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A Study Toward Analyzing the Energy, Exergy and Sustainability Index Based on Performance and Exhaust Emission Characteristics of a Spark-Ignition Engine Fuelled with the Binary Blends of Gasoline and Methanol or Ethanol
(Kırıkkale Üniversitesi, 2020) Doğan, Battal; Yeşilyurt, Murat Kadir; Erol, Derviş; Çakmak, Abdülvahap
In this study, engine performance and exhaust emission tests were performed using pure gasoline and volumetrically 10% ethanol-C2 or methanol-C1/gasoline blends (G100, E10, and M10) fuels in a single-cylinder, four-stroke, water-cooled, spark-ignition (SI) engine under constant engine speed (1500 rpm) and different loads (25%, 50%, 75%, and 100%). In the tested engine, the brake specific fuel consumption values of G100, M10 and E10 fuels under full load condition were found to be as 0.279 kg/kWh, 0.296 kg/kWh and 0.307 kg/kWh, respectively. When the exhaust emissions were examined, E10 and M10 fuels were observed to have lesser CO, CO2, NOX, and HC emissions compared to pure gasoline. The lowest CO emission was determined as 3.15% for E10 fuel at 75% load. NOX emission decreased with the increase of engine load in all fuel blends, the best performance is measured as 908.86 ppm in E10 fuel at 100% load. The minimum HC emission for E10 fuel was measured as 116.36 ppm at 75% load. Compared with G100 fuel, E10 and M10 blends emitted 39% and 35% less HC emissions, respectively at 75% load. In addition, E10 and M10 fuels generated 8% and 5% less CO2 emissions at all engine loads, respectively, as compared to G100 fuel. As a result of thermodynamic analyses; The highest exergy efficiency values were found to be at 21.0% for G100, 17.92% for E10, and 16.85% for M10, respectively. Besides, the energy efficiencies were obtained to be as 30.01% for G100, 28.33% for E10, and 29.90% for M10, respectively. According to the sustainability analysis, E10 fuel performed better results than M10 fuel in order to be an alternative to G100 fuel.
A Study Toward Analyzing the Energy, Exergy and Sustainability Index Based on Performance and Exhaust Emission Characteristics of a SparkIgnition Engine Fuelled with the Binary Blends of Gasoline and Methanol or Ethanol
(2020) Doğan, Battal; Yeşilyurt, Murat; Erol, Derviş; Çakmak, Abdülvahap
The anxieties regarding global warming upon increasing greenhouse gas emission grades worldwide and the presence of petroleumbased fuels have directed the researchers to focus on the development of biofuels as well as the utilization of reformulated gasoline fuels by adding oxygenated additives resulting in an extensive application to improve fuel properties. In this study, engine performance and exhaust emission tests were performed using pure gasoline and volumetrically 10% ethanol-C2 or methanolC1/gasoline blends (G100, E10, and M10). The engine experiments for all test fuels were carried out in a single-cylinder, fourstroke, water-cooled, spark-ignition (SI) engine under fixed engine speed (1500 rpm) and various loading conditions (25%, 50%, 75%, and 100%). In the tested engine, the brake specific fuel consumption (BSFC) values of G100, M10, and E10 fuels under full load condition were found to be as 0.279 kg/kWh, 0.296 kg/kWh and 0.307 kg/kWh, respectively. When the exhaust emissions were examined, E10 and M10 fuels were observed to have lesser CO, CO2, NOX, and HC emissions in comparison with pure gasoline. The lowest CO emission was determined as 3.15% for E10 fuel at a 75% load. NOX emissions descended with the increase of engine load in all fuel blends meanwhile the best performance is measured as 908.86 ppm in E10 fuel at 100% load. The minimum HC emission for E10 fuel was measured as 116.36 ppm at a 75% load. Compared with G100 fuel, E10 and M10 blends emitted 39% and 35% fewer HC emissions, respectively at 75% load. Besides, E10 and M10 fuels generated 8% and 5% less CO2 emissions at all engine loads, respectively, when compared to G100 fuel. As a result of thermodynamic analyses; The highest exergy efficiency values were found to be at 21.0% for G100, 17.92% for E10, and 16.85% for M10, respectively. Besides, the energy efficiencies were obtained to be as 30.01% for G100, 28.33% for E10, and 29.90% for M10, respectively. According to the sustainability analysis, E10 fuel performed better results than M10 fuel in order to be an alternative to G100 fuel.
An experimental comparative study of the effects on the engine performance of using three different motion mechanisms in a beta-configuration Stirling engine
(Pergamon-Elsevier Science Ltd, 2024) Erol, Derviş
This study deals with three different Stirling engines with rhombic, slider-crank, and bell-crank motion mechanisms which have been designed and manufactured. Engine performance tests of Stirling engines with these three different motion mechanisms at different operating parameters have been carried out in a laboratory environment. During the experimental studies under consideration, the cooler and heater temperatures have been kept at 300 K (+/- 5) and 1000 K (+/- 10), respectively. Engine performance tests have been performed at different charging pressures using helium, nitrogen, and air as working fluids. Despite the fact that the Stirling engines with these three different motion mechanisms have the same sweeping volumes and technical specifications, engine performance values have been obtained differently from each other. The main reason for this difference can be explained as friction and other mechanical losses in motion mechanisms. The performance values obtained depending on the type of motion mechanism are rhombic, slider-crank, and bell-crank, from highest to lowest, respectively. The highest engine power measured among all experimental studies has been 215.48 W at 550 rpm and 4 bar charging pressure in tests using helium gas and rhombic motion mechanism. The lowest engine power among the maximum power values has been obtained as 82.5 W at 167 rpm and 4 bar charging pressure in experiments using air as the working fluid and the bell-crank motion mechanism. As a matter of fact, the highest engine power within the maximum engine power values is 161.2% higher than the lowest engine power.
Application of Higher-Order Alcohols (1-Hexanol-C6 and 1-Heptanol-C7) in a Spark-Ignition Engine: Analysis and Assessment
(Springer Heidelberg, 2021) Yaman, Hayri; Doğan, Battal; Yeşilyurt, Murat Kadir; Erol, Derviş
Studies on the usage of gasoline-alcohol blends as an alternative fuel in spark-ignition engines have recently gained momentum. In the present research, energy, exergy, environmental, enviroeconomic, exergoenvironmental, and exergoenviroeconomic analyses were conducted with the performance and emission values acquired by utilizing gasoline, gasoline-heptanol, and gasoline-hexanol fuels (G100, HEX5-20, and HP5-20) as a fuel under different powers at a constant speed of 1600 rpm in a single-cylinder four-stroke spark-ignition engine. As the ratio of alcohol in fuel blends increases, fuel consumption also increases. NOX emission is higher, and CO and HC emissions are lower in alcohol-based fuel blends than G100 fuel. The highest thermal efficiency is 41.09% in G100 fuel at a power of 5 kW. As the ratio of alcohol in fuel blends increases, thermal efficiency decreases. The highest exergy destruction and entropy generation were determined to be 6.25 kW and 0.02134 kW/K, respectively, in HP20 fuel at a power of 5 kW. Entropy generation increases with an increase in the ratio of alcohol in alcohol-based fuels. HEX20 and HP20 fuels produce 25% and 30% more entropy, respectively, compared to G100 fuel. The mass and financial costs of the damage caused by the CO2 emission of fuels to the environment were determined by conducting four different analyses using energy and exergy analysis data. According to the exergoenvironmental and exergoenviroeconomic analyses, HP20 fuel reached the highest environmental pollution values of 4538.19 kg CO2/month and 65.804 $/month, respectively. The environmental cost of the CO2 emission released from the exhaust to the atmosphere is higher in alcohol-based fuels than G100 fuel. As a result of all analyses, it was concluded that hexanol and heptanol could be alternative fuels in spark-ignition engines under particular conditions.
Araç Lastiklerinin Sırt Desen Tasarımında Üç Boyutlu Baskı Teknolojilerinin Kullanılabilirliğinin İncelenmesi Üzerine Deneysel Bir Çalışma
(2020) Erol, Derviş; Doğan, Battal; Bozdemir, Mustafa
Taşıt lastiklerinin sırt desenlerinin; sürüş güvenliği, sürüş konforu, yakıt tüketimi, frenleme ve gürültü performans değerleri gibi farklı parametrelere bağlı olarak bilgisayar destekli tasarım programları yardımıyla üç boyutlu olarak tasarım çalışmaları yapılmaktadır. Lastik üretim kalıpları; yapıları itibariyle oldukça karmaşık ve imalatları çok pahalı olan sistemlerdir. Kaliteli bir taşıt lastiği üretiminde, lastik üretim kalıpları oldukça önemli bir yere sahiptir. Bilgisayar ortamında yapılan tasarımlardaki hatalar çoğu zaman tasarım sırasında fark edilememesinden dolayı imalat sırasında ortaya çıkmaktadır. Lastik kalıplarının imalatı yapıldıktan sonra ortaya çıkan tasarım hatalarından dolayı zaman ve maliyet açısından büyük zararlar yaşanmaktadır. Bu çalışma kapsamında lastik sırt desen prototip imalatı için; eklemeli üretim (Additive Manufacturing) yöntemlerinde deneysel çalışmalar yapılarak en uygun prototoip üretim yöntemin bulunması hedeflenmiştir. Bu amaçla geliştirilen lastik sırt desen prototip imalatı; Fused Deposition Modelling (FDM) ve Binder Jetting (3DP) teknolojilerine sahip olan iki farklı üç boyutlu baskı makineleri kullanılarak yapılmıştır. Ortaya çıkan üç boyutlu katı modellerin görüntü, kalite ve prototip üretim süreleri gibi teknik özellikler birbirleriyle karşılaştırılmıştır.
Assessment of trade-off, exergetic performance, and greenhouse gas impact-cost analysis of a diesel engine running with different proportions of TiO2, Ag2O, and CeO2 nanoadditives
(Pergamon-Elsevier Science Ltd, 2024) Gülcan, Halil Erdi; Erol, Derviş; Çelik, Mehmet; Bayındırlı, Cihan
In this study, the effects of adding different proportions of TiO2, Ag2O, and CeO2 nanoparticles to a threecylinder, water-cooled, four-stroke, direct injection diesel engine on engine performance and exhaust emissions are experimentally investigated. The experiments are conducted at four different engine loads (10, 20, 30, and 40 Nm) and a constant engine speed (1800 rpm). TiO2, Ag2O, and CeO2 nanoparticles are added to the diesel fuel at concentrations of 50 and 75 ppm each. The test fuels used in the study are as follows: D100, DTi50, DTi75, DAg50, DAg75, DCe50 and DCe75. Using the experimental results, analyses of energy, exergy, sustainability, greenhouse gas (GHG) emission impact, and cost are performed. The experimental results reveal that the use of nanoparticles in diesel fuel reduces BSFC. The highest reduction in BSFC is achieved with DTi75 fuel, averaging 9 %. Additionally, DTi75 fuel shows an average increase of 19 % in NOx emissions compared to D100 fuel, while smoke emissions decrease by an average of 30 %. The highest average increase in exergy efficiency compared to D100 fuel is obtained with DAg50 fuel (5.6 %), followed by DTi75 fuel (5.3 %). The addition of nanoparticles to diesel fuel also leads to an increase in GHG emissions. Compared to D100 fuel, the highest average contribution to GHG emissions increase is shown by DTi75 fuel (12 %), while the lowest average contribution is observed with DAg50 fuel (4 %).
Comparative study on the performance of different drive mechanisms used in a beta type Stirling engine through thermodynamic analysis
(2019) Erol, Derviş; Çalışkan, Sinan
In this study, thermodynamic and kinematic analyses of bell crank, slidercrank, rhombic and scotch yoke drive mechanisms were performed for a betatype Stirling engine with a swept volume of 365 cm3. The kinematic analysesof Stirling engines with these different drive mechanisms were investigated byusing the MSC Adams program, and the pressure-volume variations dependingon the crankshaft angle were determined by using the isothermal analysismethod. It was determined that compression and expansion volume values ofrhombic drive mechanism were close to each other, while compression volumevalue was extremely higher than expansion volume value in other drivemechanisms. For this reason, in this research conducted with working fluid ofequal amount (m0.000716 kg), for all of drive mechanisms, it was determinedthat engine with rhombic drive mechanism generates 19.2% net work morethan the other drive mechanism. The masses of working fluid used in 1 barcharge pressure from engines with bell crank, slider crank, rhombic and scotchyoke drive mechanism were 0.000716 kg, 0.000737 kg, 0.000536 kg and0.000724 kg, respectively. The net work amounts obtained as a result of thethermodynamic analyses made for the 1 bar charge pressure value in bell crank,slider crank, rhombic and scotch yoke drive mechanisms are 12.85 J, 12.44 J,11.61 J and 13.05 J, respectively. In this research conducted with working fluidin the same charge pressure, it was determined that 10.8% less net work wasobtained from engine with rhombic drive mechanism. Since all the changes ofthe volume in the bell crank, slider crank and scotch yoke drive mechanismsare very close to each other, the net work performance values obtained withthe equal amount of working fluid and the same charge pressure values are alsovery close to each other.
Design, Manufacturing and Testing of a Stirling Engine with Slider-Crank Mechanism
(Kırıkkale Üniversitesi, 2022) Yaman, Hayri; Erol, Derviş
In this study, a beta type Stirling engine with slider-crank mechanism having swept volume of 365 cm3 was designed, manufactured and performances tested. The design phase was first started by determining the operating parameters of the engine. The necessary mathematical calculations were performed by considering the operating conditions of the Stirling engine with a slider-crank mechanism to be manufactured. After determining the engine parameters, the dimensional design phase was started within the tolerance limits of the engine parts. The parts were designed by the computer-aided SolidWorks program in solid modeling and by the AutoCAD program in two-dimensional design and projecting. Each part used in the manufacturing of the Stirling engine was assembled delicately in the assembly process. A prony-type dynamometer, liquefied petroleum gas (LPG) fuel, and electronically controlled electric heater systems were developed to perform the performance tests and analyses of the manufactured engine. Experimental studies were conducted at hot end temperatures of 627 °C, 727 °C, and 827 °C and at a cold end temperature of 27 °C by utilizing an electrical heater as a heat source and air as a working fluid. According to the results obtained in experimental studies for different heater temperatures and different charge pressures, it was revealed that engine power values increased depending on the heater temperature and charge pressure increase. The maximum power values at all heater temperatures were acquired at a charge pressure of 4 bar. In this study, the maximum engine power was obtained as 69.5 W at a hot end temperature of 827 °C, at a charge pressure of 4 bar, and at an engine speed of 200 rpm when a stainless-steel displacement piston and air as a working fluid were utilized, and the maximum engine torque value was obtained as 4.21 Nm at a charge pressure of 4 bar and an engine speed of 135 rpm. The lowest engine power among the maximum engine power values obtained in all experimental studies was found as 17.09 W at a hot end temperature of 627 °C, at a pressure of 1 bar, and at an engine speed of 185 rpm. The maximum power values of the engine developed within the scope of this study at hot end temperatures of 627 °C, 727 °C, and 827 °C were determined to be 31.2 W, 48.3 W, and 69.5 W, respectively. Upon examining the results obtained from experimental studies, it is observed that the heater temperature and charge pressure have significant impacts on the performance values of Stirling engines. Within the scope of this study, a new power generation system that could use renewable energy sources was put into operation.
Experimental assessment of a CI engine operating with 1-pentanol/diesel fuel blends
(2020) Yeşilyurt, Murat; Doğan, Battal; Erol, Derviş
Alcohols have been known as influential alternatives for the utilization in the compression-ignition (CI) engines. In contrast to lower-order alcohols such as methanol-C1 and ethanol-C2, long-chain alcohols (higher-order alcohols) have a hopeful future for CI engines. Pentanol-C5 or amyl alcohol, regarding its affirmative chemical and physical properties, is a type of higher alcohol that can be obtained from biomass resources and hence it has to be evaluated as an alternating and sustainable fuel candidate in diesel engine applications. The objective of this work is to explore the engine performance and exhaust emission characteristics of a CI engine running on 1-pentanol/diesel fuel mixtures. For this aim of the experimental research, three different blends were created by infusing various ratios (10, 20, and 30% by volume) of 1-pentanol into pure diesel with implementing the splash-blending method to acquire the binary blends of Pt10, Pt20, and Pt30. The tested fuel samples were used in a single-cylinder diesel engine coupled with a generator. The influences of a next-generation alcohol addition to the diesel upon the engine performance along with exhaust emission levels of the tested engine were meticulously researched at six different engine loads (0, 0.4, 0.8, 1.2, 1.6, and 2 kW) with a stable speed (3000 rpm). The infusion of alcohol into the diesel fuel declined cetane number as well as the lower calorific value of the fuel blends. As a result of the study carried out, it was observed that the brake specific fuel consumption (BSFC) increased between 4.46- 11.78% averagely as the ratio of 1-pentanol in the mixtures increased while brake thermal efficiency (BTE) and exhaust gas temperature (EGT) dropped up to 6.75% and 6.69%, respectively owing to the lesser energy content of the 1- pentanol. When the test engine operating with binary blends, unburned hydrocarbon (HC) and carbon monoxide (CO) emissions were obtained to be higher than that of conventional diesel fuel due to the higher latent heat of vaporization (LHV) of 1-pentanol resulting in a cooling impact in the cylinder, leading descending trend in the efficiency of the combustion. Besides, the addition of 1- pentanol to diesel caused the mitigation in smoke emission by 77.37-89.60%, carbon dioxide (CO2) by 13.06-30.83%, and nitrogen oxides (NOX) by 13.43- 41.61% on an average as compared to diesel fuel. Overall, it has been shown up that 1-pentanol might be successfully utilized as an oxygenated fuel additive to diesel fuel, however in a minimum concentration of 1-pentanol, i.e., Pt10 blend has provided luminous outcomes in terms of mitigating the EGT, smoke opacity, and especiallyNOXemissions, however at the expense of boosting in the emissions of CO and HC.
The investigation of exergoeconomic, sustainability and environmental analyses in an SI engine fuelled with different ethanol-gasoline blends
(INDERSCIENCE ENTERPRISES LTD, 2020) Doğan, Battal; Erol, Derviş; Kodanlı, Evren
In this study, performance and emission values were obtained under full load by using ethanol-gasoline blends as a fuel at different rates in a spark-ignition engine, and exergy, exergoeconomic and environmental analyses were performed with these values. Exergy of a fuel entering engine and lost exergies through cooling system, exhaust and radiation were calculated. CO, CO2, HC, and NO(X)emissions released from engine into environment were measured, and according to environmental analysis, cost of CO(2)emission was calculated as 393.78 USD/year for E0 fuel and as 306.78 USD/year for E30 fuel at 2,000 rpm. Ethanol-gasoline blends at different rates, environmental damage can be reduced by around 30% on an annual basis. Furthermore, with environmental analysis, lowest engine output power cost was found to be 29.77 USD/MJ in E0 fuel at 2,000 rpm, while highest engine output power cost was found to be 120 USD/MJ in E30 fuel at 4,500 rpm.
Role of different type nanoparticles on exergy, thermoeconomic, exergoeconomic, environmental, and enviroeconomic indicators in a CI engine fueled with rapeseed oil biodiesel
(Elsevier Ltd, 2025) Erdi Gülcan, Halil; Bayindirli, Cihan; Erol, Derviş; Çelik, Mehmet
This present study conducts energy, exergy, thermoeconomic, exergoeconomic, environmental, and enviroeconomic analyses for a CI engine fuelled with rapeseed oil biodiesel that includes varying proportions of TiO2, Ag2O, and CeO2 nanoparticles. Experiments are performed on four different engine torques (between 10 Nm and 40 Nm engine torque ranges) and 1800 1/min shaft speed. The addition of nanoparticles to 100 % rapeseed oil biodiesel (R100) fuel positively impacts energy, exergy, thermoeconomic, and exergoeconomic results. Among all the test fuels, the best energy, exergy, thermoeconomic, and exergoeconomic performance results are obtained with the R + Ti75 fuel containing 75 ppm TiO2, followed by the R + Ce75 and R + Ti50 fuels. The R + Ti75 and R + Ce75 fuels reduce exergy destruction by an average of 7 % and 5.5 % respectively compared to the R100 fuel, while increasing exergy efficiency by an average of 5 % and 4 %. Additionally, the maximum reduction in capital cost (reduction in thermoeconomic impact) is achieved with the R + Ti75 fuel, with an average reduction of approximately 12 %. On the other hand, the lowest environmental impact is obtained with the R100 fuel, while the highest environmental impact is observed with the R + Ti75 and R + Ce75 fuels. In conclusion, the most efficient blends in terms of energy, exergy, thermoeconomic, and exergoeconomic aspects are the R + Ti75 and R + Ce75 fuels. © 2024
The assessment of fusel oil in a compression-ignition engine in the perspective of the waste to energy concept: investigation of the performance, emissions, and combustion characteristics
(Taylor & Francis Ltd, 2022) Erol, Derviş; Yaman, Hayri; Doğan, Battal; Yeşilyurt, Murat Kadir
Fusel oil can be obtained from all agricultural products containing sugar, as well as from starchy products such as corn and potatoes, and from cellulosic products such as sulfite liquor, which is a wood and paper mill residue. Fusel oil is produced as a waste product during the production of bioethyl alcohol or biomethyl alcohol from sugar beet pulp remaining during sugar production in Turkey. In this study, alternative fuel blends prepared by infusing 5, 10, 15, and 20% of fusel oil to diesel (DF) by volume were tested in a single-cylinder, diesel engine at 1500 rpm and different loads, and thus, engine performance, pollutant emissions, and combustion characteristics were determined and compared with reference diesel. As a result, since fusel oil has lower calorific values than diesel, alcohol fuel blends caused a decrease in brake thermal efficiency (BTE) and an increase in brake specific fuel consumption (BSFC). It was observed that carbon monoxide (CO), hydrocarbon (HC), nitrogen oxide (NOx), and smoke emissions decreased significantly with addition of FUSEL oil to diesel while carbon dioxide (CO2) and oxygen (O-2) emissions, which are an indicator of complete combustion, increased. This occurred since oxygen molecules in chemical structure of fusel oil improved emissions. Concerning combustion characteristics, it was observed that addition of fusel oil to baseline diesel generally increased in figures of in-cylinder pressure and net heat release rate. Moreover, it was determined that alcohol fuel blends generally increased ignition delay time compared to diesel due to their low cetane numbers. When all experimental results are evaluated, it can be said that fusel oil additive significantly reduces exhaust emissions without considerably affecting combustion and performance characteristics.
The Effects of Canola Oil/Diesel Fuel/Ethanol/N-Butanol/Butyl Di Glycol Fuel Mixtures on Combustion, Exhaust Gas Emissions and Exergy Analysis
(Universitas Muhammadiyah Magelang, 2022) Özer, Salih; Akçay, Mehmet; Doğan, Battal; Erol, Derviş; Setiyo, Muji
In recent years, there have been many studies on the widespread use of liquid fuels derived from biomass. A common emphasis in such studies is on fewer exhaust gas emissions and the expansion of renewable fuel production. Biodiesel is considered to be an important type of biomass fuel that is already produced commercially. But the production of biodiesel is laborious and comprises combination of several chemical processes. This study examines the effects of using oil used in biodiesel production with oxygen-rich chemicals on combustion (in-cylinder pressure (Cp), heat release rate (HRR), rate of pressure rise (RoPR), and cumulative heat release (CHR)), exhaust emission values, energy and exergy analysis. In this study, the effects of butyl di glycol use were also investigated and compared with commercially used ethanol and n-butanol. A transesterification method produced from canola oil the biodiesel used in the experiments. The experimental fuels were mixed volumetrically. For this purpose, experiments were carried out with canola biodiesel produced at 20% (D80B20) in diesel fuel and the results of the experiments were recorded. Under the same conditions, experiments were carried out by adding ethanol (D60C20E20), n-butanol (D60C20B20), butyl di glycol (D60C20G20) at a rate of 20% by volume to the canola oil added to the diesel fuel. The lowest values in terms of thermal and exergy efficiency were obtained in D60C20G20 fuel at all engine loads. Also, the highest entropy generation was calculated at all engine loads for this fuel blend. © 2022, Universitas Muhammadiyah Magelang. All rights reserved.
The effects of different channel geometries in the displacer cylinder, working fluids, and engine speed on the energy and exergy performance characteristics of a β-type Stirling engine with a slider-crank drive mechanism
(Sage Publications Ltd, 2023) Doğan, Battal; Erol, Derviş; Yeşilyurt, Murat Kadir; Yaman, Hayri
Stirling engines are power generation systems working with the external heating principle and converting heat energy into mechanical energy. In this study, thermodynamic analyses were performed using the data of performance tests in which helium, nitrogen, and air were utilized as working fluids in a beta-type Stirling engine with a swept volume of 365 cm(3) and a slider-crank drive mechanism. Moreover, the impact of different channel geometries in the displacer cylinder on engine power was revealed. In the study, three displacer cylinders, smooth, 66-slot channel, and 120-slot channel displacer cylinders, were used. Performance tests were conducted at five charge pressures varying between 1 and 5 bar, with the hot end temperature of 1000 +/- 10K and the cold end temperature of 300 +/- 5K. The heat transferred to the hot zone, thermal losses and efficiency were calculated in the energy analysis. The highest thermal efficiency was 45.50% when a 120-slot channel displacer cylinder was used with helium as the working fluid. Thermal efficiency values were 32.87% and 32.60% for nitrogen and air, respectively, under the same conditions. Entropy generation, exergy destruction, and exergy efficiency were calculated in the exergy analysis. The lowest exergy destruction was obtained using a 120-slot channel displacer cylinder with helium as the working fluid. Furthermore, the impact of engine speed on exergy efficiency was determined.
The examination of performance characteristics of a beta-type Stirling engine with a rhombic mechanism: The influence of various working fluids and displacer piston materials
(Wiley, 2021) Erol, Derviş; Çalışkan, Sinan
In this study, to develop a power generation system that can use renewable energy resources more efficiently, a beta-type Stirling engine with rhombic mechanism was designed and manufactured. Kinematic and thermodynamic analyses of a beta-type Stirling engine were performed numerically in the Fortran program. Volume and pressure changes depending on crankshaft angle of Stirling engine were made using the isothermal analysis. The effects of the basic parameters related to engine performance, such as working fluid mass, charge pressure, heater, and coolant temperatures, on the net work amount were investigated. Five different gases, including helium, air, nitrogen, carbon dioxide, and argon, were used as a working fluid in experimental studies. The effects of all these gases on engine performance characteristics were examined at charge pressures of 1 to 5 bar for two different displacer pistons made of stainless steel and titanium material. The performance characteristics of Stirling engine manufactured were tested using a specially designed electrical heater, at 727 degrees C hot end and 27 degrees C cold end temperature, depending on engine speed. In all experimental studies, maximum power output was acquired to be 215.48 W, at 4 bar and 550 rpm when a stainless steel displacer piston and helium gas as a working fluid were used, and maximum torque value was acquired to be 7.54 Nm, at 5 bar and 150 rpm. The lowest engine power output among maximum engine powers was acquired to be 34.66 W when argon gas was used as a working fluid at 3 bar and 300 rpm, using a displacer piston made of titanium material. Maximum power output acquired in the experimental studies using a stainless steel displacer piston and helium; it was determined that it is 72.12%, 73.69%, 241.49%, and 288.81% higher than the engine power acquired by nitrogen, air, carbon dioxide, and argon gases, respectively.
The experimental investigation of performance behaviors of a beta-type Stirling engine with bell-crank motion mechanism
(Sage Publications Ltd, 2024) Erol, Derviş
The current study aims to develop a novel power generation system that is capable of working with a Stirling engine. Within this context, a beta-type Stirling engine design has been created with a bell-crank motion mechanism and a 365 cm3 swept volume. The engine has been manufactured, and then a detailed assessment has been conducted to determine the impact of the motion mechanism on engine performance characteristics. The designed and manufactured engine has been tested using a range of working fluids, such as air, argon, carbon dioxide, helium, and nitrogen gases. The performance tests of this engine have been carried out at 1000 K (+/- 10) heater and 300 K (+/- 5) coolant temperatures. Based on the outcomes of the experimental studies, the highest engine power and torque values have been obtained at a charge pressure of 4 bar using helium gas, with 143.5 W at 267 rpm and 7.75 Nm at 100 rpm, respectively. Moreover, the maximum engine power values obtained from other tests with nitrogen, air, carbon dioxide and argon gases have been compared with helium gas. Helium gas has been found to outperform nitrogen, air, carbon dioxide, and argon gases in tests by 67.3%, 73.9%, 197.1%, and 200.2%, respectively. Finally, the highest thermal efficiency value has been obtained with helium gas as 48.7% at a charge pressure of 4 bar.
The experimental investigation on the impact of n-octanol in the compression-ignition engine operating with biodiesel/diesel fuel blends: exergy, exergoeconomic, environmental analyses
(Springer, 2022) Çakmak, Abdulvahap; Yeşilyurt, Murat Kadir; Erol, Derviş; Doğan, Battal
The use of alcohol with traditional diesel fuel in diesel engines reduces environmental damage. When the ternary mixtures obtained by adding biodiesel to diesel-alcohol fuel mixtures are used without making any changes in the compression-ignition (CI) engine, there is no significant problem in terms of performance and emissions. This research dealt energetic, exergetic, and environmental evaluation for a CI engine fueled with blends created using diesel/biodiesel/n-octanol at a constant speed of 1500 rpm and different loads (25, 50, 75, and 100%). Performance and emission values were recorded in the tests. Economic and environmental analyses were realized by using the data obtained in these tests in thermodynamic relations. The losses and efficiency of the engine were computed in the energy analysis. The highest thermal efficiency was found to be 40.6% in B20 and B20OCT5 at full load, while the lowest one was observed to be 15.77% when the engine fueled with B100 at 25% load. In the exergy analysis, exhaust exergy, exergy destroyed, and entropy generation were determined. Thermal and exergy efficiencies were parallel in all fuels depending on the load. The highest exergy efficiency was calculated to be 30.4% for B20 and B20OCT5 at full load. Lower exergy destruction was acquired for diesel fuel at full load in comparison with B20OCT20, B20OCT15 and B20OCT10. CO2 emission of fuels was used in exergy-based environmental analysis. The lowest environmental cost was determined as 3.85 $ month(-1) at 25% load in B20OCT10. The highest power cost was achieved to be 10.61 $ MJ(-1) at 25% load when the engine was run on B20OCT20. The cost of exergy losses at 25% load was computed to be 3.67 $ h(-1) for B20OCT20. While the increase in alcohol content in the blends caused a decrease in harmful pollutants, it is not economical due to the expensive pump prices. To conclude, it is to be clearly indicated that due to systematic thermodynamic, economic, and environmental analyses and the usage of n-octanol as a long-chain alcohol in the CI engine with blending diesel and biodiesel, this paper goes beyond previous efforts in the literature.
The investigation of an energetic and exergetic performance characteristics of a beta-type Stirling engine with a rhombic drive mechanism
(Springer Heidelberg, 2021) Erol, Derviş; Doğan, Battal; Çalışkan, Sinan
In this study, effects of using helium, nitrogen, air, carbon dioxide and argon gases as working fluid in a beta-type Stirling engine with rhombic drive mechanism and swept volume of 365 cm(3) on the engine performance characteristics for two different stainless steel and titanium displacer pistons at charge pressures of 1-5 bar were examined. The performance characteristics of manufactured Stirling engine were investigated at 1000 K (+/- 10 K) hot end and 300 K (+/- 5 K) cold end temperatures using a specifically designed electrical heater. Energy and exergy analyses were carried out using temperature, pressure, speed and torque values measured in performance tests. As a result of the exergy analysis, helium gas performed the best in the stainless steel displacer piston at a charge pressure of 4 bar and an engine speed of 550 rpm. Under the said conditions, 0.3726 W/K entropy generation and 195.53 W destroyed exergy were calculated in thermodynamic analysis in the helium working fluid. Furthermore, under the same conditions, helium gas achieved the highest efficiency values of 48.04% for thermal efficiency, 56.54% for exergy efficiency and 69.2% for Carnot efficiency. The lowest exergetic performance was revealed in titanium displacer piston when argon was used as working fluid.
The investigation of effects on the engine performance characteristics of different channel geometries in the displacer cylinder for a beta-type Stirling engine with the slider-crank drive mechanism
(Sage Publications Ltd, 2023) Yaman, Hayri; Doğan, Battal; Erol, Derviş; Yeşilyurt, Murat Kadir
This study was focused to develop a power generation system that could use renewable energy resources more efficiently. In accordance with this purpose, the design, manufacturing, and testing of a Stirling engine with a beta-type slider-crank drive mechanism were carried out. Helium, nitrogen, and air were utilized as working fluids, and experimental studies were performed at various charge pressures. Moreover, the effects of three different channel geometries in the displacer cylinder on the performance were researched. The maximum power was obtained as 160.5 W in a 120-slot channel displacer cylinder in the helium working fluid at a charge pressure of 4 bar and 400 rpm engine speed. The highest torque was found to be 7.92 Nm in a 66-slot channel displacer cylinder in the helium working fluid at the aforementioned charge pressure and 100 rpm engine speed. The lowest engine power output among the maximum engine powers was obtained to be 48.3 W when air was used as a working fluid at a pressure of 4 bar and an engine speed of 200 rpm, using a smooth displacer cylinder. Use of channels in the displacer cylinder and the increased number of channels had positive effects on engine performance. It was determined that the maximum engine power output obtained in the experimental studies was 46.0% and 49.86% higher in the 66-slot channel, and 120-slot channel cylinders, respectively, compared to the smooth displacer cylinder. It has been observed that when the number of channels on the displacer cylinder was increased by approximately 81.8%, an increase of approximately 2.62% was obtained in the engine power output. This situation revealed that optimization of the number of channels is important.
The investigation of energy and exergy analyses in compression ignition engines using diesel/biodiesel fuel blends-a review
(Springer, 2023) Doğan, Battal; Erol, Derviş
Biodiesel is used as an alternative fuel or fuel additive in diesel engines. In the literature, engine performance, exhaust emission, and thermodynamic analyses have been conducted using biodiesel, diesel-biodiesel, diesel-biodiesel-alcohol, and diesel-biodiesel-nanoparticle fuel blends as alternative fuels in diesel engines. The present research examined and discussed only studies related to energy and exergy analyses. Using energy efficiency, exergy efficiency, and destroyed exergy values, a distinct perspective has been given to using biodiesel as an alternative fuel. While a certain decrease occurs in engine power with biodiesel, an improvement is observed in engine emissions. Hence, the exergy efficiency of biodiesel fuel blends is lower than pure diesel fuel. Some studies in the literature have reported exergy destruction due to the use of biodiesel to be 5-15% higher than pure diesel fuel.The exergy efficiency of some biodiesel types is very low compared to diesel fuel. When nanoparticles such as Al2O3 and TiO2 are added to diesel-biodiesel fuel blends, exergy destruction in the engine decreases and, thus, the useful work increases. Whereas nanoparticles ensure a 2-5% power increase in diesel-biodiesel blends, they cause exergy destruction to decrease at the same rate. This study reviewed in detail the effects of using biodiesel fuels in diesel engines on energy and exergy performance and aimed to contribute to researchers working in this field.

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