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Öğe Biogas engine performance estimation using ANN(Elsevier - Division Reed Elsevier India Pvt Ltd, 2017) Kurtgoz, Yusuf; Karagoz, Mustafa; Deniz, EmrahArtificial neural network (ANN) method was used to estimate the thermal efficiency (TE), brake specific fuel consumption (BSFC) and volumetric efficiency (VE) values of a biogas engine with spark ignition at different methane (CH4) ratios and engine load values. For this purpose, the biogas used in the biogas engine was produced by the anaerobic fermentation method from bovine manure and different CH4 contents (51%, 57%, 87%) were obtained by purification of CO2 and H2S. The data used in the ANN models were obtained experimentally from a 4-stroke four-cylinder, spark ignition engine, at constant speed for different load and CH4 ratios. Using some of the obtained experimental data, ANN models were developed, and the rest was used to test the developed models. In the ANN models, the CH4 ratio of the fuel, engine load, inlet air temperature (T-in), air fuel ratio and the maximum cylinder pressure are chosen as the input parameters. TE, BSFC and VE are used as the output parameters. Root mean square error (RMSE), mean absolute percentage error (MAPE) and correlation coefficient (R) performance indicators are used to compare measured and predicted values. It has been shown that ANN models give good results in spark ignition biogas engines with high correlation and low error rates for TE, BSFC and VE values. (C) 2017 Karabuk University. Publishing services by Elsevier B.V.Öğe The effect of fusel oil and waste biodiesel fuel blends on a CI engine performance, emissions, and combustion characteristics(Springer, 2024) Ciftci, Burak; Karagoz, Mustafa; Aydin, Mustafa; Celik, Mustafa BahattinIn this study, experimental engine tests were conducted to investigate the combustion, performance, and emission characteristics of a diesel engine using a fuel blend composed of diesel, biodiesel, and fusel oil. In the study, which was carried out by using fuels obtained from different wastes together in a diesel engine. Seven different fuels were prepared for experiments by adding waste cooking oil (30% and 50%) and fusel oil (5% and 10%) by volume to commercial diesel fuel. The tests were carried out on the Lombardini LDW 1003 engine, a three-cylinder diesel engine, at four different engine loads (10, 20, 30, and 40 Nm), and a constant speed (2000 rpm). The experimental results revealed that the use of WCO generally led to increased NOx emissions which generally decreased with the fusel oil addition to the fuel mixture. Considering diesel fuel as a reference at maximum load conditions, there was a 12.63% increase in NOx emissions with 50% WCO. A 2.45% decrease in NOx emissions was achieved by adding 10% fusel oil. Furthermore, HC emissions decreased with the addition of both fusel oil and WCO at all load levels. When diesel fuel is taken as a reference at maximum load conditions, a 90% reduction in HC emissions was achieved by adding 50% WCO, and a 50% reduction in HC emissions was achieved by adding 10% fusel oil. Additionally, when diesel fuel is taken as a reference at maximum load condition, it was observed that a 0.05% increase in the maximum cylinder pressure value with the addition of 50% WCO and a 2.09% increase in the maximum cylinder pressure value with the addition of 10% fusel oil.Öğe The effect of the CO2 ratio in biogas on the vibration and performance of a spark ignited engine(Elsevier Sci Ltd, 2018) Karagoz, Mustafa; Saridemir, Suat; Deniz, Emrah; Ciftci, BurakBeing a renewable fuel, biogas can be produced either through anaerobic digestion from animal manure, inedible seed residue, food waste, agricultural waste, domestic waste and sewage sludge or through thermo-chemical processes. Along with thermal applications, by means of combustion inside an engine, biogas can produce both mechanical and electric energy. Depending on the inertia forces of the active parts and the characteristics of the in-cylinder combustion of the engine, vibration can be quite a big problem because it leads to rapid breakdown of engine parts, noisy operation and decreased performance and power output. The CO2 in biogas is an important compound that affects its lower heating value (LHV), burning characteristics and exhaust emissions. There are a limited number of studies in the literature on the effect of biogas CO2 content on engine vibration. In the present study, a four-cylinder diesel engine was modified to operate with a spark plug and used to detect the effect of the biogas CO2 content on the vibration of the engine. The experiments were carried out with biogas containing 13% and 49% CO2 at 1.5-9 kW with 1.5 kW load increments at a steady 1500 rpm speed. The amplitude of the engine vibration at all three axes increased as the CO2 ratio in the biogas and the engine load increased. On the other hand, by decreasing the CO2 ratio and increasing the engine load, cylinder pressure increased and brake specific fuel consumption decreased. The highest amplitude of engine vibration for all loads was observed at the lateral axis.Öğe Energy, exergy, economic and sustainability assessments of a compression ignition diesel engine fueled with tire pyrolytic oil - diesel blends(Elsevier Sci Ltd, 2020) Karagoz, Mustafa; Uysal, Cuneyt; Agbulut, Umit; Saridemir, SuatEvery year, millions of tons of tire become unusable around the world and waste tire dumps threaten human health and the environment. Therefore, recycling of waste tires has attracted attention recently. In this study, energy, exergy, economic and sustainability analyses of a compression ignition diesel engine fueled with tire pyrolytic oil-diesel blends were performed and the results were compared with that of neat diesel. Tire pyrolytic oil was produced from waste tires with vacuum pyrolysis technique. Hydro-sulfuric acid treatment, vacuum distillation and oxidative desulfurization processes were applied to reduce emission values of tire pyrolytic oil. Tire pyrolytic oil was blended with neat diesel as 10 vol% (TPO10D90), 30 vol% (TPO30D70) and 50 vol% (TPO50D50). The test engine was single-cylinder, four-stroke, naturally aspirated, compression ignition diesel engine and the experiments were conducted for different test engine loads of 3 Nm, 6 Nm, 9 Nm and 12 Nm at constant crankshaft speed of 2000 rpm. The highest energy and exergy efficiencies were obtained for TPO10D90, while the lowest ones were obtained for neat diesel. At 12 Nm, the energy efficiency of test engine was obtained to be 26.89% for neat diesel and 28.15% for TPO10D90, while the exergy efficiency of test engine was found to be 25.19% for neat diesel and 26.36% for TPO10D90. The energy loss per capital investment cost was obtained to be 0.87 x 10(-4) kW/$ for TPO10D90 and 1.03 x 10(-4) kW/$ for neat diesel at 3Nm. At 12 Nm, the highest sustainability index was determined to be 1.358 for TPO10D90, while the lowest sustainability index was 1.337 for neat diesel. Results showed that TPO10D90 had better performance at each test engine load in terms of energy, exergy, economic and sustainability and the increase in tire pyrolytic oil content of blend made the results worse but better than neat diesel. As a conclusion, it can be said that tire pyrolytic oil production from waste tires is important fact from the viewpoint of both waste management and protection of fossil fuel resources depletion. (C) 2020 Elsevier Ltd. All rights reserved.Öğe Environmental pollution cost analysis of a diesel engine fueled with biogas-diesel-tire pyrolytic oil blends(Elsevier - Division Reed Elsevier India Pvt Ltd, 2021) Tunc, Nuri; Karagoz, Mustafa; Ciftci, Burak; Deniz, EmrahFuels obtained from waste in seeking of sustainable and environmentally friendly fuel are promising for internal combustion engines. In this study, an environmental pollution cost analysis was performed for a diesel engine fueled with blends of pyrolytic oil - biogas - neat diesel fuel. Five different test fuels were studied. Neat diesel fuel (DF), the fuel mixture prepared by blending 10% pyrolytic oil to 90% neat diesel fuel by volume (DF90P10). While the DF90P10 fuel was supplied to the engine from the injector, the experiments were carried out with different fuel combinations created by delivering gaseous biogas at constant flow rates of 1, 3 and 5 L/min from the intake manifold (DF90P10B1, DF90P10B3, DF90P10B5). The experiments were carried out in a single-cylinder, air-cooled, direct injection diesel engine, with a constant engine speed of 3000 rpm and four different engine loads ranging from 0.25 to 1 kW, with prepared fuel blends. Fuel consumption, exhaust emissions, exhaust and engine block temperatures were measured to make environmental pollution cost analysis. In these tests, it was found that the DF90P10B1 test fuel performs better results as compared to those of neat diesel fuel which is reference fuel and other test fuels in terms of environmental pollution cost analysis. Pyrolytic oil - biogas - diesel fuel mixtures in variable ratios, can be used as an alternative fuel instead of neat diesel in diesel engines without any engine modifications. (C) 2020 Karabuk University. Publishing services by Elsevier B.V.Öğe Exergetic and exergoeconomic analyses of a CI engine fueled with diesel-biodiesel blends containing various metal-oxide nanoparticles(Pergamon-Elsevier Science Ltd, 2021) Karagoz, Mustafa; Uysal, Cuneyt; Agbulut, Umit; Saridemir, SuatComprehensive exergetic and exergoeconomic analyses of a single-cylinder, four-stroke, naturally aspirated compression ignition (CI) diesel engine were conducted in the present paper. Exergy-based sustainability indicators were also determined in the study. The test engine was fueled with diesel fuel (D100), %90 diesel+10% waste cooking oil methyl ester blend (D90B10), D90B10 with Al2O3 nanoparticle of 100 ppm (D90B10Al(2)O(3)), D90B10 with TiO2 nanoparticle of 100 ppm (D90B10TiO(2)), and D90B10 with SiO2 nanoparticle of 100 ppm (D90B10SiO(2)) nanofuels, separately. The tests were performed at a constant engine speed of 2000 rpm and at varying engine loads from 2.5 to 10 Nm with an increment of 2.5 Nm. As a result, the exergy efficiencies of the test engine for D90B10 and D90B10Al(2)O(3) were determined to be 25.57% and 28.12%, respectively. The lowest cost flow rate of crankshaft work was found to be 0.4247 US$/h at 2.5 Nm, 0.5154 US$/h at 5 Nm for D90B10Al(2)O(3), and 0.6029 US$/h at 7.5 Nm, 0.7253 US$/h at 10 Nm for D90B10SiO(2). At 10 Nm, the highest and lowest sustainability index values were determined to be 1.391 for D90B10Al(2)O(3) and 1.344 for D90B10, respectively. From the perspective of exergy and sustainability, D90B10Al(2)O(3) had the best results. Besides, from the perspective of exergoeconomics, D90B10Al(2)O(3) had the best results at lower engine loads. As a conclusion, it can be said that nanofuels showed better performances compared to neat diesel fuel and diesel-biodiesel blend in the terms of in terms of exergy, exergoeconomics, and sustainability analyzes. Considering all analyses together, it is noticed that Al2O3-doped nanofuel is the best test fuel for this study, and then it is followed by SiO2 and TiO2-doped nanofuels, respectively. (C) 2020 Elsevier Ltd. All rights reserved.Öğe Exergetic and exergoeconomic assessments of a diesel engine operating on dual-fuel mode with biogas and diesel fuel containing boron nitride nanoparticles(Springer, 2024) Uysal, Cuneyt; Agbulut, Umit; Topal, Halil Ibrahim; Karagoz, Mustafa; Polat, Fikret; Saridemir, SuatThis study investigates the exergetic and exergoeconomic analyses of a diesel engine operated on dual-fuel mode with fuelled both diesel fuel-boron nitride nanofuel and biogas purchased commercially. The experiments were performed for diesel fuel, diesel + 100 ppm boron nitride nanoparticle, diesel + 100 ppm boron nitride nanoparticle + 0.5 L min-1 biogas, diesel + 100 ppm boron nitride nanoparticle + 1.0 L min-1 biogas and diesel + 100 ppm boron nitride nanoparticle + 2.0 L min-1 biogas at various engine loads (2.5 Nm, 5.0 Nm, 7.5 Nm, and 10.0 Nm) and fixed crankshaft speed of 1500 rpm. The obtained experimental data were used to realize exergetic and exergoeconomic analyses. Among the fuels considered in this study, diesel + 100 ppm boron nitride nanoparticle nanofuel had the best exergetic and exergoeconomic results. As a result, at engine load of 10 Nm, the exergy efficiency of test engine and specific exergy cost of crankshaft work were obtained to be 29.12% and 124.86 US$ GJ-1 for diesel + 100 ppm boron nitride nanoparticle nanofuel, respectively. These values were 27.35% and 125.19 US$ GJ-1 for diesel fuel, 25.50% and 141.92 US$ GJ-1 for diesel + 100 ppm boron nitride nanoparticle + 0.5 L min-1 biogas, 23.10% and 156.33 US$ GJ-1 for diesel + 100 ppm boron nitride nanoparticle + 1.0 L min-1 biogas, and 21.09% and 171.92 US$ GJ-1 for diesel + 100 ppm boron nitride nanoparticle + 2.0 L min-1 biogas, respectively. It is clear that biogas addition to combustion made worse the exergetic and exergoeconomic performances of test engine. As a conclusion, it can be said that diesel + 100 ppm boron nitride nanoparticle nanofuel can be used as alternative fuel to D100 in terms of exergy and exergoeconomics.Öğe Exergetic, exergoeconomic, and sustainability analyses of diesel-biodiesel fuel blends including synthesized graphene oxide nanoparticles(Elsevier Sci Ltd, 2022) Uysal, Cuneyt; Agbulut, Uemit; Elibol, Erdem; Demirci, Tuna; Karagoz, Mustafa; Saridemir, SuatIn this study, graphene oxide nanoparticles were synthesized and added to 85 vol% diesel + 15 vol% biodiesel (D85B15) blend with amounts of 100 ppm, 500 ppm, and 1000 ppm to prepare D85B15GO100, D85B15GO500, and D85B15GO1000 blends, respectively. The prepared fuels were tested in a compression ignition diesel engine. The experiments were performed on various engine loads ranging from 3 Nm to 12 Nm with intervals of 3 Nm at fixed crankshaft speed of 2400 rpm. The results obtained from the experiments were used in the exergetic, exergoeconomic, and sustainability analyses of test engine. According to the results, D85B15GO100 had the highest exergy efficiency and sustainability index and the second-cheapest specific exergy cost of crankshaft work. As a result, at 12 Nm, the exergy efficiency, specific exergy cost of work produced by crankshaft, and sustainability index values of test engine were 25.82%, 75.82 $/GJ, 1.348 for D85B15, whereas these values were 27.05%, 77.52 $/GJ, 1.371 for D85B15GO100, respectively. Increase in graphene oxide nanoparticle content in the blend led to decrease in the exergy efficiency and sustainability index and increase in the specific exergy cost of crankshaft work. Finally, it can be concluded that D85B15GO100 is optimal fuel compared to the fuels tested in this study.Öğe Exergy, exergoeconomic, life cycle, and exergoenvironmental assessments for an engine fueled by diesel-ethanol blends with aluminum oxide and titanium dioxide additive nanoparticles(Elsevier Sci Ltd, 2022) Agbulut, Umit; Uysal, Cuneyt; Cavalcanti, Eduardo J. C.; Carvalho, Monica; Karagoz, Mustafa; Saridemir, SuatThis study develops energy, exergy, exergoeconomic, exergoenvironmental, and sustainability analyses for a compression ignition (CI) engine fueled with neat diesel (D100), 90 vol% neat diesel + 10 vol% ethanol (D90E10), D90E10 + 100 ppm Al(2)O(3 )nanoparticle (D90E10Al(2)O(3)), and D90E10 + 100 ppm TiO2 nanoparticle (D90E10TiO(2)). The experiments were performed on various engine loads (from 3 Nm to 12 Nm with 3 Nm increments) at a fixed crankshaft speed of 2400 rpm. D90E10Al(2)O(3) showed the best energy, exergy, exergoenvironmental, and sustainability results among all fuels. However, according to exergoeconomic analysis, the lowest cost of crankshaft work was obtained with D100, followed by D90E10Al(2)O(3). This means that D90E10Al(2)O(3) presented better exergoeconomic results than its base fuel D90E10 and D90E10TiO(2) but worse exergoeconomic results than D100. The addition of ethanol to D100 excessively increased the fuel cost. As a result, the crankshaft work cost flow rate is 0.7645 $/h for D100, 1.1123 $/h for D90E10, 1.1069 $/h for D90E10Al(2)O(3) and 1.1338 $/h for D90E10TiO(2). Similarly, the environmental impact rate of work is 250.8 mPt/h for D100, 264.2 mPt/h for D90E10, 245.6 mPt/h for D90E10Al(2)O(3 )and 248.7 mPt/h for D90E10TiO2. Increments in the engine load have led to increases in all environmental impact rates due to higher fuel consumption but caused a decrease in the environmental impact rate per exergy unit. In conclusion, it is well noticed that fuel blends with nanoparticles can be used as alternative fuels to their base fuels, but D100 (or an equivalent lower-cost fuel than D100) should be selected for cost-effectiveness purposes.Öğe An experimental assessment of combustion and performance characteristics of a spark ignition engine fueled with co-fermentation biogas and gasoline dual fuel(Sage Publications Ltd, 2022) Agbulut, Umit; Aydin, Mustafa; Karagoz, Mustafa; Deniz, Emrah; Ciftci, BurakNatural gas, biogas and alcohols are alternative fuels for spark ignition engines which can be used for reducing exhaust emissions and improving performance metrics. At the first stage of the study, a pilot scale biogas system was built, and biogas was produced from a mixture of manure and water called slurry, consisting of 40% cattle manure, 35% water, 17% whey and 8% poultry manure by co-fermentation method. Scrubbing and desulfurization were applied to remove the harmful gasses (CO2, H2S) from the produced biogas in two stages. In the end of the purification process, biogas with a CH4 content of 51%, 57% and 87% was produced. In the second stage, these biogas fuels were used in an SI engine, and their impacts on performance and combustion characteristics were investigated experimentally. A 4-cylinder, 4-stroke, water cooled SI engine with an 11:1 compression ratio was used in the experiments. Tests were conducted at various loads and constant speed. Results showed that daily amount of mean biogas production has reached 1.6 m(3)/day and biogas methane content has reached 72%. In engine tests, as the methane ratio in biogas increases, cylinder pressure and exhaust temperature values increase and brake specific fuel consumption decreases.Öğe Experimental assessment of the influences of liquid-solid-gas fuel blends on DI-CI engine behaviors(Elsevier, 2022) Polat, Fikret; Yesilyurt, Murat Kadir; Agbulut, Umit; Karagoz, Mustafa; Saridemir, SuatThis study aims to deeply investigate the effects of the boron nanoparticles reinforced diesel fuel along with various biogas (BG) flow rates (0.5, 1, and 2 L/min) on the engine performance and emission characteristics of a diesel engine. The tests were carried out using a single-cylinder, four-stroke, direct injection, compression-ignition engine at a constant engine speed of 1500 rpm and under the varying engine loads from 2.5 to 10 Nm with gaps of 2.5 Nm. In the results, it is seen that EGT started to decrease in both the addition of boron nanoparticles and the addition of biogas compared to that of conventional diesel fuel (DF). EGT reduced by 8.6% for DF+Boron test fuel, 14.4% for DF+Boron+ 0.5 BG, 21% for DF+Boron+ 1 BG, and 23.4% for DF+Boron+ 2 BG. Compared to diesel fuel, CO, NOx, and HC emissions decreased with the addition of nanoparticles at all loads. However, as the amount of biogas increased, CO and HC emissions increased, but NOx emissions decreased. CO emission dropped by 22.2% for DF+Boron test fuel, however, increased to be 5.6%, 16.7%, and 36.1% for DF+Boron+ 0.5 BG, DF+Boron+ 1 BG, and DF+Boron+ 2 BG respectively. NOx emission reduced by 4.9%, 8.6%, 10.7%, and 14.8% for DF+Boron, DF+Boron+ 0.5 BG, DF+Boron+ 1 BG, and DF +Boron+ 2 BG respectively. In comparison to that of conventional DF, the brake specific fuel consumption (BSFC) value decreased by 8.42% for DF+Boron test fuel due to high energy content of nanoparticles, but it increased by 10.94% for DF+Boron+ 0.5 BG, 28.01% for DF+Boron+ 1 BG, and 60.2% for DF+Boron+ 2 BG. In addition, brake thermal efficiency BTE value increased by 8.04% for boron-added test fuel, but it declined by 9.41% for DF+Boron+ 0.5 BG, 19.38% for DF+Boron+ 1 BG, and 32.2% for DF+Boron+ 2 BG as compared to that of DF. In the conclusion, it is noticed that the engine characteristics have worsened by the introduction of biogas into the cylinder, but these worsened characteristics can be improved with the presence of boron nitride nanoparticles. (c) 2022 Institution of Chemical Engineers. Published by Elsevier Ltd. All rights reserved.Öğe An experimental assessment on dual fuel engine behavior powered by waste tire-derived pyrolysis oil - biogas blends(Elsevier, 2022) Karagoz, Mustafa; Polat, Fikret; Saridemir, Suat; Yesilyurt, Murat Kadir; Agbulut, UmitThis paper is intended to investigate the usability of waste tire pyrolysis oil along with diesel and biogas dual fuel in the CI engines. In this framework, the waste tire chips are firstly pyrolyzed in the study, and then are volumetrically blended into the conventional diesel fuel (DF) at the ratio of 20%. The biogas flow rate changes as 0.5, 1, and 2 L/min when the engine is fuelled by P20 test fuel. Throughout the experiments, the engine runs at a fixed engine speed of 1500 rpm under 2.5, 5, 7.5 and 10 Nm. In the results, it is noticed that the unburnt emissions such as CO and HC considerably increases with the presence of pyrolysis oil and biogas in the cylinder due to the lack of oxygen and lower heating value of these fuels. However, the NOx firstly rises with the dieselpyrolysis oil blends by 2.21% but then pulls back with the introduction of biogas to the combustion chamber. It drops by 2.29%, 4.93%, and 11.14% for P20 + 0.5 BG, P20 + 1 BG, and P20 + 2 BG test fuels, respectively in comparison to that of DF. On the other hand, the engine performance worsens with the pyrolysis oil due to the lower energy content. Accordingly, the increment on BSFC is found to be 9.28%, 25.15%, 42.51%, and 67.68%, and the reduction on BTE is found to be 8.47%, 17.72%, 25.52%, and 33.48% for P20, P20 + 0.5 BG, P20 + 1 BG, and P20 + 2 BG test fuels, respectively. It is concluded that even if they worsen the engine performance and exhaust emissions, the burning of waste products in the forms of pyrolysis oil and biogas as fuel substitutions in CI engines seems a very promising way in terms of waste management, disposal the huge volume of waste products from the nature, and protection of rapidly depletion fossil fuel reserves.Öğe AN EXPERIMENTAL INVESTIGATION OF BIOGAS PURIFICATION WITH GRANULATED SLAG UNDER DIFFERENT PRESSURES(Health & Environment Assoc, 2017) Karagoz, Mustafa; Tunc, Nuri; Ciftci, Burak; Deniz, EmrahBiogas, with its production and energy potential, is an important renewable energy source for the developing renewable energy market. Biogas is a type of fuel that is produced from the biochemical degradation of biomass. It has a density similar to oxygen and before the biogas can be used, it is necessary to remove the contaminant gas content. Biogas is a gas obtained by degradation of biological wastes in an anaerobic environment. The contaminants in the biogas can decrease the lower heating value of the fuel and also cause corrosion and rust in the equipment and components used. Therefore, before using biogas, it is necessary to remove contaminants in it. In this study, biogas has been produced from animal waste by co-fermentation method. In order to purify the produced biogas from the pollutant gases, the effect of granular slag (an iron steel plant waste) in H2S removal from the biogas, has been investigated experimentally for different pressures. Experiment results gave an average amount of biogas production of 1.6 m(3) / day and methane (CH4) content reaching up to 71%. At the end of the process, it was determined that the 278 ppm H2S value of the biogas measured before entering the purification tower with slag material was purified with a ratio of 31% and decreased to 192 ppm without significant loss of methane.Öğe Experimental investigation of fusel oil (isoamyl alcohol) and diesel blends in a CI engine(Elsevier Sci Ltd, 2020) Agbulut, Umit; Saridemir, Suat; Karagoz, MustafaThe present paper details an experimental investigation of the combustion behaviours, exhaust emission and performance characteristics of a single-cylinder diesel engine fueled with fusel oil-diesel blends of volumetrically 10%, 15% and 20% into neat diesel fuel (F0) separately. Under steady-state conditions, the tests were performed at constant engine speed (2000 rpm), and four different engine loads (2.5, 5, 7.5 and 10 Nm). The results showed that CO and NOx emissions significantly reduced down to 52% and 20%, respectively with an increasing percentage of the fusel oil in the fusel oil-diesel blends. However, HC gradually increased up to 40% with the addition of fusel oil. With respect to the performance of the engine, the lowest BSFC and the highest BTE were seen in F0 test fuel owing to the higher heating value of F0. On the other hand, duration in ignition delay (ID) of fusel oil-diesel blends was longer than that of F0 due to the lower cetane number of the fusel oil. The maximum in-cylinder pressure (CPmax) and maximum heat release rates (HRRmax) of fusel oil containing fuels is higher in comparison with diesel fuel owing to the longer ID and oxygen atoms of excessive fusel oil. The combustion characteristics of fusel oil-diesel blends closely followed those of neat diesel fuel.Öğe An experimental study on a novel defrosting method for cold room(Pergamon-Elsevier Science Ltd, 2021) Abdulla, Mahade Omran Ali; Deniz, Emrah; Karagoz, Mustafa; Guruf, GursahRefrigeration systems can be blocked by frost accumulating on the evaporator, when they operate at a temperature below the dew point of air and the freezing point of water. Therefore, a defrost process that consumes extra energy needs to be started from time to time. Conventional defrosting methods require energy and time to complete, which reduce the refrigeration efficiency and cause a temperature fluctuation in the storage room during the defrosting process. In this study, a new type of defrosting is used in order to reduce the energy needed for defrosting, improve refrigeration efficiency and decrease temperature fluctuations, which utilize the heat from the liquid refrigerant to defrost the evaporator using two evaporators and a four-way valve. When one of the evaporators cools the room, the other is used for sub-cooling the refrigerant before entering the cooler evaporator. The sub-cooling process provides defrosting of the second evaporator. When the cooler evaporator requires defrosting, the four-way valve reverses the cycle, and the second evaporator becomes cooler. The first evaporator then becomes the sub-cooler to be defrosted. A cold room with this concept was built and tested experimentally together with a conventional cooling system. Energy, exergy, economic and environmental (4E) analyses of both systems were made and the results were compared. The results show that the new method can perform the defrosting process using the energy dissipated from the sub-cooling refrigerant without using any external power source and improve refrigeration efficiency by 12%. Moreover, this new system does not interrupt the cooling process during defrosting process as the conventional systems do. Temperature fluctuations also decrease by about 60% following this method.Öğe Impact of various metal-oxide based nanoparticles and biodiesel blends on the combustion, performance, emission, vibration and noise characteristics of a CI engine(Elsevier Sci Ltd, 2020) Agbulut, Umit; Karagoz, Mustafa; Saridemir, Suat; Ozturk, AhmetWith the burning of 1 L of diesel fuel, approximately 3 kg of greenhouse gas is released into the atmosphere. Therefore, it is of great importance to reduce emissions with some additives in diesel engines. This study deals with the impacts of blends of waste cooking oil methyl ester and various metal-oxide based nanoparticles on the emission, combustion, performance, vibration and noise characteristics of a single-cylinder diesel engine. The test engine was loaded at different engine loads of 2.5, 5, 7.5 and 10 Nm and a constant engine speed of 2000 rpm. In this investigation, various fuels [called as reference diesel (D100), 10 vol% of waste cooking oil methyl ester (B10), and finally the mass fractions of 100 ppm aluminium oxide (B10Al(2)O(3)), titanium oxide (B10TiO(2)) and silicon oxide (B10SiO(2)) into the B10, separately] were tested. The addition of metal-oxide based nanoparticles has firstly increased the viscosity, cetane number, and heating value of biodiesel. Higher oxygen atoms in biodiesel-nanoparticles blends have improved the quality of the combustion process. Higher peak point in CPmax and HRRmax could be reached in these nano fuels due to their lower cetane numbers than that of D100. CO, HC and NOx emissions were significantly reduced with the blending of nanoparticles and biodiesel in comparison with those of D100. The addition of nanoparticles highly improved engine performance. B10 had the lowest thermal efficiency due to its heating value, but its efficiency was converted to the highest one with the addition of nanoparticle. In conclusion, this study is suggesting that the addition of metal-oxide based nanoparticles into biodiesel blends can give better results than using biodiesel alone for diesel engines.Öğe Investigation of performance and emission characteristics of an CI engine fuelled with diesel - waste tire oil - butanol blends(Elsevier Sci Ltd, 2020) Karagoz, MustafaThe present paper has focused on the impact of the n-butanol addition into the waste fire pyrolysis oil and diesel fuel (TDF). Tests were performed on a single-cylinder, and direct injection diesel engine. In the study, the engine load varied from 500 to 1250 W with an interval of 250 W. In the results, engine emission, and performance characteristics were comprehensively discussed. The paper showed that the usage of high rates of TDF in the fuel highly increased the emissions of NOx, CO, and HC. However, with the addition of high rate n-butanol in the ternary blends, it is possible to draw back the increased amounts of these emissions. On the other hand, brake specific fuel consumption (BSFC) was also decreased with the high rates of n-butanol into TDF blend, and brake thermal efficiency (BTE) was improved due to superior calorific value, density, viscosity and oxygen atoms in n-butanol as compared that those of TDF blend. NOx was higher in high rates of TDF blend; however, the addition of n-butanol ensured a drop in NOx emission, while CO was lower for neat diesel fuel at all engine load. On the other hand, HC emission was remarkably decreased with the waste fire oil and butanol addition in comparison with that of neat diesel fuel. In the conclusion, the present paper showed that the binary form of waste fire pyrolysis oil and diesel fuel blends can be used in a CI engine with no modification and the emission and performance characteristics can be improved using an alcohol additive into the waste fire oil-diesel blend.Öğe Waste to energy: Production of waste tire pyrolysis oil and comprehensive analysis of its usability in diesel engines(Elsevier Sci Ltd, 2020) Karagoz, Mustafa; Agbulut, Umit; Saridemir, SuatIn the present paper, the waste vehicle tire chips were pyrolyzed to be achieved their liquid oil forms and then they were blended at different percentages (0%, 10%, 30% and 50% by volume) into neat diesel fuel (DF). Tests were conducted on a single-cylinder diesel engine at four different engine loads (3, 6, 9 and 12 Nm) under a constant engine speed of 2000 rpm. Then the performance (BSFC, BTE), combustion, emission (CO, NOx, and HC), vibration and noise characteristics to observe the influence of the addition of waste tire pyrolysis liquids (TPL) within diesel fuel were investigated experimentally. Since the heating value of TPL was lower than that of diesel fuel, BSFC gradually increased and BTE reduced with increase in TPL content of the TPL-diesel blend at all engine loads. On the other hand, it is seen that the ignition delay of the TPL-diesel blends is longer than that of DF owing to the low cetane number of TPL. The peak points of the maximum heat release rate (HRRmax) and maximum in-cylinder pressure (CPmax) were, therefore, higher in TPL-diesel blends. Additionally, both higher HRR and CP triggered to increase both vibration and noise levels in these fuels. Besides, the carbon and oxygen content of TPL produced have partially close to neat diesel fuel but hydrogen content is higher in diesel fuel. That is why a significant variation on CO was not observed among test fuels. However, NOx emission slightly increased and HC emission highly and gradually reduced with increase in TPL content of the blends. In conclusion, this paper highlights that usage of TPL can alternatively be blended into diesel fuel (up to 50%) without any modifications and presented promising results for the solution to both the waste management and depleting fossil fuels.
