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Investigation of the behaviors of higher alcohols in a spark-ignition engine as an oxygenated fuel additive in energy, exergy, economic, and environmental terms

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Abstract

Today, additives with high oxygen content are added to gasoline to reduce its environmental damages. Alcohols are the most important ones among them. Short-chain alcohols such as methanol and ethanol are preferred for gasoline engines; however, a limited number of studies where long-chain alcohols are used were carried out. In this study, the engine performance and exhaust emission values were determined using gasoline, PEN25 (25% 1-pentanol + 75% gasoline), HEX25 (25% 1-hexanol + 75% gasoline), and HEP25 (25% 1-heptanol + 75% gasoline) in a four-stroke spark-ignition engine (SIE) with single cylinder and water cooling under constant speed (1500 rpm) and different load conditions (4, 8, 12, and 16 kg). The energy, exergy, economical, environmental, and sustainability parameters were analyzed based on the obtained data. Finally, it was concluded that the addition of different heavy alcohols to gasoline increases fuel consumption and reduces thermal efficiency. Due to the low energy content of alcohols, the energy and exergy efficiencies of blended fuels were lower than that of gasoline. At full load, the thermal efficiencies of gasoline, PEN25, HEX25, and HEP25 were found to be 37.36%, 28.27%, 31.92%, and 34.84%, respectively; meanwhile, the exergy efficiencies were in the order of 34.83%, 26.53%, 29.96%, and 32.70%. Although the economical analyses were affected adversely since alcohol prices are higher than gasoline prices, it was found that fuel blends gave better results than gasoline in terms of environmental aspect. The net work cost values of gasoline, PEN25, HEX25, and HEP25 was calculated to be 86.76%, 84.99%, 85.64%, and 85.39%, respectively. If the production of heavy alcohols is increased, then their prices may decrease. This is one of the priority objectives for heavy alcohols being an alternative additive for gasoline.

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Data availability

The data used and/or analyzed throughout the present study are available from the authors on reasonable request.

Change history

  • 06 March 2023

    The typo error in the word "Energr" has been corrected to "Energy" in figure 4.

Abbreviations

CO2 :

Carbon dioxide

CO:

Carbon monoxide

NOX :

Oxides of nitrogen

NO:

Nitrogen monoxide

N2O:

Dinitrogen monoxide

NO2 :

Nitrogen dioxide

HC:

Unburned hydrocarbon

O2 :

Oxygen

c :

Mass fraction of carbon in the fuel

h :

Mass fraction of hydrogen in the fuel

o :

Mass fraction of oxygen in the fuel

\({{\varvec{\upalpha}}}\) :

Mass fraction of sulfur in the fuel

v g− 1 :

Barrel day−1

P :

Pressure

v :

Volume

a, b, c, d, e, f, g, h, j :

Coefficients of combustion equations

N2 :

Nitrogen

H2O:

Water

O3 :

Ozone

SOX :

Oxides of sulfur

SO2 :

Sulfur dioxide

Pb:

Lead

HCHO:

Formaldehyde

H2S:

Hydrogen sulfide

Cu2O:

Copper (I) oxide

Cu(OH)2 :

Copper (II) hydroxide

m :

Mass

λ :

Excess air coefficient

SF6 :

Sulfur hexafluoride

CH4 :

Methane

h :

Hour

kW:

Kilowatt

d d− 1 :

Revolution per minute

nm:

Nanometer

µm:

Micrometer

Nm:

Newton meter

W:

Watt

C5H12O:

1-Pentanol

C6H14O:

1-Hexanol

C7H16O:

1-Heptanol

P :

Power

T :

Engine torque

m :

Engine load

L:

Arm length

g :

Gravity

\(\omega\) :

Angular velocity

N :

Engine speed

\(\dot{W}\) :

Net work done by the engine

\(\dot{m}\) :

Mass flow rate

\(\eta_{ }\) :

Efficiency

\(\dot{E}\) :

Energy flow rate

\(h\) :

Enthalpy

\(\dot{Q}\) :

The amount of energy per unit time

\(T\) :

Temperature

\(c\) :

Specific heat capacity

R :

A function of the independent variable

x :

Independent variable

\(\varepsilon\) :

Specific exergy flow

\({\dot{\text{E}}\text{x}}\) :

Exergy flow per unit time

w :

Uncertainty

\(H\) :

Heating value

\(\varphi\) :

Chemical exergy coefficient

\(s, \dot{S}\) :

Entropy

\(R\) :

Gas constant

\(y\) :

Mol fraction

\(\psi\) :

Exergy efficiency

\(x\) :

Emission to the environment during engine operation

\(y\) :

Emission due to power generation in the engine

\(t\) :

Engine running time

\({\text{C}}\) :

Enviroeconomic parameter

\(c\) :

Price

\({\text{Cx}}\) :

Exergoenvironmental factor

\({\text{ExC}}_{ }\) :

Exergoenviroeconomic factor

\(\dot{Z}\) :

Engine investment cost ratio

Z, K :

Cost

\(\dot{C}_{ }\) :

Cost rate per unit time

\(c_{ }\) :

Specific exergy cost per unit time

\(\varphi\) :

Maintenance factor

\(N\) :

Engine life

\(i\) :

Interest rate

\(C_{ }\) :

Cost ratio of test fuels

\(f\) :

Exergoeconomic factor

\({\text{R}}\) :

Economic parameter

atm:

Atmosphere

air:

Air

fuel:

Fuel

t:

Thermal

inlet:

Inlet

outlet:

Outlet

T:

Total

exh:

Exhaust

cw:

Cooling water

loss:

Loss

s, 1:

Inlet of engine coolant

s, 2:

Outlet of engine coolant

s:

Engine coolant

Cal:

Exhaust calorimetry

e, 1:

Engine outlet of exhaust gases

e, 2:

Exhaust gas entering the exhaust calorimeter

e, 3:

Exhaust gas leaving the exhaust calorimeter

0:

Dead state

cal, 1:

Coolant entering the exhaust calorimeter

cal, 2:

Coolant leaving the exhaust calorimeter

w:

Work

heat:

Heat

dest:

Destruction

u:

Lower

cw, average:

Engine coolant average

i:

Each component

tm:

Thermomechanical

chem:

Chemical

r:

Reference environmental component

es:

Engine surface

gen:

Generation

CO2 :

Carbon dioxide emission

op:

Operation

TCEP:

Total cost of environmental pollution

p:

Production

cap:

Capital

o-m:

Operational and maintenance

R:

Result

other:

Other

en:

Energy based

ex, loss:

Exergy loss

ex, dest:

Exergy destruction

ex:

Exergy

year:

Year

PEN25: :

25% 1-Pentanol + 75% gasoline

HEX25: :

25% 1-hexanol + 75% gasoline

HEP25:

25% 1-heptanol + 75% gasoline

PM:

Particulate matter

AC:

Alternating current

SIE:

Spark-ignition engine

SI:

Sustainability index

\({{\dot{P}}}\) :

Improvement potential

DN:

Depletion number

\({{EPC}}\) :

Exergy performance coefficient

CRF:

Capital recovery factor

EXCEM:

Exergy–cost–energy–mass

ANN:

Artificial neural network

IEA:

International Energy Agency

VCR:

Variable compression ratio

BDC:

Bottom dead center

TDC:

Top dead center

BTE:

Brake thermal efficiency

BSFC:

Brake-specific fuel consumption

EGT:

Exhaust gas temperature

LPG:

Liquefied petroleum gas

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Acknowledgements

The authors would like to thank the Editors and anonymous reviewers for helping us to present a balanced account of our paper. The authors would like to express their thanks to Hayri Yaman for helping during the engine tests. This research paper was derived as a part of Mehmet Demirbas’s MSc thesis, conducted under the supervision of Murat Kadir Yesilyurt at the Department of Mechanical Engineering in School of Graduate Studies, Yozgat Bozok University, Yozgat, Turkey.

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  1. Department of Mechanical Engineering, Faculty of Engineering–Architecture, Yozgat Bozok University, 66200, Yozgat, Turkey

    Mehmet Demirbas & Murat Kadir Yesilyurt

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  1. Mehmet Demirbas
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MD was involved in investigation, methodology, data curation, validation, resources, formal analysis, visualization, writing the original draft, and writing—reviewing and editing. MKY was responsible for conceptualization, investigation, methodology, data curation, validation, resources, formal analysis, visualization, funding acquisition, writing the original draft, and writing—reviewing and editing.

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Correspondence to Murat Kadir Yesilyurt.

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The details of the engine instrumentations which were used in the present work (Table 1) were tabulated in Supplementary data file section A

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Demirbas, M., Yesilyurt, M.K. Investigation of the behaviors of higher alcohols in a spark-ignition engine as an oxygenated fuel additive in energy, exergy, economic, and environmental terms. J Therm Anal Calorim 148, 4427–4462 (2023). https://doi.org/10.1007/s10973-023-11993-w

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