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Application of Higher-Order Alcohols (1-Hexanol-C6 and 1-Heptanol-C7) in a Spark-Ignition Engine: Analysis and Assessment

  • Research Article-Mechanical Engineering
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Abstract

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.

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Data availability

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

Abbreviations

\(C_{{co_{2} }}\) :

CO2 emission (kg CO2/time)

Cp:

Specific heat capacity (kJ/kgK)

\({\text{E}}_{{{\text{co}}_{2} }}\) :

Envireconomic parameter ($/time)

\({\text{Ex}}_{{co_{2} }}\) :

Exergoenvireconomic parameter ($/time)

E fuel :

Energy of fuel (kW)

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

Exergy rate (kW)

Hu:

Heat value of fuel (kJ/kg)

h:

Enthalpy (kJ)

\(\dot{m}\) :

Mass flow rate (kg/s)

n:

Engine speed (rpm)

N:

Total usage time (year)

\({\text{N}}_{{{\text{co}}_{2} }}\) :

CO2 emission value (kg CO2/kWh)

P:

Pressure (kPa)

P0 :

Pressure of the environment (kPa)

\({\text{P}}_{{co_{2} }}\) :

CO2 emission value ($/kWCO2)

\(\dot{Q}\) :

Heat transfer rate (kW)

R:

Gas constant (kJ/kgK)

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

Universal gas constant (8.314 J mol/K)

T:

Temperature (K)

T0 :

Temperature of the environment (K)

T:

Torque (Nm)

tw :

Cumulative working hours (h)

rpm:

Revolutions per minute

s:

Entropy (kJ/kg.K)

Sgen :

Entropy produced (kW/K)

ye :

Component mole fraction (%)

\(\dot{W}\) :

Work (kW

η:

Thermal efficiency

µ :

Gas viscosity

ψ:

Fuel exergy factor

ε:

Flow exergy

a:

Air

chem:

Chemical

cw:

Cooling water

CI:

Capital investment

cw:

Coolant water

dest:

Destruction

g :

Exhaust gas

heat:

Heat transfer

in:

Inlet

k :

Kinetic

out:

Outlet

p :

Potential

phy:

Physical

ref:

Reference

s :

Source

w :

Work

0:

Environmental conditions

C8H18 :

Gasoline

C7H16O:

Heptanol

C6H14O:

Hexanol

CO:

Carbon monoxide

CO2 :

Carbon dioxide

EXENEC:

Exergoenviroeconomic

EXEN:

Exergoenvironment

G100:

100% Gasoline

HC:

Hydrocarbon

HEX5:

5% Hexanol and 95% gasoline blend

HEX10:

10% Hexanol and 90% gasoline blend

HEX15:

15% Hexanol and 85% gasoline blend

HEX20:

20% Hexanol and 80% gasoline blend

HP5:

5% Heptanol and 95% gasoline blend

HP10:

10% Heptanol and 90% gasoline blend

HP15:

15% Heptanol and 85% gasoline blend

HP20:

20% Heptanol and 80% gasoline blend

N:

Nitrogen

NOx :

Nitrogen oxide

O2 :

Oxygen

PFI:

Port fuel injection

TEP:

Total environmental pollution

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Funding

This research is funded by the Scientific Research Projects Coordination Unit of Kırıkkale University. Project Number: 2018/067.

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Authors and Affiliations

  1. Department of Automotive Technology, Kırıkkale Vocational School, Kırıkkale University, Kırıkkale, 71450, Turkey

    Hayri Yaman & Derviş Erol

  2. Department of Automotive Technology, TUSAŞ-Kazan Vocational School, Gazi University, Ankara, 06500, Turkey

    Battal Doğan

  3. Department of Mechanical Engineering, Faculty of Engineering-Architecture, Yozgat Bozok University, Yozgat, 66200, Turkey

    Murat Kadir Yeşilyurt

Authors
  1. Hayri Yaman
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  2. Battal Doğan
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  3. Murat Kadir Yeşilyurt
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  4. Derviş Erol
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Contributions

Hayri Yaman has contributed in research objectives, data analysis plan, validation of results, revision/proofreading, and final approval. Battal Doğan to the definition of research objectives, hypotheses, data analysis plan, validation of results, article writing, revision/proofreading, and final approval. Murat Kadir Yeşilyurt has contributed to the definition of research objectives, hypotheses, results interpretation, validation of results, article writing, revision /proofreading, and final approval. Derviş Erol has contributed in research objectives, data analysis plan, designing of the graphs, validation of results, article writing, revision/proofreading, and final approval.

Corresponding author

Correspondence to Derviş Erol.

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Conflict of interest

The authors pointed out that there is no potential conflict of interest. The authors declared that there is no competing financial interest in this research.

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The authors declared that no animal and human studies are presented in this manuscript and no potentially identifiable human images or data are given in this research.

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Yaman, H., Doğan, B., Yeşilyurt, M.K. et al. Application of Higher-Order Alcohols (1-Hexanol-C6 and 1-Heptanol-C7) in a Spark-Ignition Engine: Analysis and Assessment. Arab J Sci Eng 46, 11937–11961 (2021). https://doi.org/10.1007/s13369-021-05765-7

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  • DOI: https://doi.org/10.1007/s13369-021-05765-7

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