatropha biodiesel led to reduced viscosity and density of the waste plastic-diesel blend, a 20% decrease in flash point, and 10% reductions in BSEC and BSFC, while lowering the engine's thermal efficiency by 5%. Jatropha biodiesel increased HC by 30%, reduced CO and NOx emissions by 20% and 5%. Both diesel and WPF20D60JB20 exhibited a of 36.45%, with BSEC values at full load of 9.91 and 9.84 MJ/kW-hr. WPF20D60JB20 demonstrated the best performance.

The main aim of this research work is to study the performance and exhaust emissions of a common rail direst injection diesel engine at a constant speed of 1500 rpm under load variation by preheating fuels. Fuels are a neat ethyl ester of palm oil (EEPO) and its blended with diesel for the ratios of 10–50% v/v. The fuels are preheated to 65 ± 2 °C and 80 ± 5 °C, respectively. The results of preheated fuels compared with conventional diesel show the changes in performance parameters and exhaust emissions. The preheated neat EEPO resulted in the permutation of performance parameters. The brake thermal efficiency (BTE) reduced while the brake specific energy consumption (BSEC) increased, by 5%. Carbon dioxide (CO2) and nitric oxide (NO) were raised up to 18%, but carbon monoxide (CO) was dropped by 16%. Outstandingly, the preheated conventional diesel mixed with 10% EEPO improved the BTE and the BSEC by 2%. The preheating conventional diesel mixed with increasing EEPO (10–50% v/v) caused the increasing CO2 and NO but the CO emissions were continuously reduced.

The research work aims to study the properties of palm oil ethyl ester (POEE) compared with palm oil methyl ester (POME) at the identical mass ratio catalyzed by potassium hydroxide. Subsequently, they are fueled with a diesel-engine generator at a constant engine speed of 3,000 rpm and different loads compared with regular diesel. The results show that the POEE and its mixtures had trivially different properties than the POME blends. The engine performances from using POEE and POME were different. Especially, brake specific fuel consumption of POEE was increased by 3% compared with POME. Compared with POME, the exhaust emissions from using POEE show that the POEE led to the dilation of carbon monoxide and nitric oxide, which increased by 47% and 3%, respectively. Eminently, the POEE reduced carbon dioxide and particulate matter by up to 3% and 7%, respectively. The physical properties, performance parameters, and exhaust emissions from POEE and POME were changed compared to regular diesel. However, they were improved by using diesel blended with both esters.

In modern society where fossil fuel prices are increasing and environmental issues are becoming more severe, biodiesel, as a new type of clean fuel, is receiving increasing attention. Biodiesel has the advantages of renewability, environmental friendliness, and good fuel properties, demonstrating broad application prospects. However, the use of biodiesel also faces some challenges, such as higher density and kinematic viscosity, lower calorific value, etc. The application of nanoparticles in biodiesel engines helps to achieve the goal of clean fuel. In terms of fuel characteristics, nanoparticles increase the calorific value, cetane value, and flash point of the fuel, improving combustion efficiency and safety, but increasing density may affect combustion. The use of nanoparticles can promote micro explosions and secondary atomization of fuel, improve combustion characteristics, and increase cylinder pressure, heat release rate, and brake thermal efficiency while reducing fuel consumption. Nanoparticles reduce HC and CO emissions, improve combustion through higher oxygen and reaction area, and reduce incomplete combustion products. On the contrary, nanoparticles also increase CO2 emissions because better combustion conditions promote oxidation reactions. For NOX emissions, some nanoparticles lower the combustion temperature to reduce emissions, while others increase emissions. Comparison shows that all nanoparticles offer varying degrees of improvement in engine performance and emissions, but the improvement provided by TiO2 nanoparticles is significantly better than that of other nanoparticles. In the future, the synergistic effect of multiple nanoparticles should be explored to further improve performance and reduce emissions, achieving effects that cannot be achieved by a single nanoparticle.

The transportation sector is responsible for about 16% of worldwide greenhouse gas emissions. Despite efforts for a sensible reduction by means of new technologies’ development, the average age of a vehicle fleet is 12.3 years in the European Union. In light of this, actions aiming at improving the efficiency of circulating vehicles can prove effective in the short to mid-term. Introducing performance packages in standard fuels could allow a reduction in the CO2 emissions of whole vehicle fleets without any modification to powertrain. Such a kind of additive is generally used in premium fuels; deposit control additives can reduce or control the deposits at intake valves and at nozzle holes with benefits for the fuel efficiency and exhaust emissions. Further improvements in combustion phasing can be achieved with cetane/octane improver. This paper aims to assess the influence of two performance packages on the exhaust emissions and fuel consumption of five vehicles set to be as representative as possible of circulating Italian passenger cars and light commercial fleet vehicles (LCVs). Based on the literature datasets, three Euro 4 vehicles were selected with a mileage representative of each single vehicle class: two passenger cars (one spark ignition and one diesel) and an LCV. Further, two diesel Euro 6 vehicles, a passenger car and an LCV, were tested to investigate the effect of fuel additives on the combustion of vehicles compliant with current homologation regulation. Exhaust emissions and fuel consumption were experimentally estimated on a chassis dynamometer over a worldwide harmonized light vehicles test cycle (WLTC) in a climate-controlled laboratory. Each vehicle was preliminarily tested when running with base fuel, then a 3000 km clean-up stage was performed using the additive package. Finally, WLTC tests were repeated. Results demonstrated the efficiency of the performance packages with a reduction between 1.2% (diesel Euro 6 passenger car) and 8.1% (diesel Euro 4 passenger car) in fuel consumption. Similar trends were found for CO2 emissions. Further, a sensible reduction in THCs, CO and PM was found for each vehicle class.

Particle emissions from marine activities next to gaseous emissions have attracted increasing attention in recent years, whether in the form of black carbon for its contribution to global warming or as fine particulate matter posing a threat to human health. Coastal areas are particularly affected by this. Hence, there is a great need for shipping to explore alternative fuels that both reduce greenhouse gas emissions, as anticipated through IMO, and also have the potential to reduce particle emissions significantly. This paper presents a comparative study of the particulate emissions of two novel synthetic/biofuels (GTL and HVO), which might, in part, substitute traditionally used distillate liquid fuels (e.g., MDO). HFO particulate emissions, in combination with an EGCS, formed the baseline. The main emphasis was laid on particle concentration (PN) and particulate matter (PM) emissions, combining gravimetric and particle number measurements. Measurements were conducted on a 0.72 MW research engine at different loads (25%, 50%, and 75%). The results show that novel fuels produce slightly fewer emissions than diesel fuel. Results also exhibit a clear trend that particle formation decreases as engine load increases. The EGCS only moderately reduces particle emissions for all complaint fuels, which is related to the formation of very fine particles, especially at high engine loads.

In this study, the optimization of processing parameters of Inconel 718 using electrical discharge machining (EDM) with three kinds of renewable dielectrics (soybean oil, sunflower seed oil, and rapeseed oil) was studied. As input process parameters, pulse current, pulse duration, duty ratio, and dielectric type were all utilized. The machining performance indices of EDM were material removal rate (MRR), surface roughness (Ra), energy pulse ratio per volume (EEV), and exhaust emission characteristics (EEC). The response surface method (RSM) was used to carry out the central composite design of the EDM experiment, and it looked into how process parameters affected machining performance. In addition, the extreme learning machine (ELM)-improved integrated beta-distribution cuckoo search (IBCS) algorithm was used to optimize the EDM process, and the optimization results were verified by experiments. The research results demonstrate that the predicted results are generally better than the experimental results, and the maximum and average deviations of the experimental results are within the acceptable range (maximum deviation

To improve motorbike performance, simple modifications are often applied using an aftermarket Electronic Control Unit (ECU). However, scientific studies on this particular topic are still limited. Therefore, the purpose of this research is to examine the effect of the aftermarket Juken 5 ECU on the power, torque, emissions, and fuel consumption of the Yamaha R15-V3 bike. The results of the dynamometer testing showed that the motorcycle with the Juken 5 ECU experienced an average increase of 8.09 ± 1.30% in power and 7.79 ± 1.31% in torque, respectively, at 5500 – 11000 rpm. However, the concentrations of Carbon Monoxide and Hydrocarbon emissions also increased by 170% and 360%, respectively. Particulate emission measurements also revealed that the Juken 5 ECU usage resulted in a significant increase in particulate counts. Compared to the standard ECU, motorcycles equipped with the Juken 5 ECU produced 89% and 145% more particulates in the size range of 0.3 – 0.374 μm and 0.374 – 2.685 μm, respectively. The performance and emission data analysis results indicated that the increase in power and torque achieved by the Juken 5 ECU is simply due to more fuel being injected into the combustion chamber. This finding was supported by the results of fuel consumption testing, where using the aftermarket ECU increased motorcycle fuel consumption by 63.6%.

Fossil fuel is a non-renewable fuel, and with the development of modern industry and agriculture, the storage capacity of fossil fuels is constantly decreasing. In this study, a systematic study and analysis were conducted on the combustion characteristics, engine performance, and exhaust emission characteristics of castor biodiesel–diesel blends and pure diesel fuel in different proportions at different speeds of a single-cylinder four-stroke diesel engine under constant load. The castor biodiesel required for the experiment is generated through an ester exchange reaction and mixed with diesel in proportion to produce biodiesel–diesel blends. The experimental results show that as an oxygenated fuel with a higher cetane number, the CO, HC, and smoke emissions of diesel and B80 blend fuel at 1800 rpm were reduced by 16.9%, 31.6%, and 68%, respectively. On the contrary, the NOx and CO2 emissions increased by 17.3% and 34.6% compared to diesel at 1800 rpm. In addition, due to its high viscosity and low calorific value, the brake thermal efficiency and brake-specific fuel consumption of the biodiesel–diesel blends are slightly lower than those of diesel, but the biodiesel–diesel blends exhibit lower exhaust gas temperatures. Comparing B80 and diesel fuel at 1800 rpm, the BSFC of diesel at 1800 rpm is 3.12 kg/W·h, whereas for B80 blended fuel, it increases to 4.2 kg/W·h, and BTE decreases from 25.39% to 21.33%. On the contrary, B60 blended fuel exhibits a lower exhaust emission temperature, displaying 452 °C at 1800 rpm. Based on the experimental results, it can be concluded that castor biodiesel is a very promising clean alternative fuel with low waste emissions and good engine performance. [ABSTRACT FROM AUTHOR]

The subject of assessing exhaust emissions in real driving conditions has been relevant for a long time. Its introduction into approval tests focused attention on the comparative possibilities of tests performed on a chassis dynamometer and in road conditions. The article is a continuation of research on the possibilities of estimating emissions in the Real Driving Emission test based on emission data from Worldwide harmonized Light Vehicles Test Cycles. The first part discussed the possibility of comparing dynamic parameters in these tests, and the second part discussed the possibility of estimating road exhaust emissions. The work was done in two stages: the first stage involved the use of distance-specific emissions in individual parts of the WLTC test, and the second stage involved the use of exhaust emission rates as datasets divided into intervals defined by vehicle speed and acceleration. Comparative tests were performed for conventional vehicles (gasoline, diesel) and hybrid vehicles. A chassis dynamometer was used to carry out WLTC tests and PEMS equipment was used for the RDE tests. The exhaust gas components that had to be measured in road tests, namely: carbon monoxide, carbon dioxide, nitrogen oxides, and the number of particulate matter, were analyzed. Based on the data collected, parameters such as road emissions and the exhaust emissions rate were determined for each phase of the dynamometer test as well as the road test. Because of this, it was possible to compare the distance-specific exhaust emissions of each vehicle in the two emission tests. The comparison resulted in establishing that it is possible to estimate distance-specific exhaust emissions of conventional and hybrid vehicles in road test conditions, using only the results obtained in the approval test (for selected test phases). The research concluded that it is possible to estimate selected RDE test parameters based on the results obtained in the WLTC test for the tested vehicles. [ABSTRACT FROM AUTHOR]

The article is an attempt to perform an ecological assessment of passenger cars with various types of engines in road emission tests. The main research problem and, at the same time, the goal was to develop a method for determining the exhaust emissions from motor vehicles in real traffic conditions based on results obtained in homologation tests. The tests were carried out on vehicles equipped with gasoline, diesel, and hybrid engines, and the obtained results were analyzed. All of the selected vehicles were of the same class—passenger cars, with a similar curb weight, similar maximum engine power, and in the same emission class (Euro 6d). The authors compared the dynamic parameters of vehicle motion in established emission tests: Worldwide harmonized Light vehicles Test Cycles and Real Driving Emissions. Four procedures were used to analyze and compare the operating conditions of the vehicles in the WLTC and RDE tests, differing in how the phases in the tests were divided as well as having a different methodology for determining the road emissions in the tests. The procedures were as follows: WLTC (where the test was divided and the determination of the road emission of exhaust gases was carried out according to the standard WLTP procedure), RDE (the road test was divided into sections and the exhaust emission was determined according to the standard RDE procedure), WLTC1+2 (the test was divided into phases: 1 + 2, 3, and 4; a combination of phases 1 and 2 corresponding to the urban section of the RDE test), WLTCRDE (where drive phases were divided and emissions determined in the same way as in the RDE procedure, which assumes the division of the test into sections based on vehicle speed). The implementation of the research task in the form of an algorithm procedure when comparing the dynamic parameters of the movement in the WLTC and RDE tests is the leading goal presented in this article. The division of the WLTC test into sections (urban, rural, and motorway) according to the RDE procedure and also the calculation of the total emissions in the test according to this procedure resulted in obtaining similar road emission values in the test. [ABSTRACT FROM AUTHOR]

Air pollution in the vicinity of roads is a complex and growing problem. In urbanised areas, there are many sources of dust emissions, but one of the main ones is road traffic. Investigating and assessing the physical and chemical properties of road dust and, more specifically, dust collected from surface courses is one way of providing an opportunity not only to identify the contribution of the emitters concerned to the formation of dust air pollution in the vicinity of roads but above all the environmental risks associated with traffic emissions. The study aimed to analyse the elemental composition of dust with a fraction <0.1 mm, collected from asphalt and concrete roads characterised by the highest technical and service parameters in Poland. The samples were analysed using a Shimadzu EDX 7000 energy-dispersive X-ray fluorescence spectrometer, then the results were statistically analysed using the t-Welch test, and the enrichment factors EF were determined. It was shown that road dust with a grain size of less than 0.1 mm collected from asphalt surface course was extremely highly enriched in Cu, Cr, Pb and S, while that from the concrete surface course was enriched in Zn and Zr, indicating a strong anthropogenic origin of these elements; exhaust gases were identified as their source. Irrespective of the type of surface course, very high dust enrichment occurs for Ca, Mn, Ni, S, Ti and Y. These elements may originate from the abrasion process of vehicle tyres. For road dust collected from both road types, the most similar EF values were found for Fe, K, Mn, Si, Sr and Ti. The source of these elements is most likely the roadside soil. It follows that the type of road surface is not the main determinant of the composition of road dust with a fraction <0.1 mm. [ABSTRACT FROM AUTHOR]

The production of oxygenated bio-additives for traditional fuels represents a key challenge due to their depletion in the near-future and their positive contribution to the reduction in environmental pollution. The present study considers the synthesis of 1-hexanol/hexyl hexanoate mixtures, two oxygenated Diesel bio-additives produced through the hydrogenation of hexanoic acid, obtainable from the fermentation of a wide variety of waste biomasses. In our case, crude hexanoic acid was produced through the fermentation of grape pomace, an abundant Italian agrifood waste. Commercial 5 wt% Re/γ-Al2O3 was adopted for the catalytic hydrogenation of crude hexanoic acid, and the support acidity allowed the tuning of the reaction selectivity toward the formation of hexyl hexanoate, instead of 1-hexanol, reaching yields of 40 and 25 mol%, respectively. The effects of each bio-additive on Diesel engine performance and exhaust emissions (soot, nitrogen oxides, carbon monoxide, unburned hydrocarbons) were evaluated, highlighting noteworthy positive effects especially on the reduction in carbon monoxide and soot emissions, if compared with those of Diesel fuel alone. Similar promising performances were achieved by employing Diesel blend mixtures of 1-hexanol/hexyl hexanoate, mimicking typical compositions of the rhenium-catalyzed post-hydrogenation mixtures. Even in such cases, 1-hexanol/hexyl hexanoate mixtures can be blended with commercial Diesel fuel, up to high loadings currently not yet investigated (20 vol%), without altering the engine performances and, again, significantly lowering soot and carbon monoxide emissions by more than 40%. This work highlights the possibility of obtaining such oxygenated bio-additives starting from waste through to a fully sustainable process and proves their beneficial effects on the reduction in exhaust emissions with no changes in engine performance. [ABSTRACT FROM AUTHOR]

The article analyzes and evaluates costs, transport time and CO2 emissions by selected vans. The research was carried out on the example of three models of Iveco Daily vehicles powered by: diesel oil, electricity and compressed natural gas (CNG). The result of the research presented in the article is the determination of the operating costs of vehicles powered by various energy sources and the level of CO2 emissions. The comparative analysis was carried out on real data for the established transport task. Vehicles with engines powered by compressed natural gas are characterized by the highest savings in terms of transport costs. As the authors pointed out, this may be due to the fact that this type of engines, despite the low interest of buyers at the moment, may gain much more popularity in the future. On the other hand, in relation to vehicles with electric motors, the cost of transport is the highest, which means that this type of technology is ineffective in relation to long-distance transport. [ABSTRACT FROM AUTHOR]

In this study, the influences of Benzoylthiourea Derivative Fuel N-((5-bromopyridin-2-yl)carbamothioyl)-2-chlorobenzamide as an additive into gasoline were researched on engine performance and exhaust emissions. For this purpose, a single-cylinder four stroke gasoline engine was run at wide open throttle, and 2400,2800,3200,3600 and 4000 rpm engine speeds. The change of engine torque, power output, specific fuel consumption, thermal efficiency, CO, CO2 and HC emissions were experimentally investigated. The maximum engine torque at 2800 rpm for the TF-1 fuel was increased by 9.60% compared to gasoline. It has been found that the maximum effective power is decreased, by about 5.3% and 1.26% using TF-1 and TF-2 compared to pure gasoline respectively. Thermal efficiency increased by nearly 25% and 7% for TF-1 and TF-2 test fuels at 2800 rpm compared against pure gasoline respectively. CO and HC reduced with benzoylthiourea derivative fuel addition compared to gasoline. Test results showed that benzoylthiourea derivative fuel additive N-((5-bromopyridin-2-yl)carbamothioyl)-2-chlorobenzamide showed good performance as an additive in a spark ignition engine. [ABSTRACT FROM AUTHOR]

This study focuses on the improvement of fuel properties of waste frying oils and their direct use without chemical processing. For this purpose, 10% filtered waste frying oil was added to the diesel fuel. Afterwards, the test fuels were formed by adding 5%, 10% and 20% volumes of Di Ethylene Butyl Glycol Ether to this mixture. The obtained fuel mixtures were run in a diesel engine at a constant engine speed of 3000 rpm at 20%, 40%, 60% and 80% engine loads, and the changes in engine fuel consumption, exhaust gas temperature and ego emissions were investigated. The results showed that all the goose emissions increased with the direct use of waste oil, but the exhaust emissions decreased with the addition of Di Ethylene Butyl Glycol Ether. With the addition of Di Ethylene Butyl Glycol Ether, the viscosity and density values decreased and the heating value increased. The best fuel mixture was obtained with DAGD20 mixture with 20% Di Ethylene Butyl Glycol Ether added. In this fuel mixture, BSFC decreased, Exhaust Gas Temperature increased, NOx increased, CO increased, CO2 decreased, HC increased, and smoke decreased. [ABSTRACT FROM AUTHOR]

In this study, the effect of inlet air cooling on greenhouse gas (GHG) emissions and engine performance for a land-based gas turbine engine was investigated under varying ambient temperatures (15–55 °C). The study aimed to reduce GHG emissions while improving output power and fuel efficiency during hot weather operating conditions. For illustrative purposes, a representative gas turbine engine model, approximating the 250 MW class General Electric (GE) engine, was analyzed in a simple cycle. A refrigeration process was integrated with a turboshaft gas turbine engine to chill the incoming air, and the power required for cooling was extracted from the gas turbine's output power. This mechanical chiller was assumed to provide a 15 °C inlet air temperature. Without inlet air cooling, at 55 °C ambient temperature, the engine's power output was calculated to decrease by 15.06%, while power-specific fuel consumption and GHG emissions increased by 6.09% and 5.84%, respectively. However, activating the refrigeration or cooling system in the inlet made it possible to mitigate most of the adverse effects of hot weather on the engine's performance and GHG emissions. Therefore, with inlet air cooling, the power output loss reduces to 3.28%, indicating an 11.78% recovery compared to the 15.06% loss without cooling. Similarly, the rise in power-specific fuel consumption caused by high ambient temperature decreases from 6.09% to 3.43%, reflecting a 2.66% improvement. An important finding of the study is that with inlet air cooling, the increase in GHG emissions reduces from 5.84% to 3.41%, signifying a 2.43% improvement on a hot day with a temperature of 55 °C. [ABSTRACT FROM AUTHOR]

To accelerate the energy transition, starting February 1, 2023, the Indonesian government has made it mandatory to use biodiesel (B35). Biodiesel has different characteristics from diesel oil, especially its greater viscosity and density, lower heating value, and high NOx emission. Therefore, this research has been carried out by adding the additive diethyl ether (DEE) to B35 to reduce the viscosity and density, increase the cetane number, and reduce emissions. The effects of diethyl ether on engine performances have been evaluated, including parameters of torque, power, brake thermal efficiency, brake-specific fuel consumption, exhaust emissions, and lubricants. The fuels used are B35 (35% FAME palm oil + 65% diesel oil), and B35 + DEE, with a DEE volume percentage of 3% to 6%. Diesel fuel (B0) was used as a comparison. Tests were carried out in the engine performance test laboratory using the heavy-duty diesel engine Komatsu SAA12V140E-3 at various engine speeds. The test results showed that adding diethyl ether slightly increases the average maximum power, increases brake thermal efficiency, and reduces brake-specific fuel consumption and emissions compared to B35. Very significant effects were seen in NOx and SO2 exhaust emissions. At maximum load, the mixture with 4% diethyl ether gave the greatest brake thermal efficiency, the lowest brake-specific fuel consumption, and the greatest reduction in NOx and SO2 emissions, respectively 7.69%, 6.30%, 53.48%, and 40.89% compared to B35, and 2.24%, (-0.90%), 48.88% and 71.17% compared to B0, respectively. Evaluation of lubricating oil during the performance test did not show a significant difference for all types of fuel used. [ABSTRACT FROM AUTHOR]

Palm oil methyl ester (POME) has been partially blended with diesel and applied to diesel vehicles according to its advantages of lowering carbon monoxide (CO) and particulate matter (PM) but carbon dioxide (CO2) and nitrogen oxides (NOx) are yet trade-off. By premixed combustion technique, performance and exhaust emissions of a diesel engine-generator system fueled with POME combined with carbureting biobutanol are studied, at 3,000 rpm speed under load variation without engine re-calibration. POME was combined with the low activity biobutanol, supplied by carburetion with the rates of 0.20 to 0.34 g/s. The results of the engine test have shown the continuous reduction of engine performance and exhaust emissions for the highly fumigated biobutanol, combined with POME. The POME combined with 0.20 g/s carbureting biobutanol improved the thermal efficiency, albeit the specific fuel consumption was slightly higher than the neat POME. The releases of CO2, NOxand PM were reduced by 5%, 6% and 24%, respectively but suffering from 18% CO incrementation compared with POME. The premixed biobutanol is limited by a carburetor main jet that may lead to the addition of CO. The premixing method modification is required for further research.

The editorial in "Frontiers in Energy Research" discusses the future prospects of alternative fuels, particularly biofuels, as a promising alternative to imported fuels. Various studies on internal combustion engines using biofuels like tung oil and canola biodiesel show potential for reducing environmental hazards and improving energy sustainability. The research emphasizes the importance of locally sourced fuels in reducing harmful emissions and highlights the adaptability of engineers in the changing energy landscape. [Extracted from the article]