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A DETAILED ANALYSIS OF A DIESEL ENGINE FUELED WITH DIESEL FUEL-LINSEED OIL BIODIESEL-ETHANOL BLENDS IN A THERMODYNAMIC, ECONOMIC, AND ENVIRONMENTAL CONTEXT
(Ecopetrol Sa, 2023) Ibrahim, Gehad Yasser Aly Maher; Atak, Nisa Nur; Dogan, Battal; Yesilyurt, Murat Kadir; Yaman, Hayri
The growing demand for energy, coupled with volatile oil prices and the environmental damage caused by the harmful gases produced when it is used, has prompted countries to explore alternative energy sources. The transportation sector, an important end-user of petroleum, must adapt to the changing energy landscape and opt for new technologies to remain competitive. The study conducted a thorough thermodynamic analysis to assess the economic and environmental impact of using biodiesel (BD) made from cold-pressed linseed crude oil, commercial diesel fuel (DF), and ethanol in a compression-ignition (CI) engine. The study conducted a detailed thermodynamic analysis of performance and emission data recorded from a single-cylinder diesel engine. The analysis included energy, exergy, sustainability, exergoeconomic, exergoenvironmental, and exergoenviroeconomic parameters. The results pointed out that the fuel energy increases with the load, with B20E5 fuel reaching 6.887 kW at 25% load and 18.908 kW at 75% load. BD and blended fuels were found to have a higher fuel energy compared to DF. At 50% load, DF and B20 fuels have fuel energies of 10.765 kW and 10.888 kW, respectively. The analysis clearly demonstrates that commercial DF outperforms both DF-BD binary fuel blends and DF-BD-ethanol blends in terms of thermal and exergy efficiency values. Furthermore, DF exhibits lower entropy generation and exergy destruction than other binary and ternary blends. At maximum load, the exergy efficiencies of DF, B20, and B20E10 fuels were 28.5%, 25.8%, and 24.7%, respectively. The exergy losses were determined to be 10.495 kW, 12.317 kW, and 13.134 kW, respectively, under the same conditions. Binary and ternary fuel blends have a higher cost of power from the engine shaft due to the expensive market prices of ethanol and linseed oil-based BD compared to DF. However, B20 and B20E10 fuels have a lower environmental cost than DF, with B20 and B20E10 fuels estimated to be 2.8% and 5.3% lower than DF, respectively, at full load. These findings demonstrate the clear advantages of using B20 and B20E10 fuels over DF, both in terms of cost and environmental impact. Additionally, the infusion of ethanol into ternary blends reduces the environmental damage. This study provides a unique perspective on sustainable energy research and serves as a valuable reference for future studies.
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; Dogan, Battal; Yesilyurt, Murat Kadir; Erol, Dervis
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.
Buji Ateşlemeli Bir Motorda Yüksek Performans ve Düşük Emisyon Elde Etmek Amacıyla Kullanılacak Optimum Metanol Oranının Cevap Yüzey Metodu ile Belirlenmesi
(2021) Yaman, Hayri; Yeşilyurt, Murat; Uslu, Samet
Bu çalışmada, buji ateşlemeli bir motorda alternatif yakıt olarak kullanılan metanolün performans ve emisyonlar açısından optimum seviyesinin cevap yüzey metodu ile belirlenmesi amaçlanmıştır. Bu amaçla, benzine hacimsel olarak üç farklı oranda metanol (%0, %10 ve %20) ilave edilerek oluşturulan yakıt karışımları ile tek silindirli, dört zamanlı, su soğutmalı, buji ateşlemeli bir motorda farklı motor yüklerinde (6, 8, 10, 12 ve 14 kg) deneyler gerçekleştirilmiştir. Elde edilen deney sonuçları ile iki faktörlü merkezi kompozit tam tasarım kullanılarak varyans analizi destekli bir cevap yüzey modeli oluşturulmuş ve en iyi fren efektif verimi, fren özgül yakıt tüketimi, karbon monoksit, hidrokarbon, karbondioksit ve azot monoksit emisyonu seviyelerine karşılık gelen optimum metanol oranı ve motor yükü değerleri tespit edilmiştir. Elde edilen optimizasyon sonuçlarına göre optimum metanol oranı %7 çıkarken, optimum motor yükü 12 kg olarak bulunmuştur. Optimum metanol oranı ve motor yüküne karşılık gelen fren efektif verimi, fren özgül yakıt tüketimi, karbon monoksit, hidrokarbon, karbondioksit ve azot monoksit sırasıyla %32,037, 0,251 kg/kWh, %0,384, 110,05 ppm, %14,35 ve 1090,358 ppm olarak elde edilmiştir. Cevap yüzey metodu sonuçlarının doğruluğunun belirlenmesi için elde edilen optimum metanol ve motor yükü ile deneyler gerçekleştirilmiş ve cevap yüzey metodu sonuçları ile kıyaslanmıştır. Optimizasyon sonuçlarının deney sonuçları ile %6’dan daha düşük bir hata oranı ile uyumlu olduğu ve optimum metanol oranının tespiti için cevap yüzey metodunun etkili olarak kullanılabilecek bir araç olduğu sonucuna varılmıştır.
Comprehensive analysis of a CI engine fuelled with blends of diesel fuel/ safflower seed oil biodiesel/ TiO2 or SiO2 nanoparticles produced by green synthesis technique
(Elsevier, 2024) Dogan, Battal; Yesilyurt, Murat Kadir; Yaman, Hayri; Korkmaz, Nesrin; Arslan, Ahmet
It can be confidently stated that there is limited research on the usability of nanoparticles as alternative fuel additives for diesel fuel (DF), particularly those produced from organic substances through the green synthesis method. On this basis, the present research focused on the usability of the fuels formed by adding metal-based titanium dioxide (TiO2) and silicon dioxide (SiO2) nanoparticles produced through green synthesis technique at different ratios to safflower oil biodiesel and commercial DF blends considering the thermodynamic, economic, and environmental analyses. In this sense, performance and emission tests were carried out in a single-cylinder diesel engine at four ranging loads (25 %, 50 %, 75 %, and 100 %) at a fixed speed of 1500 rpm. To conclude, the exergy efficiency enhanced as the load increased. Actually, for B10Si50 blend at 25 %, 50 %, 75 %, and 100 % loads, the exergy efficiency was calculated to be 16.46 %, 19.48 %, 21.08 %, and 21.95 %, respectively. As the amount of biodiesel infused to DF increased, the cost of losses went up gradually. In this context, the cost of losses for DF was calculated as 2.099 USD/h at the maximum engine load, meanwhile the cost of losses for B10 and B20 was figured out to be 2.326 USD/h and 2.487 USD/h, respectively. At the peak load, the ratio of the power taken from the engine shaft to the cost achieved for DF was 129.76 USD/GJ, while it was found to be 151.55 USD/GJ for B20. In addition, it was determined as 191.21 USD/GJ for B20Si250 fuel and 197.97 USD/GJ for B20Ti250. As stated in the exergoenviroeconomic analysis findings, the cost of monthly CO2 emissions ascended as the amount of nanoparticles augmented regardless of the type of fuel blends. At 75 % engine load, the cost of CO2 emissions for B20Si50 fuel was notified as 43.89 USD/month whereas it was found to be 47.74 USD/month for B20Si250.
Comprehensive investigation of using n-butanol/gasoline blends in a port-fuel injection spark-ignition engine
(Inderscience Enterprises Ltd, 2022) Yesilyurt, Murat Kadir; Yaman, Hayri
In this study, butanol was examined mixing with gasoline at different ratios (Bu0, Bu5, Bu10, Bu20, and Bu30) in a single-cylinder, four-stroke, PFI SI engine for monitoring engine characteristics at various loads to perform thermodynamic analyses. It can be reported that the maximum efficiencies were calculated at the highest load for tested fuels. Accordingly, the maximum thermal efficiencies were computed to be between 35.85%-40.60% meanwhile corresponding exergetic efficiency results were found to be between 33.33%-37.85% for tested fuel samples. In addition, the maximum SIN values were achieved between 1.500-1.609.
Conceptual Design and Analysis of a Cryogenic Hydrogen Fueled 100 kN Thrust Capacity Rocket with RPA Program
(Kırıkkale Üniversitesi, 2022) Korkmaz, Safa; Yaman, Hayri
In this study was made a conceptual design and analysis of thrust chamber of 100 kN rocket powered by cryogenic hydrogen. Cryogenic oxygen was used as oxidizer. It was determined as boundary conditions which the combustion chamber pressure is 20 MPa and the nozzle outlet pressure was determined 0.101325 MPa. The optimum rocket geometry was created using the RPA computer program within the boundary conditions. Three-dimensional rocket model was drawn with the SOLIDWORKS program. The analysis of the designed rocket was carried out using RPA and CEA programs. Changes of pressure, temperature and Mach number which is rocket internal ballistic parameters were investigated. According to the analysis outputs, the combustion chamber temperature was 3290.9 K and the nozzle exit temperature 1310 K. The nozzle outlet pressure obtained from the RPA and CEA programs was provided as 0.1013 MPa under sea level conditions as desired.
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.
Determination of engine performance and harmful pollutants of a spark-ignition engine fueled with higher-order alcohol/gasoline blends by engine simulation
(Sage Publications Ltd, 2024) Gholami Ghanati, Soroush; Dogan, Battal; Yesilyurt, Murat Kadir; Yaman, Hayri
In this study, the performance and exhaust emissions of a spark-ignition (SI) engine were simulated using AVL program, and the outcomes were compared with the results coming from experiments. The simulated engine was operated at a constant speed (1600 rpm) and various engine powers with gasoline (G100), and it blends with different higher-order alcohols such as 1-hexanol (HEX) and 1-heptanol (HP) as new fuel combinations. The proportions of tests fuel combinations were G100, G100 + HEX (5, 10, 15, and 20%) and G100 + HP (5, 10, 15, and 20%). The experimental study showed that the highest brake-specific fuel consumption was calculated to be 0.625 kg/kWh using HP20 fuel at 1 kW of engine power, while it was found to be 0.598 kg/kWh in the numerical study. The experimental research indicated that the lowest CO emission was emitted to be 0.28% in HEX20 fuel at 5 kW of engine power. Under the same condition, it was found 0.26% in the simulation study. The highest NOx emission was measured to be 1349.8 ppm in HEX20 fuel at 5 kW of the engine power. Meanwhile, 1318.3 ppm was found in the simulation. When the simulation outcomes were compared with the experimental study results, the simulation results were in valid. The difference in brake-specific fuel consumption results between experimental and numerical research ascended as the engine power jumped up. Furthermore, reductions were observed in the amount of difference in the results related to emissions between experimental and simulation studies at higher engine powers.
Developments in the RCCI engines powered by several alternative fuel types: An overview
(Sage Publications Ltd, 2024) Korkmaz, Safa; Yaman, Hayri; Yesilyurt, Murat Kadir
The perspective on internal combustion engines (ICEs) has changed because of the step-by-step decrease in oil reserves, environmental concerns, and many other reasons. However, the use of these engines will continue in the coming years. The development of ICEs has accelerated in recent years. As a result, studies on systems that can improve performance and reduce pollution in engines are carried out by many researchers. The basis of the studies carried out in this context is the change in the combustion mode. In other words, the emergence of different combustion modes is given importance by researchers. Among these, many studies have been made on the implementation of the reactivity-controlled compression ignition (RCCI) combustion mode. RCCI engine uses two different fuels. These fuels are low-reactivity (alcohol, gasoline, etc.) and high-reactivity (diesel, biodiesel, etc.) fuels. In addition, the fact that different alternative fuel types can be employed in these engines has made them popular all over the world. This review presents the results of the effects of parameters such as fuel ratio, different injection strategies, exhaust gas recirculation (EGR) rate, compression ratio, and piston geometry on the performance, emissions, and combustion behavior of RCCI engines using both conventional and alternative fuels. This study has been compiled to provide an overview of the current status of the RCCI concept and to offer benefits to researchers.
The effect of ethanol-gasoline blends on performance and exhaust emissions of a spark ignition engine through exergy analysis
(Pergamon-Elsevier Science Ltd, 2017) Dogan, Battal; Erol, Dervis; Yaman, Hayri; Kodanli, Evren
Ethanol which is considered as an environmentally cleaner alternative to fossil fuels is used on its own or blended with other fuels in different ratios. In this study, ethanol which has high octane rating, low exhaust emission, and which is easily obtained from agricultural products has been used in fuels prepared by blending it with gasoline in various ratios (E0, E10, E20, and E30). Ethanol-gasoline blends have been used in a four-cylinder four-stroke spark ignition engine for performance and emission analysis under full load. In the experimental studies, engine torque, fuel and cooling water flow rates, and exhaust and engine surface temperature have been measured. Engine energy distribution, irreversible processes in the cooling system and the exhaust, and the exergy distribution have been calculated using the experimental data and the formulas for the first and second laws of thermodynamics. Experiments and theoretical calculations showed that ethanol added fuels show reduction in carbon monoxide (CO), carbon dioxide (CO2) and nitrogen oxide (NOx) emissions without significant loss of power compared to gasoline. But it was measured that the reduction of the temperature inside the cylinder increases the hydrocarbon (HC) emission. (C) 2017 Elsevier Ltd. All rights reserved.
Effects of compression ratio on the performance and emission levels of a CI engine fueled with safflower oil methyl ester through an engine simulation approach
(Edp Sciences S A, 2024) Dogan, Battal; Ghanati, Soroush Gholami; Yesilyurt, Murat Kadir; Yaman, Hayri
In recent years, the research community has shown significant interest in the potential of biodiesel as a renewable alternative to conventional fossil-based fuels. Nevertheless, the experimental investigation of the effects of diverse biodiesel formulations on internal combustion engines demands a significant investment of time and financial resources. Consequently, the numerical alternative methodologies are advocated as a viable substitute for practical experiments. Numerical simulations offer the opportunity for a meticulous examination of the characteristics of internal combustion engines under diverse operational conditions and various biodiesel blends, thereby optimizing efficiency and cost-effectiveness. This study focused on the simulation of performance and emission characteristics of a diesel engine running on safflower (Carthamus tinctorius L.) oil methyl ester (SOME) and traditional diesel fuel using AVL simulation software. Furthermore, the simulation results were compared with a laboratory study carried out under identical conditions. The simulated engine underwent testing across various compression ratios (CRs) (ranging from 12:1 to 18:1) and engine loads (from 25% to full load) while sustaining a consistent speed of 1500 rpm. The simulation findings revealed that the engine exhibited its highest BSFC as 0.495 kg/kWh with SOME fuel, at a CR of 12:1, modestly lower than the corresponding experimental observation of 0.520 kg/kWh. Concurrently, the lowest value of BSFC, recorded as 0.267 kg/kWh with diesel fuel and a CR of 18:1, demonstrated a marginal deviation from the experimental result of 0.281 kg/kWh. Additionally, SOME fuel usage was correlated with diminished CO and HC emissions. The experimental findings indicated the lowest value of CO and HC emissions, as 0.14% and 21.7 ppm, respectively, with SOME fuel at a CR of 18:1, marginally below the simulation-derived values of 0.13% and 20.8 ppm. Conversely, diesel fuel at a CR of 12:1 exhibited maximal CO and HC emissions, registering 0.38% and 199.5 ppm, respectively, in the experimental study. In comparison, the simulation values were slightly lower at 0.36% and 194.1 ppm. Moreover, the experimental investigation identified SOME fuel as yielding the highest CO2 emission, reaching a peak of 11.9% under a CR of 18:1, while the simulation showed a slightly lower value of 11.2%. In contrast, diesel fuel at a CR of 12:1 resulted in the lowest CO2 emission at 3.85% in the experiment, with the simulation reporting a slightly reduced value of 3.77%. Regarding NOx emissions, the experiment recorded the peak at 1687 ppm with SOME fuel and a CR of 18:1, slightly surpassing the simulation's value of 1643 ppm. Conversely, the experimental data indicated the lowest NOx emission as 103 ppm with diesel fuel and a CR of 12:1, with the simulation suggesting a slightly lower value of 98.2 ppm under identical conditions. The simulation results demonstrated favorable concordance with experimental findings, notably strengthening with an increase in CR.
Effects of compression ratio on thermodynamic and sustainability parameters of a diesel engine fueled with methanol/diesel fuel blends containing 1-pentanol as a co-solvent
(Elsevier Sci Ltd, 2024) Yaman, Hayri; Yesilyurt, Murat Kadir; Shah, Raja Mazuir Raja Ahsan; Soyhan, Hakan Serhad
Researchers are intensively seeking to meet the ever-increasing energy demand worldwide. In this context, it is known that many studies have been carried out. The utilization of alternative energy sources is important both in meeting the energy demand and in reducing environmental pollution. In this direction, it is recommended to use clean fuels that can be employed in internal combustion engines. One of these fuels is methanol. However, it is known that phase separation occurs when methanol is blended with diesel fuel due to its poor mixing capability, but it is possible to avoid this phase separation by using different techniques in practice. One of them is to use co-solvent. Pentanol (C5H12O) stands out as a fuel additive that helps to blend diesel-methanol blends in a stable structure due to its phase stability-enhancing properties. In other words, diesel/methanol/pentanol blends can form a stable, transparent, and homogeneous fuel mixture. In the literature, there are a limited number of studies using the above fuel combination. In addition, these studies have classically evaluated engine characteristic results and emission parameters without detailed thermodynamic analysis. Investigating the use of these fuels in engines in terms of thermodynamics and sustainability at different engine operating parameters can provide important information on whether these fuels can be used as an alternative. The present study deals with the thermodynamic and sustainability analyses of a single-cylinder DI diesel engine when it was operated at several compression ratios (CRs) (16:1 and 18:1) and engine loads (25 %, 50 %, 75 %, and 100 %) to analyze the engine characteristics and pollutants. In this study, 1-pentanol as a co-solvent is infused into methanol/diesel blends with the intention of avoiding phase separation. In this context, M5P5 (90 % diesel fuel, 5 % methanol, and 5 % 1-pentanol) and M10P10 (80 % diesel fuel, 10 % methanol, and 10 % 1-pentanol) fuel combinations were prepared. The results were compared with conventional diesel fuel aiming to present the novelty of the fuel blends. To conclude, the experimental results pointed out that the CI engine consumed more alternative fuel blends because of their lower calorific value as compared to diesel fuel to provide the same output power for each tested fuel sample. It can be exhibited that the augmentation of CR and load led to increasing the energetic-exergetic efficiency values for each fuel. In this regard, the highest energetic efficiencies for D100, MP5, and MP10 were calculated to be 35.28 %, 31.79 %, and 30.56 %, respectively at the maximum load and CR; meanwhile, the highest exergetic efficiencies were found to be 33.06 %, 29.81 %, and 28.63 %, respectively. At the aforementioned operating conditions, the exergy destruction was found to be 8.33 kW for D100, 10.00 kW for MP5, and 10.65 kW for MP10. The outcomes achieved from the analyses highlighted that the CI engine powered by MP5 and MP10 fuel blends caused similar trends with diesel fuel. Owing to the higher exergetic efficiency of D100, the maximum results in the sustainability index were found to be 1.49 at the most elevated operational conditions. For that reason, methanol/diesel fuel blends including 1-pentanol as a co-solvent will be evaluated to be an alternative fuel instead of traditional diesel fuel when some of the disadvantages are shortly removed. These disadvantages come to mind first and foremost are the costs of methanol and pentanol. The increase in production quantities and the increase in academic studies on this subject will overcome this problem in a short time.
Effects of silicon dioxide (SiO2) nanoparticle size on the thermodynamic, economic, sustainability, and environmental parameters of a CI engine
(Springer, 2024) Tastan, Fulya Irem; Yesilyurt, Murat Kadir; Dogan, Battal; Yaman, Hayri
The goal of this work is to investigate the influence of SiO2 nanoparticles having different particle sizes (15 nm, 22 nm, and 75 nm) added to the traditional diesel fuel in a single-cylinder, four-stroke, direct injection, water-cooled, CI engine in terms of thermodynamic, environmental, sustainability, and economic perspectives. In the test engine, experiments were carried out at a constant speed (1500 rpm) and four ranging loads (25%, 50%, 75%, and 100%). On this basis, thermal efficiency and heat losses were determined by energy analysis. In the exergy analysis, fuel exergy, exergy transferred to the cooling water, exhaust exergy, exergy destroyed, and exergy efficiency were taken into consideration. The cost of the power taken from the crankshaft and the cost of exergy losses were found by exergoeconomic analysis. Besides that, the usability of the test fuels in the diesel engine was displayed by calculating the sustainability parameters. The addition of SiO2 nanoparticles of different sizes to the fuel blends did not cause a noticeable decrease in thermal efficiency. At 100% engine load, the thermal efficiency of D100, DSi-22, and DSi-75 fuels is 25.724%, 25.640%, and 25.325%, respectively. As the size of SiO2 nanoparticles added to fuel blends increases, the decrease in exergy efficiency becomes more noticeable. At 100% engine load, the exergy efficiency of D100, DSi-22, and DSi-75 fuels was determined as 23.96%, 22.78%, and 22.50%, respectively. Adding SiO2 nanoparticles into fuel blends increased exergy destruction. If the engine load is 10%, the exergy destruction in D100, DSi-15, DSi-22, and DSi-75 fuels is 13.649 kW, 14.678 kW, 14.75 kW, and 15.043 kW, respectively. The addition of SiO2 nanoparticles into diesel fuel is positive in terms of sustainability analysis. The lowest sustainability indices occurred at 25% engine load and are in the range of 1.175-1.19 for D100, DSi-15, DSi-22, and DSi-75 fuels, respectively. These values meet the condition of SI > 1. The addition of SiO2 in fuel blends increases fuel consumption, CO2 emissions, O-2 emissions, fuel energy, fuel exergy, exhaust exergy, the exergy of thermal losses, and exergy destruction and reduces CO emissions, thermal efficiency, and exergetic efficiency. In addition, as the size of SiO2 used in fuel blends increases, fuel consumption, CO2 emissions, fuel energy, and fuel exergy increase. On the other hand, CO emission, thermal efficiency, and exergy efficiency decrease.
Effects of various long-chain alcohols as alternative fuel additives on exergy and cost in a spark-ignition engine
(Inderscience Enterprises Ltd, 2022) Dogan, Battal; Yesilyurt, Murat Kadir; Erol, Dervis; Yaman, Hayri
This paper deals with exergy and exergoeconomic analyses of gasoline-hexanol and gasoline-heptanol blends as alternative additives were performed in a spark-ignition engine at a constant speed (1,600 rpm). Fuel cost rate, cost per unit of exergy for power, cost rate of total exergy loss, exergonomic factor, and relative cost difference were calculated. The lowest cost of the power acquired from the engine for G100, HEX20 and HP20 at 5 kW was $0.122/MJ, $0.656/MJ and $1.042/MJ, respectively, and the corresponding fuel cost rates were $1.07/h, $5.2/h and $8.26/h, respectively.
Energy, exergy and exergoeconomic assessment of a compression-ignition engine powered by 1-pentanol, 1-hexanol or 1-heptanol/hempseed oil biodiesel/diesel
(Inderscience Enterprises Ltd, 2023) Yilbasi, Zeki; Yesilyurt, Murat Kadir; Arslan, Mevlut; Yaman, Hayri
In this study, thermodynamic and economic analyses were performed by evaluating performance data obtained by operating diesel, biodiesel, and alcohol blends. The highest energy and exergy efficiencies were computed for B20Hx10 at full load. The maximum entropy production was found at full load for B20Pe30. Similar to efficiencies, exergoeconomic data were also greatly influenced by the increase in the load. Besides that, the increase in the rate of higher alcohol negatively affected fuel costs. To conclude, the crankshaft work cost flow rate was $1.27/h for D100, $1.73/h for B20, and $5.86/h for B20Hx10 at the lowest load.
Evaluation of the use of diesel-biodiesel-hexanol fuel blends in diesel engines with exergy analysis and sustainability index
(Elsevier Sci Ltd, 2023) Erol, Dervis; Yesilyurt, Murat Kadir; Yaman, Hayri; Dogan, Battal
The present research examined the usability of diesel-biodiesel and diesel-biodiesel-hexanol fuel blends as an alternative to diesel fuel in a compression ignition engine. Energy and exergy analyses were conducted using the data obtained from the engine tests. In addition, the sustainability index was calculated. When selecting the most suitable fuel for diesel fuel, thermal and exergy efficiency and sustainability index values were compared. The obtained results revealed that the most suitable alternative fuel for diesel fuel was the diesel-biodiesel binary fuel blend. In this fuel blend, thermal efficiency, exergy efficiency, and sustainability index values are 3.8, 5.18, and 1.44 % higher, respectively, compared to pure diesel fuel at an engine load of 100 %. As the alcohol ratio in-creases in diesel-biodiesel-hexanol ternary blends, the sustainability index value decreases compared to diesel fuel. As the hexanol ratio increases in fuel blends, the sustainability index decreases. The highest sustainability index for ternary fuel blends is 1.26 at 100 % engine load in B45H10 fuel. The increase in engine load increases the sustainability index and exergy efficiency in all fuel blends.
Examination of a CI engine running on poppy seed oil biodiesel/n-pentanol/diesel fuel blends with respect of thermodynamic and economic perspectives
(Edp Sciences S A, 2023) Yaman, Hayri; Saltan, Gamze; Dogan, Battal; Yesilyurt, Murat Kadir; Sarikoc, Selcuk
The present study regards thermodynamic and economic analyses of a compression-ignition engine running on various blends of biodiesel, n-pentanol, and diesel at different ratios. Diesel fuel and n-pentanol were obtained from commercial companies while biodiesel was produced from poppy (Papaver somniferum L.) seed oil by transesterification method under laboratory conditions. Five fuel blends (diesel fuel, B30Pt30, B30Pt20, B30Pt10, and B30) prepared in different ratios by volume were used in the experimental process. Engine tests were performed at a stable speed (1500 rpm) and four different loads from 25% to 100%. Engine performance data from the dynamometer and harmful emissions from the exhaust emission device were determined. These data were used in energy, exergy, and economic analysis. The energy analysis determines how much of the fuel's energy was spent on generating power from the crankshaft and thermal losses. In addition, the fuel inlet exergy, exhaust exergy, exergy of thermal losses, and exergy destruction were found throughout the exergy analysis, meanwhile, exergoeconomic analysis was conducted to understand the cost of the energy absorbed and losses at the crankshaft. At maximum engine load, energy efficiency was acquired to be between 25.99% and 34.63% and exergy efficiency between 28.87 and 32.34% as a consequence of the use of test fuels in the diesel engine. The higher cost of the work taken from the crankshaft in binary and ternary fuel blends in the study is on account of the high pump prices of biodiesel and n-pentanol compared to conventional diesel. At 100% load, the cost of the work noted from the crankshaft for diesel fuel, B30, B30Pt10, B30Pt20, and B30Pt30 fuels is 211.86, 2126.77, 3001.27, 3755.02, and 3755.02 $/GJ, respectively.
Experimental investigation of the factors affecting the burning rate of solid rocket propellants
(Elsevier Sci Ltd, 2014) Yaman, Hayri; Çelik, Veli; Değirmenci, Ercan
The burning rate of the solid rocket propellants is one of the most important factors that determine the performance of the rocket. The burning rate of rocket motors running with solid propellant is called flame regression, which occurs with the ignition in the fuel grain perpendicular to the burning surface. This study investigates the effects of the addition of metal-based high-energy matter (Aluminum) into the content of the propellant produced within the scope of development project. The study starts with the manufacture of propellant samples. For the data input in the burning rate measurement device, the determination process of energy levels of the manufactured propellant samples with a calorimeter is performed. Then, the other data related to the propellants to be measured for the burning rate, such as energy level of the propellant, the propellant density, the maximum combustion temperature, and the physical sizes of the propellants, were inputted to the computer of the burning rate measurement device. The 22 g of the sample propellant to be measured for burning rate was placed in a part of the burning rate measurement device, "closed bomb" which has a capacity of 200 cm(3). Burning rate measurements were performed at the same time in a constant-volume environment under different pressures. The burning rate of the double base propellant without aluminum (DB-1) was compared with other double base fuels in which aluminum was added by 2% (DB-2) and 4% (DB-3). It was found that the burning rates and burning heat of new fuels manufactured by adding aluminum to the content of the standard double base fuel (DB-1) increased. Crown Copyright (C) 2013 Published by Elsevier Ltd. All rights reserved.
Green synthesis of SiO2 and TiO2 nanoparticles using safflower (Carthamus tinctorius L.) leaves and investigation of their usability as alternative fuel additives for diesel-safflower oil biodiesel blends
(Elsevier Sci Ltd, 2024) Dogan, Battal; Yesilyurt, Murat Kadir; Yaman, Hayri; Korkmaz, Nesrin; Arslan, Ahmet
Research into alternative fuels for diesel engines is currently focusing on the utilization of nanoparticles (NPs) as a promising solid fuel additive. The basis of such studies is to investigate the possibilities of using solid-liquid mixtures in internal combustion engines (ICEs). In general, NPs are commercially sold and readily available. On the other hand, NPs that can be produced from biomass through green synthesis have recently been preferred because of their environmental -friendly, low cost, and low toxicity. In the present study, therefore, the influence of alternative fuels to be prepared by adding metal -based silicon dioxide (SiO2) and titanium dioxide (TiO2) NPs obtained by green synthesis using safflower (Carthamus tinctorius L.) leaves to diesel -safflower seed oil biodiesel (SSOB) blends (B10 and B20) at varying levels (50, 100, and 250 ppm) on the engine performance and emissions was extensively examined under laboratory conditions. While the particle size of the synthesized SiO2 NPs was calculated as approximately 41 nm, the particle size of TiO2 NPs was calculated as 47 nm. Additionally, it was observed that the obtained NPs generally had spherical and irregular particle structures. The presence of SiO2 (Si: 21.2 %, O 67.3 %) and TiO2 (Ti: 50.7 %, O: 45.8 %) was confirmed by EDX analysis. On the basis of the engine tests, the highest fuel consumption was calculated to be 2.132 kg/h for the B20Ti250 at the highest load. It was pointed out that the fuel blends including NPs descended CO and HC emissions whereas ascended NOx emissions. At 75 % load, the CO2 emissions for diesel fuel (DF), B20, and B20Ti250 were 0.468, 0.491, and 0.502 kg/kWh, respectively.
Impact prediction model of acetone at various ignition advance by artificial neural network and response surface methodology techniques for spark ignition engine
(Edp Sciences S A, 2022) Uslu, Samet; Yesilyurt, Murat Kadir; Yaman, Hayri
In this study, it was aimed to predict and optimize the effects of acetone/gasoline mixtures on spark ignition engine responses at different engine speeds and ignition advance values with artificial neural network and response surface methodology. The regression results obtained from response surface methodology show that absolute variance ratio values for all answers are greater than 0.96. Correlation coefficient values obtained from artificial neural network were obtained higher than 0.91. Mean absolute percentage error values were between 0.8859% and 9.01427% for artificial neural network, while it was between 1.146% and 8.957% for response surface methodology. Optimization study with response surface methodology revealed that the optimum results are 1700 rpm engine speed, 2% acetone ratio and 11 degrees before top dead center ignition advance with a combined desirability factor of 0.76523%. Additionally, in accordance with the confirmation analysis among the optimal outcomes and the estimation outcomes, it was stated that there is a great harmony with a maximum error percentage of 7.662%. As a result, it is concluded that the applied response surface methodology and artificial neural network models can perfectly provide the impact of acetone percentage on spark ignition engine responses at different engine speeds and ignition advance values.

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