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    Experimental investigation of effects of single and mixed alternative fuels (gasoline, CNG, LPG, acetone, naphthalene, and boron derivatives) on a commercial i-DSI engine
    (TAYLOR & FRANCIS INC, 2020) Dogu, Yahya; Yontar, Ahmet Alper; Kantaroglu, Emrah
    A commercial i-DSI (Intelligent-Dual Sequential Ignition) engine is tested to investigate performance and emissions for single fuels and alternative fuels mixed into gasoline. The novelty of the study is the first time testing of the unconventional mixture of boron derivatives and quantification and comparison of real engine characteristics for 11 different fuels for the same commercial engine. Tested single fuels are gasoline (G100), CNG (CNG100), and LPG (LPG100). While the engine runs with gasoline, gaseous fuels are injected into the intake line at a mass rate of 10% CNG (CNG10) and 5% LPG (LPG5). The engine is also tested by adding 25-50% acetone (A25-A50) and 50% naphthalene (N50) into gasoline. Tests are also performed by mixing boron derivatives of borax-pentahydrate (BP), anhydrous-borax (AB), and boric-acid (BA) into gasoline. Tested fuels worsen engine performance compared to gasoline, except for brake specific fuel consumption (BSFC). There is a positive change in emissions for tested fuels compared to gasoline, except that NOx increases 4-5 times for CNG and LPG. One of the important findings is that, for boron-gasoline mixtures, the torque reduces by 4.0% for BP, 4.4% for AB, and 4.4% for BA. The volumetric efficiency decreases by 6.3% for BP, 7.3% for AB, and 8.5% for BA. The BSFC decreases 5.8% for BP, increases 0.4% for AB and decreases 15.2% for BA. Boron derivatives dissolved in gasoline diversely affect combustion and give some advantage in particular for BA and BP in terms of BSFC. In addition, boron-gasoline reduces the formation of HC and NOx.
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    Experimental Investigation of Hybrid Nanofluid Use in Automobile Cooling System and the Effect of New Front Grille Design on Cooling Load
    (Springer/Plenum Publishers, 2024) Kocal, Doruk; Erdogan, Beytullah; Kantaroglu, Emrah
    The use of hybrid nanofluids is seen as a rarely studied approach in terms of thermal efficiency and still worth investigating. In this article, the effects of ZnO + Pure Water nanofluid and hybrid nanofluid ZnO + CuO + Pure Water nanofluid, used as coolant fluid in a commercial automobile radiator, on radiator cooling performance were experimentally investigated. In addition to this investigation, the effects of using several types of vehicle front grilles on cooling performance were also experimentally examined. In the study, pure water tests used for validation were first conducted, and the prepared nanofluids were tested respectively. The fluid inlet temperature to the radiator was 70 degrees C, the air inlet speed was 6 ms-1 to 8 ms-1 to 10 ms-1, and the fluid flow rate was 17 Lmin-1 to 19 Lmin-1 to 21 Lmin-1. The fluid concentrations used in the tests were as follows: 100 % pure water, pure water-based nanofluid containing ZnO particles at 0.3 % concentration, and hybrid nanofluid containing 0.15 % ZnO and 0.15 % CuO nanoparticles. At the end of the tests, the cooling performance was calculated by measuring the flow rate, pressure, speed, and temperatures of different coolant fluids and air, with the highest cooling performance achieved in the hybrid nanofluid with a 52 % increase. In addition to using this nanofluid, the effects of using front grilles with decreasing, increasing, and constant cross-sections toward the center on cooling performance were also examined, and the cooling performance was increased by up to 66.5 % by finding the optimum front grille geometry.
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    Öğe
    Influence of acetone addition into gasoline for i-DSI engine
    (Springer India, 2022) Kantaroglu, Emrah; Yontar, Ahmet Alper; Dogu, Yahya
    Despite the notable properties of acetone due to its volatility and oxygen content as a fuel additive, very few studies have been limited to small size special purpose engines. A comparative testing and 3D in-cylinder combustion CFD studies are presented for acetone-gasoline blend in an i-DSI commercial car engine as the first time. The blends contain mass ratio of acetone by 0-2-5-10-20% (G100-A2-A5-A10-A20). In testing, torque reduced 0.33% (A2), 0.66% (A5), 0.84% (A10), and 1.45% (A20) compared to gasoline. The BSFC decreased by 0.27% (A2), 0.55% (A5), 0.79% (A10), and increased 0.26% (A20). Volumetric efficiency decreased by 3.2-6.4-5.1-11.5% for A2-A5-A10-A20. The CO emission for blends is less than gasoline by 1.5% (A2), 4.0% (A5), 15.2% (A10), and 33.6% (A20). The CO2 decreased 0.8% (A2), and increased 1.3% (A5), 4.6% (A10), and 11.4% (A20). The HC reduced by 7.0% (A2), 10.1% (A5), 23.8% (A10), and 34.4% (A20). The NOx formation increased by 3.6% (A2), 4.4% (A5), 27.6% (A10), and 87.8% (A20). Acetone addition decreased torque and slightly increased BSFC. CO and HC decreased while CO2 and NOx increased with increasing acetone ratio. Acetone indeed improves the combustion while its final effect on engine performance is not found to be favorable.
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    Influence of different Reynolds numbers and new geometries on water jacket cooling performance in a CI engine
    (Sage Publications Ltd, 2024) Kantaroglu, Emrah
    Physical damage and emission increases that may occur in the engine due to uncontrolled temperature increases are prevented by cooling systems. In this study, the water jacket (WJ) of the F-Type F8Q706 engine was examined for different Reynolds numbers and geometries. With a combined examination approach, engine tests, 1D engine model, 3D in-cylinder combustion (ICC) model, and 3D WJ CFD studies are presented together, for the first time. Accordingly, a 3D WJ CFD model was developed using in-cylinder parameters calculated from 1D and 3D ICC which were verified by tests. Engine powers in 1D and 3D models, heat transfer, liner temperature, and heat flux in WJ models were compared. The engine powers at 2500 rpm with wide-open throttle are as follows: 1D (33.610 kW), 3D ICC (32.075 kW), engine catalog test (30.890 kW), and a literature test (29 kW). In the WJ model, instead of the Reynolds number 22,128.97, values of 18,440.81-15,367.34-12,806.11-1067.76-8893.14-7410.95-6175.79 were used. In this case, heat transfer decreased by 11.224%-20.844%-29.940%-38.168%-45.723%-52.874%-59.340%. Liner temperature increased by 3.962%-7.505%-10.879%-13.958%-16.800%-19.470%-21.822%. As the Reynolds number decreased, heat transfer decreased, and liner temperature increased. In the WJ, uncontrolled temperature increases were seen in areas farthest from the water inflow. Unlike studies using nanofluids, a new WJ geometry with 169 fins was developed for cooling performance. Nanoparticles cause damage to elastomeric system elements, clogging, and corrosion in lines. This geometry increased heat transfer by 42.01% and reduced liner surface temperatures by 48.28% for 22,128.966 Re. Repeated analyses showed that the fins increased heat transfer.