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Research Papers

Effects of Iron Nanoparticle Fuel Additive on the Performance and Exhaust Emissions of a Compression Ignition Engine Fueled With Diesel and Biodiesel

[+] Author and Article Information
Sumita Debbarma

Department of Mechanical Engineering,
National Institute of Technology,
Silchar 788010, Assam, India
e-mail: sumita.mech09@gmail.com

Rahul Dev Misra

Department of Mechanical Engineering,
National Institute of Technology,
Silchar 788010, Assam, India
e-mail: rdmisra@gmail.com

Contributed by the Heat Transfer Division of ASME for publication in the JOURNAL OF THERMAL SCIENCE AND ENGINEERING APPLICATIONS. Manuscript received June 20, 2017; final manuscript received October 10, 2017; published online March 30, 2018. Assoc. Editor: Matthew Oehlschlaeger.

J. Thermal Sci. Eng. Appl 10(4), 041002 (Mar 30, 2018) (6 pages) Paper No: TSEA-17-1213; doi: 10.1115/1.4038708 History: Received June 20, 2017; Revised October 10, 2017

The effect of iron (Fe) nanoparticles additive to biodiesel blend and diesel fuels in terms of engine performance and emission characteristics is experimentally investigated in a stationary diesel engine. A fuel additive INP is suspended in the neat diesel (D) and 20% palm biodiesel (PB) blend with diesel (PB20) using ultra-sonication process and these modified fuels are termed as D + 50Fe and PB20 + 50Fe, respectively. Experiments are conducted on a developed diesel experimental setup to evaluate the engine performance and exhaust emissions for the fuels, namely, D, PB20, D + 50Fe, and PB20 + 50Fe. Results indicate that the density, viscosity, and calorific value of the fuel blends tend to increase with the addition of nanoparticles in the blends. Brake thermal efficiency (BTE) gets enhanced by about 2.06% for PB20 + 50Fe and about 0.36% for D + 50Fe with respect to BTE of PB20 and D, respectively. Similarly, brake-specific fuel consumption (BSFC) is lowered by 2.71% for PB20 + 50Fe and by 1.55% for D + 50Fe. Emission of regulated parameters, i.e., hydrocarbon (HC), carbon monoxide (CO), and nitrogen oxides (NOx) emission, shows a reducing trend. Volumetric reduction in the emissions of HC by 3–6%, CO by 6–12%, and NOx by 4–11.16% is observed.

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Figures

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Fig. 1

Schematic diagram of engine setup

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Fig. 2

Variation of BTE with load

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Fig. 3

Variation of BSFC with load

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Fig. 4

Variation of EGT with load

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Fig. 5

Variation of HC with load

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Fig. 6

Variation of CO with load

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Fig. 7

Variation of NOx with load

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Fig. 8

Variation of cylinder pressure at different crank angle

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Fig. 9

Variation of Heat release rate at different crank angle

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