Renewable Energy Review Overview

Renewable & Sustainable Energy
Reviews
Manuscript Draft
Manuscript Number: RSER-D-16-02436R1
Title: Comprehensive Overview on Diesel Additives to Reduce Emissions,

Enhance Fuel Properties and Improve Engine Performance
Article Type: Review Article
Section/Category: Bioenergy
Keywords: Diesel fuel, Engine performance, Fuel properties, Oxygenated

additives, Reduced emissions
Abstract: The present review investigates modification of diesel fuel

formulation and development of a new model to enhance engine performance,
improve fuel properties and reduce exhaust emissions. Emissions arising
from the fuel can be controlled by blending an oxygenated fuel (renewable
fuel) with the diesel fuel. The blending oxygenated fuels namely
Methanol, Ethanol, and n-Butanol are examined in addition to their
effects. This review paper studies the implication of different torques
and various engine speeds. In some conditions, it can even cause an
increase in the content of carbon monoxides (CO), carbon dioxide (CO2)
and nitrogen oxides. This review showed that the engine speed has a
negative effect on all of the air pollutants, so that increasing of the
engine speed leads to reduction of the air pollutants. However, the
engine load gives rise to most exhaust emissions. Adding the oxygenate
fuels increases brake specific fuel consumption (BSFC), while brake
thermal efficiency (BTE) decreases. In some researches, a nano-metal
additive has been used in the fuel for improving the engine performance.
In case of using the nano-metal additives to the diesel fuel (a nano-
metal with small thermal conductivity coefficient), the engine
performance is seen increased.
Response to Reviewers:
Islamic Azad University
Dear Prof. Lawrence Kazmerski

Editor-in-Chief of Renewable & Sustainable Energy Reviews
National Renewable Energy Laboratory (NREL), Golden, Colorado, USA
Dear Prof.:
I would like to thank you for your kind attention toward our manuscript
and sending us the review results on our manuscript entitled
Comprehensive Overview on Diesel Additives to Reduce Emissions, Enhance
Fuel Properties and Improve Engine Performance. Indeed, I would like to
thank all the reviewers for their time and efforts for reviewing our
manuscript in details and providing useful suggestions toward improving
the manuscript in the revised format. You may kindly find appended our
response to the reviewers. We have tried our best to address the points
raised by the reviewers and have applied necessary changes in the revised
version wherever required in order to maintain the high standard of the
publication. We believe the findings and the outcomes, particularly on
the aspect of optimization of fuel formulation, properties and combustion
performance, presented in this manuscript can be very useful for the
researchers in the renewable and sustainable energy and fuel field and
also for industrial applications, as also expressed by two reviewers.
I would appreciate your kind consideration toward publication of this
manuscript in Energy Conversion and Management journal.
Sincerely,
Dr. Vahid Pirouzfar
Department of Chemical Engineering,
Islamic Azad University, Central Tehran Branch,
P.O. Box: 14676 8683, Tehran, Iran,
Tel: +98-912-2436110,
Email: v.pirouzfar@iauctb.ac.ir
pirozfar@gmail.com
HomePage: http://v-pirouzfar-chemeng.iauctb.ac.ir/faculty/en
https://sites.google.com/site/processiau/about-
me
ORCID: http://orcid.org/0000-0002-2862-008X
Point-to-point response to the reviewers comments:
Reviewer #1:
The submitted manuscript studies the implications of adding oxygen-
containing fuels (alcohols) and additives to fossil-driven fuels for the
engine performance and emission reduction. While it is an important
research area, there are several major deficiencies that limit my support
toward publication of the manuscript:
[Authors would like to express their thanks to the reviewer for his/her
time on evaluation of this manuscript. From the comments provided it is
clear that the reviewer is expert in the field].
1. The review is not critical and the presented materials are only
discussed at a high level. For example, 50% of the references are covered
in the first two pages (i.e., the introduction section).
In addition, some of observations are not fully explained, Example:
* Page 5 "ethanol additionincreases safety of the fuel", why and
how?!
Response: With thanks for the suggestion, the sentence corrected as
fallow:
The combination of various alcohols including ethanol and diesel fuel, in

addition to creating a clean fuel because it could decrease of air
pollution [54]
Some references seem to be irrelevant. For example:

* "Rakopoulos et al. [80] worked on adding ethanol to the diesel
fuel. Their study indicated that increasing of the engine speed, improves
the fuel efficiency in the engine." It is correct that engine's speed
have direct effect on the fuel performance but this is a general
observation regardless of the type of the fuel. The next statement "Most
studies using biodiesel blends report increased BSFC at all operating
conditions [81-83]." does not elaborate on the performance of each
additive and the cause of the increase in BSFC.
Response: With thanks to the reviewer for highlighting the point, the
correction was implemented as follow. Please refer to the following
paragraph which is added on the page 10 of the revised manuscript:
Rakopoulos et al. [82] worked on adding ethanol to the diesel fuel.
Their study indicated that increasing of the engine speed has a direct
effect on BSFC. And BSFC could improve by increasing of engine speed.
Most studies using biodiesel blends report increased BSFC at all
operating conditions. While engine speed increase, the chance for
completing of fuel increased. This means the increase of efficiency of
fuel in the engine that means increase of BSFC [83-88].
2. I think there is an important missing element in the review.

Since the discussed alcohols are mostly biomass-driven and renewable
fuels, their true environmental performance should be considered using
life cycle analysis including the emissions at different production
stages (planting, harvesting, processing and distribution). The authors
should review the GHG emissions of the fuel blends and their implications
for end-use.
Response: the suggestion was implemented with thanks to the reviewer for
highlighting the point. A copy these discussions are provided as follows:
A greenhouse gas (GHG) is a gas in an atmosphere that emits and absorbs

radiation through the thermal infrared range. This mechanism is the basal
cause of the greenhouse impact. Increase of greenhouse gases (GHG) from
indirect land-use change affected by crop-based biofuels have taken
center stage in the aspect over the character of biofuels in energy
security and environment policy. The main greenhouse gases in the
atmosphere of earth are nitrous oxide, carbon dioxide, ozone, methane,
and water vapor. Without greenhouse gases, Earth temperature would be
about 18 C, rather than the present average of 15 C. Ebner et al [160]
studied the effect of a novel mechanism for converting food waste to
ethanol. They showed that when the avoidance of landfill emissions is
accounted, the process shows an improvement over conventional gasoline or
ethanol with respect to GHG emissions. Their results illustrate that the
apply of readily convertible, industrial food waste or source-separated
commercial as a feedstock for ethanol offers good potential for GHG
reduction.
3. A critical review also results on identification of potent

research areas. This is the most important element of any review and is
totally missing.
Response: with thank to the reviewer for this recommendation, the
manuscript was revised and rewritten accordingly and hope it now meets
the reviewers expectation. Please refer to the following paragraphs
which are added on the revised manuscript:
The decrease of air pollutions are major factor for future research. In
the future should research new models that lead fuel to very lower soot
emissions.
Optimization of energy and cost optimization are the other factors that
have important situation in the future studies.
Using new nitrogenate and nano additives to diesel fuel for improve
chemico-physical and increase of engine performance of diesel fuel.
Future studies should using new models that could improve the quality of
research about diesel fuel.
Effect of preheating of fuel on combustion characteristics, pollutions
and engine performance can be studied.
Influence of nitrogenate additives or additives that knew as cetane
number improver on engine performance and air pollutions.
In recent years, the use of nano metal as additives in diesel fuel
improves the chemico-physical properties, such as high thermal
conductivity, mass diffusivity, and ratio of surface area/volume, when
blended in any base fluid medium. Based on the previous research, it is
found that nano metal additives with biodiesel, diesel and blends improve
the kinematic viscosity, flash point, and other properties, owing to upon
the volume of the nano metal additives [163].
Selvanetal. [162] research the experimental investigation in two phases,
to study emission characteristics and the performance of a CI engine,
when using cerium oxide nano particles as nano additives in diesel
biodieselethanol blends and pure diesel. In the first phase of their
experiments research, the stability of diesel biodieselethanol fuel
blends and pure diesel with the blending of cerium oxide nano particles
was analyzed, and in the other phase, the performance characteristics
were studied. The improvement in brake thermal power and reduction in
ignition delay are reported.
Goldsborough et al [161] worked on effect of an Alkyl nitrate that is 2-
ethyl-hexyl nitrate as a Cetane number improver. They showed that this
nitrogenate additives has a high effect on improve of Cetane number.
Kannan et al [164] studied the effect of blending ferric chloride as a
nano additives to diesel fuel on emissions. They reported that blending
this nano additives cause to decrease of smoke, UHC and carbon monoxide
emissions, but increase of NO and carbon dioxides emissions.
In the work of Mirzajanzadeh et al [165] mixture (homogenous) amide-
functionalized MWCNTs were applied as support for CeO2 as the catalytic
and the hybrid catalyst (CeO2-MWCNTs) was blended to the dieselbiodiesel
blends (B5and B20) at three different concentrations. CeO2 nano particles
owing to their decreasing impact on peak temperature in the combustion
chamber resulted in decreased production of nitrogen oxides (NOx).
4. Unless, the authors improve the manuscript grammar and style

dramatically, I strongly recommend against its publication. Maybe, it is
could be a good paper in Persian, but the current presentation reads very
very bad in English. There are grammatical and style mistakes in every
sentence.
Response: Authors would like to express their thanks to the reviewer for
his/her time on evaluation of this manuscript. We have revised carefully
and tried responsibility to present their papers in good command of
English which can be understood by the journal's readership without
difficulty. In addition, we have asked several colleagues who are skilled
authors of English language papers to check the English. We believe that
the language is now acceptable for the publication process.
The authors must revise the manuscript thoroughly and preferably using a
professional service. Here, are some examples only from the abstract:
* This research is one of the recent studies that have been done on
[suggestion: "the present review investigates"] modification of diesel
fuel formulation and.
Response: Thank you for this direction, the correction was made.
* This review paper examined on [wrong choice of word and tense,

suggestion "studies the implications of"] different torques and at
various engine speeds [on]
Response: With thanks for the comment, the correction was made.
* In some conditions, it has even caused [wrong tense, "can even

cause"] an increase in the carbon oxide emissions, carbon oxides (CO and
CO2) and nitrogen oxides.
Response: This is another good point, the suggestions were implemented.
* Adding the oxygenate fuels increase[s] brake specific fuel

consumption (BSFC), while brake.
Response: We agree with your assessment, the suggestions were
implemented.
* In some researches, a nano-metal additive is used in the fuel for

increasing the engine performance. When [replace with "In the case of"]
using the nano-metal additives to the diesel fuel (a nanometal with small
thermal conductivity coefficient), the engine performance increases.
[combined the two sentences and remove the "waffle" words, i.e., those
which do not carry any important information]
Response: We are in agreement with the comments of the Reviewer, the
correction was made.
Other comments:
* Table 1 does not contain all the discussed alcohols. The
properties of the additives and their interrelations with the blend
performance should be discussed in details.
Response: You raise a very valid point, this table was revised.
Properties Pure diesel Ethanol n-Butanol Methanol

Cinematic viscosity at 40 (cm2 /s.10-6 ) 3.35[11] 1.2[80]
3[11] 0.75[3]
Density at 20c (kg/m3 ) 837[68] 788[68] 810[48] 790[3]
Cetane number 50[68] 5-8[68] 25[48] 3-5[3]
%oxygen molecules 0[68] 34.8[68] 21.6[48] 50[3]
C/H 0.45[3] 0.33 [3] 0.4[3] 0.25[3]
Flash point (c) 45[52] 13-14[5] 35-37[5] 11[3]
Boiling point(c) 180-360[67] 78[67] 118[47] 64.7[3]
Latent energy(kj/kg) 250[67] 840[67] 585[47] 1100[3]
* A matrix table summarizing the implications of alcoholic

additives (rows) on various fuels, e.g., Diesel, and Gasoline (columns)
can help the readers.
Response: With thanks for the recommendation, the correction was
implemented.
NOX HC CO BSFC Power Pressure speed Additive (%) Oxygenate

additive Ref no. Researcher
(kW) (kpa)
- 235ppm 4.8 v.d% 260 g/kw 20.5 - 2000 5 Ethanol
157 Najafi et al
- 137ppm 2.55 v.d% 250 g/kw 38 - 3500 15 Ethanol
1400 ppm 310 ppm - 370 g/kw 22.5 300 - 0

Isopropanol 158 Li et al
+But+Eth
1230 ppm 282 ppm - 395 g/kw 23.5 300 - 30
Isopropanol
+But+Eth
1720 ppm 343 ppm - 330 g/kw 26.5 500 - 0
Isopropanol
+But+Eth
1490 ppm 295 ppm - 355 g/kw 27.8 500 - 30
Isopropanol
+But+Eth
- 365 ppm 8.7% - 1.33 - 2700 0 N-Butanol 159
Alfasakhany
- 301 ppm 6% - 1.265 - 2700 3 N-Butanol
- 275 ppm 5.5% - 1.3 - 2700 10 N-Butanol
- 252 ppm 3.9% - 1.66 - 3400 0 N-Butanol
- 238 ppm 3.5% - 1.52 - 3400 3 N-Butanol
- 220 ppm 2.25% - 1.57 - 3400 10 N-Butanol
* Some abbreviations need to be explained first, e.g., HC (unburned

hydrocarbons?)
Response: Thank you for the valuable recommendation, the correction was
made.
* The references and tables should be adapted to the RSER style.

Please refer to the Guide for authors.
Response: Thanks for raising this important point, the correction was
made.
* The number of "relevant references" should be increase

significantly to match the standards of RSER.
Response: Many thanks for this direction. According to your kind

suggestion, we have now included further references (more than 20
references) and explanations about fuel additives and engine performance
and other subject.
Reviewer #2:
1. The authors have reviewed lots of papers which support the manuscript
as per the proposed title. The information do not seem to be new as per
the latest trends but I encourage the efforts put by the authors by
making different combinations to improve the engine performance with
reduced emission.
[We would like to thank the reviewer for their time and efforts for
reviewing our manuscript in details and providing useful suggestions
toward improving the manuscript in the revised format. You may kindly
find the revised and modified version of the manuscript. We have applied
necessary changes in the revised version wherever required in order to
maintain the high standard of publication].
2. In "Abstract", carbon oxide emissions should be corrected by

carbon monoxide (CO) and the contents are scattered to highlight the
objective(s) of the manuscript.
3. Formatting is a little issue with the manuscript.

Response: With thanks for the suggestion, the correction was implemented.
4. Conclusions should be brief although it is summarised well.
Response: with thank to the reviewer for this recommendation, the

conclusion section was revised and rewritten accordingly and hope it now
meets the reviewers expectation. Please refer to the following
paragraphs which are added on the revised manuscript:
1) Adding alcohols is necessary to reduce the soot content and if one
wishes to reduce the soot content even more, an alcohol of higher oxygen
content must be used.
2) Adding alcohols at certain temperatures creates a two-phase
composition. To solve this problem one should use additives which act
like an interface between the pure diesel fuel and the alcohol and
prevent formation of a two-phase fuel at any temperature.
3) If there is some situation in which no third additive can be used, one
could use normal butanol, because n-botanol has high cetane number. These
properties cause the n-botanol combined with the diesel fuel do not
become two-phase.
4) If the produced fuel has high percentage of oxygen, the amount of NOX
distribution grow, and of course if the percentages of oxygen is low, the
amount of soot spread increases. In order to control the dispersion
ratio, it should be tried to make a proportion between oxygen and these
two pollutants, but it must be said that the first priority is soot
reduction.
5) In addition to application of alcohols for the purpose of soot
reduction, it is possible to use the low-percent alcohols to reduce the
HC dispersion ratio, because the low-percent alcohols increase the
required temperature for occurrence of the micro-explosions.
6) Combustion noise radiation during an acceleration transient event,
like the one experienced continuously during a daily driving, has been
found to be enhanced when a normal blend is used, although no results are
available for methanol and ethanol.
5. Some data mentioned in Table 2 are mismatched with respect to the

discussion; but not all.
6. Add latest reference(s), if possible.

Response: Many thanks for this direction. According to your kind
suggestion, we have now included further following references and
explanations about fuel additives and engine performance and other
subject.
1. S.S. Goldsborough, M.V. Johnson, C. Banyon, W.J. Pitz, M.J.

McNenly. Experimental and modeling study of fuel interactions with an
alkyl nitrate Cetane enhancer, 2-ethyl-hexyl nitrate. Proceedings of the
Combustion Institute 2015;571-79.
2. A. Elfasakhany. Engine performance evaluation and pollutant
emissions analysis using ternary bio-ethanoleiso-butanolegasoline blends
in gasoline engines. Journal of Cleaner Production 2016;139:1057-67.
3. G. Najafi, B. Ghobadian , A. Moosavian , T. Yusaf , R. Mamat , M.
Kettner ,W.H. Azmi. SVM and ANFIS for prediction of performance and
exhaust emissions of a SI engine with gasolineethanol blended fuels.
Applied Thermal Engineering 2016;95:186203.
4. Y. Li, L. Meng, K. Nithyanandan , T. H. Lee, Y. Lin, C.F. Lee, S.
Liao. Combustion, performance and emissions characteristics of a spark-
ignition engine fueled with isopropanol-n-butanol-ethanol and gasoline
blends. Fuel 2016;184:86472.
5. Evangelos G.G, Dimitrios C. R, Constantine D. R. Combustion noise
radiation during dynamic diesel engine operation including effects of
various biofuel blends: A review. Renewable and Sustainable Energy
Reviews 2016;54:1099-1113.
6. H. Soukht Saraee, H. Taghavifar, S. Jafarmadar, Experimental and
numerical consideration of the effect of CeO2 nanoparticles on diesel
engine performance and exhaust emission with the aid of artificial neural
network. Applied Thermal Engineering 2017;113: 66372.
7. J. Sadhik Basha. Impact of Carbon Nanotubes and Di-Ethyl Ether as
additives with biodiesel emulsion fuels in a diesel engine an
experimental investigation. Journal of the Energy Institute 2016;xxx:1-
15.
8. Harish V, Venkataramanan M. Influence of diethyl ether (DEE)
addition in ethanol-biodiesel-diesel (EBD) and methanol-biodiesel-diesel
(MBD) blends in a diesel engine. Fuel 2017;189:377-90.
9. T. Shaafi, K. Sairam, A. Gopinath, G. Kumaresan, R. Velraj. Effect
of dispersion of various nano additives on the performance and emission
characteristics of a CI engine fuel led with diesel, biodiesel and
blendsA review. Renewable and Sustainable Energy Reviews 2015;49:56373.
10. G.R. Kannan, R. Karvembu, R. Anand. Effect of metal based additive
on performance emission and combustion characteristics of diesel engine
fuelled with biodiesel. Applied Energy 2011;88:3694703.
11. Mehrdad M, Meisam T, Mehdi A, Alimorad R, Barat G, Mohammad B,
Mohammad P . A novel soluble nano-catalysts in dieselbiodiesel fuel
blends to improve diesel engines performance and reduce exhaust
emissions. Fuel 2015;139:37482.
7. Please scan your paper for possible similarities to already

published work (e.g., Fayyazbakhsh and Pirouzfar, "Investigating the
influence of additives-fule on diesel . . . " and same authors,
"Determining the optimum conditions for modified diesel . . . " Even if
this is your work, direct copying of materials is not allowed--and if
this is the case, you should re-write. Thank you
Fayyazbakhsh. A, Pirouzfar, V. Investigating the influence of additive-

fuel on diesel engine performance and emissions: Analytical modeling and
experimental validation Fuel, 2016, 171, 167-77.
Fayyazbakhsh. A, Pirouzfar. V. Determination of the Optimum Conditions

for Modified Diesel Fuel Combustion Considering its Emission, Properties
and Engine Performance. Energy Conversion and Management 2016, 113, 209-
19.
Detailed Response to Reviewers
Islamic Azad University
Dear Prof. Lawrence Kazmerski

Editor-in-Chief of Renewable & Sustainable Energy Reviews
National Renewable Energy Laboratory (NREL), Golden, Colorado, USA
Dear Prof.:
I would like to thank you for your kind attention toward our manuscript and sending us the review
results on our manuscript entitled Comprehensive Overview on Diesel Additives to Reduce
Emissions, Enhance Fuel Properties and Improve Engine Performance. Indeed, I would like
to thank all the reviewers for their time and efforts for reviewing our manuscript in details
and providing useful suggestions toward improving the manuscript in the revised format. You
may kindly find appended our response to the reviewers. We have tried our best to address
the points raised by the reviewers and have applied necessary changes in the revised version
wherever required in order to maintain the high standard of the publication. We believe the
findings and the outcomes, particularly on the aspect of optimization of fuel formulation,
properties and combustion performance, presented in this manuscript can be very useful for
the researchers in the renewable and sustainable energy and fuel field and also for industrial
applications, as also expressed by two reviewers.
I would appreciate your kind consideration toward publication of this manuscript in Energy
Conversion and Management journal.
Sincerely,
Dr. Vahid Pirouzfar
Department of Chemical Engineering,
Islamic Azad University, Central Tehran Branch,
P.O. Box: 14676 8683, Tehran, Iran,
Tel: +98-912-2436110,
Email: v.pirouzfar@iauctb.ac.ir
pirozfar@gmail.com
HomePage: http://v-pirouzfar-chemeng.iauctb.ac.ir/faculty/en
https://sites.google.com/site/processiau/about-me
ORCID: http://orcid.org/0000-0002-2862-008X
Point-to-point response to the reviewers comments:
Reviewer #1:
The submitted manuscript studies the implications of adding oxygen-containing fuels (alcohols) and
additives to fossil-driven fuels for the engine performance and emission reduction. While it is an
important research area, there are several major deficiencies that limit my support toward publication
of the manuscript:
[Authors would like to express their thanks to the reviewer for his/her time on evaluation of this
manuscript. From the comments provided it is clear that the reviewer is expert in the field].
1. The review is not critical and the presented materials are only discussed at a high level. For
example, 50% of the references are covered in the first two pages (i.e., the introduction section).
In addition, some of observations are not fully explained, Example:
* Page 5 "ethanol additionincreases safety of the fuel", why and how?!
Response: With thanks for the suggestion, the sentence corrected as fallow:
The combination of various alcohols including ethanol and diesel fuel, in addition to creating a clean
fuel because it could decrease of air pollution [54]
Some references seem to be irrelevant. For example:
* "Rakopoulos et al. [80] worked on adding ethanol to the diesel fuel. Their study indicated that
increasing of the engine speed, improves the fuel efficiency in the engine." It is correct that engine's
speed have direct effect on the fuel performance but this is a general observation regardless of the
type of the fuel. The next statement "Most studies using biodiesel blends report increased BSFC at all
operating conditions [81-83]." does not elaborate on the performance of each additive and the cause of
the increase in BSFC.

Response: With thanks to the reviewer for highlighting the point, the correction was implemented as
follow. Please refer to the following paragraph which is added on the page 10 of the
revised manuscript:
Rakopoulos et al. [82] worked on adding ethanol to the diesel fuel. Their study indicated
that increasing of the engine speed has a direct effect on BSFC. And BSFC could improve
by increasing of engine speed. Most studies using biodiesel blends report increased BSFC
at all operating conditions. While engine speed increase, the chance for completing of fuel
increased. This means the increase of efficiency of fuel in the engine that means increase
of BSFC [83-88].
2. I think there is an important missing element in the review. Since the discussed alcohols are
mostly biomass-driven and renewable fuels, their true environmental performance should be
considered using life cycle analysis including the emissions at different production stages (planting,
harvesting, processing and distribution). The authors should review the GHG emissions of the fuel
blends and their implications for end-use.
Response: the suggestion was implemented with thanks to the reviewer for highlighting the point. A
copy these discussions are provided as follows:
A greenhouse gas (GHG) is a gas in an atmosphere that emits and absorbs radiation
through the thermal infrared range. This mechanism is the basal cause of the greenhouse
impact. Increase of greenhouse gases (GHG) from indirect land-use change affected by
crop-based biofuels have taken center stage in the aspect over the character of biofuels in
energy security and environment policy. The main greenhouse gases in the atmosphere of
earth are nitrous oxide, carbon dioxide, ozone, methane, and water vapor. Without
greenhouse gases, Earth temperature would be about 18 C, rather than the present
average of 15 C. Ebner et al [160] studied the effect of a novel mechanism for converting
food waste to ethanol. They showed that when the avoidance of landfill emissions is
accounted, the process shows an improvement over conventional gasoline or ethanol with
respect to GHG emissions. Their results illustrate that the apply of readily convertible,
industrial food waste or source-separated commercial as a feedstock for ethanol offers
good potential for GHG reduction.
3. A critical review also results on identification of potent research areas. This is the most
important element of any review and is totally missing.

Response: with thank to the reviewer for this recommendation, the manuscript was revised and
rewritten accordingly and hope it now meets the reviewers expectation. Please refer to the
following paragraphs which are added on the revised manuscript:
The decrease of air pollutions are major factor for future research. In the future should
research new models that lead fuel to very lower soot emissions.
Optimization of energy and cost optimization are the other factors that have important
situation in the future studies.
Using new nitrogenate and nano additives to diesel fuel for improve chemico-physical and
increase of engine performance of diesel fuel.
Future studies should using new models that could improve the quality of research about
diesel fuel.
Effect of preheating of fuel on combustion characteristics, pollutions and engine
performance can be studied.
Influence of nitrogenate additives or additives that knew as cetane number improver on
engine performance and air pollutions.
In recent years, the use of nano metal as additives in diesel fuel improves the chemico-
physical properties, such as high thermal conductivity, mass diffusivity, and ratio of
surface area/volume, when blended in any base fluid medium. Based on the previous
research, it is found that nano metal additives with biodiesel, diesel and blends improve the
kinematic viscosity, flash point, and other properties, owing to upon the volume of the
nano metal additives [163].
Selvanetal. [162] research the experimental investigation in two phases, to study emission
characteristics and the performance of a CI engine, when using cerium oxide nano particles
as nano additives in dieselbiodieselethanol blends and pure diesel. In the first phase of
their experiments research, the stability of diesel biodieselethanol fuel blends and pure
diesel with the blending of cerium oxide nano particles was analyzed, and in the other
phase, the performance characteristics were studied. The improvement in brake thermal
power and reduction in ignition delay are reported.
Goldsborough et al [161] worked on effect of an Alkyl nitrate that is 2-ethyl-hexyl nitrate
as a Cetane number improver. They showed that this nitrogenate additives has a high effect
on improve of Cetane number.
Kannan et al [164] studied the effect of blending ferric chloride as a nano additives to
diesel fuel on emissions. They reported that blending this nano additives cause to decrease
of smoke, UHC and carbon monoxide emissions, but increase of NO and carbon dioxides
emissions.
In the work of Mirzajanzadeh et al [165] mixture (homogenous) amide-functionalized
MWCNTs were applied as support for CeO2 as the catalytic and the hybrid catalyst
(CeO2-MWCNTs) was blended to the dieselbiodiesel blends (B5and B20) at three
different concentrations. CeO2 nano particles owing to their decreasing impact on peak
temperature in the combustion chamber resulted in decreased production of nitrogen
oxides (NOx).
4. Unless, the authors improve the manuscript grammar and style dramatically, I strongly
recommend against its publication. Maybe, it is could be a good paper in Persian, but the current
presentation reads very very bad in English. There are grammatical and style mistakes in every
sentence.
Response: Authors would like to express their thanks to the reviewer for his/her time on evaluation of
this manuscript. We have revised carefully and tried responsibility to present their papers
in good command of English which can be understood by the journal's readership without
difficulty. In addition, we have asked several colleagues who are skilled authors of English
language papers to check the English. We believe that the language is now acceptable for
the publication process.
The authors must revise the manuscript thoroughly and preferably using a professional service. Here,
are some examples only from the abstract:
* This research is one of the recent studies that have been done on [suggestion: "the present
review investigates"] modification of diesel fuel formulation and.
Response: Thank you for this direction, the correction was made.
* This review paper examined on [wrong choice of word and tense, suggestion "studies the
implications of"] different torques and at various engine speeds [on]
* In some conditions, it has even caused [wrong tense, "can even cause"] an increase in the carbon
oxide emissions, carbon oxides (CO and CO2) and nitrogen oxides.
Response: This is another good point, the suggestions were implemented.
* Adding the oxygenate fuels increase[s] brake specific fuel consumption (BSFC), while brake.
Response: We agree with your assessment, the suggestions were implemented.
* In some researches, a nano-metal additive is used in the fuel for increasing the engine
performance. When [replace with "In the case of"] using the nano-metal additives to the diesel fuel (a
nanometal with small thermal conductivity coefficient), the engine performance increases. [combined
the two sentences and remove the "waffle" words, i.e., those which do not carry any important
information]
Response: We are in agreement with the comments of the Reviewer, the correction was made.
Other comments:
* Table 1 does not contain all the discussed alcohols. The properties of the additives and their
interrelations with the blend performance should be discussed in details.
Response: You raise a very valid point, this table was revised.

Cinematic viscosity at
3.35[11] 1.2[80] 3[11] 0.75[3]
40 (cm2 /s.10-6 )
Density at 20c (kg/m3 ) 837[68] 788[68] 810[48] 790[3]
Cetane number 50[68] 5-8[68] 25[48] 3-5[3]
%oxygen molecules 0[68] 34.8[68] 21.6[48] 50[3]
C/H 0.45[3] 0.33 [3] 0.4[3] 0.25[3]
Flash point (c) 45[52] 13-14[5] 35-37[5] 11[3]
Boiling point(c) 180-360[67] 78[67] 118[47] 64.7[3]
Latent energy(kj/kg) 250[67] 840[67] 585[47] 1100[3]
* A matrix table summarizing the implications of alcoholic additives (rows) on various fuels, e.g.,
Diesel, and Gasoline (columns) can help the readers.
Response: With thanks for the recommendation, the correction was implemented.
Ref Oxygenate Additive Pressure Power

Researcher speed BSFC CO HC NOX
no. additive (%) (kpa) (kW)
260 4.8
Ethanol 5 2000 - 20.5 235ppm -
g/kw v.d%
255 2.35
Ethanol 15 2000 - 23.5 148ppm -
g/kw v.d%
Najafi et al 157
257 4.68
Ethanol 5 3500 - 35.7 175ppm -
g/kw v.d%
250 2.55
Ethanol 15 3500 - 38 137ppm -
g/kw v.d%
Isopropanol 370 310 1400
0 - 300 22.5 -
+But+Eth g/kw ppm ppm
30 - 300 23.5 -
Li et al 158
0 - 500 26.5 -
30 - 500 27.8 -
365
N-Butanol 0 2700 - 1.33 - 8.7% -
ppm
301
N-Butanol 3 2700 - 1.265 - 6% -
ppm
275
N-Butanol 10 2700 - 1.3 - 5.5% -
ppm
Alfasakhany 159
252
N-Butanol 0 3400 - 1.66 - 3.9% -
ppm
238
N-Butanol 3 3400 - 1.52 - 3.5% -
ppm
220
N-Butanol 10 3400 - 1.57 - 2.25% -
ppm
* Some abbreviations need to be explained first, e.g., HC (unburned hydrocarbons?)
Response: Thank you for the valuable recommendation, the correction was made.
* The references and tables should be adapted to the RSER style. Please refer to the Guide for
authors.
Response: Thanks for raising this important point, the correction was made.
* The number of "relevant references" should be increase significantly to match the standards of RSER.
Response: Many thanks for this direction. According to your kind suggestion, we have now included further
references (more than 20 references) and explanations about fuel additives and engine performance
and other subject.
Reviewer #2:
1. The authors have reviewed lots of papers which support the manuscript as per the proposed title.
The information do not seem to be new as per the latest trends but I encourage the efforts put by the
authors by making different combinations to improve the engine performance with reduced emission.
[We would like to thank the reviewer for their time and efforts for reviewing our
manuscript in details and providing useful suggestions toward improving the
manuscript in the revised format. You may kindly find the revised and modified
version of the manuscript. We have applied necessary changes in the revised version
wherever required in order to maintain the high standard of publication].
2. In "Abstract", carbon oxide emissions should be corrected by carbon monoxide (CO) and the
contents are scattered to highlight the objective(s) of the manuscript.
3. Formatting is a little issue with the manuscript.
4. Conclusions should be brief although it is summarised well.
Response: with thank to the reviewer for this recommendation, the conclusion section was revised
and rewritten accordingly and hope it now meets the reviewers expectation. Please refer
to the following paragraphs which are added on the revised manuscript:
1) Adding alcohols is necessary to reduce the soot content and if one wishes to reduce the
soot content even more, an alcohol of higher oxygen content must be used.
2) Adding alcohols at certain temperatures creates a two-phase composition. To solve this
problem one should use additives which act like an interface between the pure diesel fuel
and the alcohol and prevent formation of a two-phase fuel at any temperature.
3) If there is some situation in which no third additive can be used, one could use normal
butanol, because n-botanol has high cetane number. These properties cause the n-botanol
combined with the diesel fuel do not become two-phase.
4) If the produced fuel has high percentage of oxygen, the amount of NOX distribution
grow, and of course if the percentages of oxygen is low, the amount of soot spread
increases. In order to control the dispersion ratio, it should be tried to make a proportion
between oxygen and these two pollutants, but it must be said that the first priority is soot
reduction.
5) In addition to application of alcohols for the purpose of soot reduction, it is possible to
use the low-percent alcohols to reduce the HC dispersion ratio, because the low-percent
alcohols increase the required temperature for occurrence of the micro-explosions.
6) Combustion noise radiation during an acceleration transient event, like the one
experienced continuously during a daily driving, has been found to be enhanced when a
normal blend is used, although no results are available for methanol and ethanol.
5. Some data mentioned in Table 2 are mismatched with respect to the discussion; but not all.
6. Add latest reference(s), if possible.
Response: Many thanks for this direction. According to your kind suggestion, we have now included further
following references and explanations about fuel additives and engine performance and other subject.
1. S.S. Goldsborough, M.V. Johnson, C. Banyon, W.J. Pitz, M.J. McNenly. Experimental and modeling
study of fuel interactions with an alkyl nitrate Cetane enhancer, 2-ethyl-hexyl nitrate. Proceedings of
the Combustion Institute 2015;571-79.
2. A. Elfasakhany. Engine performance evaluation and pollutant emissions analysis using ternary bio-
ethanoleiso-butanolegasoline blends in gasoline engines. Journal of Cleaner Production
2016;139:1057-67.
3. G. Najafi, B. Ghobadian , A. Moosavian , T. Yusaf , R. Mamat , M. Kettner ,W.H. Azmi. SVM and
ANFIS for prediction of performance and exhaust emissions of a SI engine with gasolineethanol
blended fuels. Applied Thermal Engineering 2016;95:186203.
4. Y. Li, L. Meng, K. Nithyanandan , T. H. Lee, Y. Lin, C.F. Lee, S. Liao. Combustion, performance and
emissions characteristics of a spark-ignition engine fueled with isopropanol-n-butanol-ethanol and
gasoline blends. Fuel 2016;184:86472.
5. Evangelos G.G, Dimitrios C. R, Constantine D. R. Combustion noise radiation during dynamic diesel
engine operation including effects of various biofuel blends: A review. Renewable and Sustainable
Energy Reviews 2016;54:1099-1113.
6. H. Soukht Saraee, H. Taghavifar, S. Jafarmadar, Experimental and numerical consideration of the effect
of CeO2 nanoparticles on diesel engine performance and exhaust emission with the aid of artificial
neural network. Applied Thermal Engineering 2017;113: 66372.
7. J. Sadhik Basha. Impact of Carbon Nanotubes and Di-Ethyl Ether as additives with biodiesel emulsion
fuels in a diesel engine an experimental investigation. Journal of the Energy Institute 2016;xxx:1-15.
8. Harish V, Venkataramanan M. Influence of diethyl ether (DEE) addition in ethanol-biodiesel-diesel
(EBD) and methanol-biodiesel-diesel (MBD) blends in a diesel engine. Fuel 2017;189:377-90.
9. T. Shaafi, K. Sairam, A. Gopinath, G. Kumaresan, R. Velraj. Effect of dispersion of various nano
additives on the performance and emission characteristics of a CI engine fuel led with diesel, biodiesel
and blendsA review. Renewable and Sustainable Energy Reviews 2015;49:56373.
10. G.R. Kannan, R. Karvembu, R. Anand. Effect of metal based additive on performance emission and
combustion characteristics of diesel engine fuelled with biodiesel. Applied Energy 2011;88:3694703.
11. Mehrdad M, Meisam T, Mehdi A, Alimorad R, Barat G, Mohammad B, Mohammad P . A novel
soluble nano-catalysts in dieselbiodiesel fuel blends to improve diesel engines performance and
reduce exhaust emissions. Fuel 2015;139:37482.
7. Please scan your paper for possible similarities to already published work (e.g., Fayyazbakhsh
and Pirouzfar, "Investigating the influence of additives-fule on diesel . . . " and same authors,
"Determining the optimum conditions for modified diesel . . . " Even if this is your work, direct
copying of materials is not allowed--and if this is the case, you should re-write. Thank you
Fayyazbakhsh. A, Pirouzfar, V. Investigating the influence of additive-fuel on diesel engine

performance and emissions: Analytical modeling and experimental validation Fuel, 2016, 171, 167-77.
Fayyazbakhsh. A, Pirouzfar. V. Determination of the Optimum Conditions for Modified Diesel Fuel
Combustion Considering its Emission, Properties and Engine Performance. Energy Conversion and
Management 2016, 113, 209-19.
*Manuscript
Click here to view linked References
1
Comprehensive Overview on Diesel Additives to Reduce
2
3
4
Emissions, Enhance Fuel Properties and Improve Engine
5
6 Performance
7
8
9 Ahmad Fayyazbakhsh a, Vahid Pirouzfar a*
10
11 a
Young Researchers and Elite Club, Central Tehran Branch, Islamic Azad University, Tehran, Iran
12
13
14
15
16
17 Abstract
18
19
20 The present review investigates modification of diesel fuel formulation and development of a new
21
22 model to enhance engine performance, improve fuel properties and reduce exhaust emissions.
23
24 Emissions arising from the fuel can be controlled by blending an oxygenated fuel (renewable fuel)
25
26
with the diesel fuel. The blending oxygenated fuels namely Methanol, Ethanol, and n-Butanol are
27
28
29 examined in addition to their effects. This review paper studies the implication of different torques
30
31 and various engine speeds. In some conditions, it can even cause an increase in the content of carbon
32
33 monoxides (CO), carbon dioxide (CO2) and nitrogen oxides. This review showed that the engine
34
35 speed has a negative effect on all of the air pollutants, so that increasing of the engine speed leads to
36
37
38 reduction of the air pollutants. However, the engine load gives rise to most exhaust emissions. Adding
39
40 the oxygenate fuels increases brake specific fuel consumption (BSFC), while brake thermal efficiency
41
42 (BTE) decreases. In some researches, a nano-metal additive has been used in the fuel for improving
43
44 the engine performance. In case of using the nano-metal additives to the diesel fuel (a nano-metal with
45
46
47 small thermal conductivity coefficient), the engine performance is seen increased.
48
49
50
51
52
53 Key words:
54
55
Diesel fuel, Engine performance, Fuel properties, Oxygenated additives, Reduced emissions
56
57
58
59 *
Corresponding author: V.Pirouzfar; Tel: +98 912 2436110
60
E-mail address: v.pirouzfar@iauctb.ac.ir).
61
62 1
63
64
65
1. Introduction
1
2
3 There is a growing demand for energy due to the increasing population which can lead to greater air
4
5 pollution. On the other hand, it is clear that there are limited sources of fossil-based fuels as a
6
7 sustainable energy. As a result of world industrialization, the demand for oil-based fuels (fossil fuels)
8
9 has increased dramatically [1-3]. Apart from the economic matters, the widespread use of fossil fuels
10
11
12
is responsible for a long-term environmental problem in the form of climate changes and the global
13
14 warming. The main source of energy in different forms originates from the combustion. Recently,
15
16 depletion of the fossil fuels due to their continuous use has become the first priority concern for all
17
18 people in the world whose lives depend on this source of energy for all their activities. Diesel engines
19
20
have a considerable share of transportation. At the same time, along with the large-scale use of the
21
22
23 diesel fuels, lung diseases and cancer invasion have been increased dramatically [4-6], such that a
24
25 comprehensive study on this issue seems necessary. Today, the fossil fuels constitute about 80% of
26
27 the total needed energy with almost 50% of it being related to the local transportation [7]. The diesel
28
29 fuel mainly contains aliphatic hydrocarbons of C828 with boiling temperatures varying from 130 to
30
31
32 370 C [8]. The exhaust emissions from the diesel engines contain various types of air pollutants such
33
34 as total hydrocarbon content (THC), oxides of nitrogen (NOx), particulate matter (PM), carbon
35
36 monoxide (CO). The oxides of nitrogen and sulfur which are emitted by internal combustion engines
37
38 can result in acid rains [6,7]. The main source of greenhouse gas emissions are the fossil fuels [9-11].
39
40
41 The worldwide concern of the environmental pollutants has triggered intensified researches for new
42
43 alternative sources of energy. Widespread applications of the fossil fuels and the environmental issues
44
45 associated with their use have directed us to replace them with reasonable price, high efficiency and
46
47 renewable sources [10-13]. To find a proper convincing answer to this question how to select,
48
49
50
distribute and use the data, one needs to focus on both engine technology and fuel efficiency [14-19].
51
52 However, the blended renewable bio fuels or the oxygenated fuels with the capability of reduction of
53
54 the exhaust emissions are among the most important topics in the literature [20-25]. Alcoholic fuels
55
56 are of potential capability for being used as oxygenated fuel additives with fossil-based fuels (such as
57
58
gasoline to improve the octane number and to reduce the air pollutant emissions, as well as diesel
59
60
61
62 2
63
64
65
fuels to control the soot emissions) for the diesel engines. They can be an alternative source of
1
2 environment friendly fuels to reduce the exhaust gas emissions using the renewable energy in
3
4 different countries of the world. Previous researches and studies were just focused on addition of
5
6
7 vegetable oil, cooking oil, bio diesel, methanol and ethanol to the oil-based fuels. The vegetable oil,
8
9 cooking oil and biodiesel were all useable in the diesel engines [26-33], while the methanol and
10
11 ethanol could be used in most of the oil-based engines and have the potential to be used as an additive
12
13 in most of the fossil fuels [34-39]. Butanol can also be added to the diesel fuel with no need to
14
15
16
incorporate other additives, due to high cetane number and great molecular weight of the n-butanol.
17
18 Moreover, in case of blending with diesel fuel at any temperature, a two-phase composition does not
19
20 form. Pirouzfar et al. [8] studied the influence of various tertiary additives (nitro methane, nitro ethane
21
22 and 2-methoxy ethyl ether) blended with the ethanol-diesel on the exhaust emissions (CO, CO2, HC
23
24
and NOX). The results were obtained from the blended fuels through the free acceleration test. They
25
26
27 showed that the nitro ethane has a negative effect on all of the air pollutants as compared to the other
28
29 additives. However, they reported that increasing of the ethanol to the diesel-ethanol blend causes
30
31 poorer chemical-physical properties of the fuel. This paper reviews the latest tests on the additives
32
33 which are present in the diesel fuel. The effect of additives is compared in two aspects: reduction of
34
35
36 the emissions and improvement of the fuel efficiency. Moreover, the effect of adding different
37
38 alcohols and various nitrogenated fuels will be investigated on the fuel chemical-physical properties
39
40 which include direct and indirect effects on the particles dispersed from the exhaust emissions. The
41
42 current study concentrates on the fuel properties (cetane number and viscosity), exhaust emissions
43
44
45 (CO, CO2, HC, NOX and soot) and engine performance (brake specific fuel consumption and brake
46
47 thermal efficiency) in various speeds and engine loads. The oxygenated fuel in advantageous in terms
48
49 of the BSFC, but has a negative impact on the brake thermal efficiency. However, the oxygenated fuel
50
51 are also effective on all the fuel properties (density, viscosity, flash point and cetane number). The
52
53
engine load and engine speed have no effect on the fuel properties. For improving the engine
54
55
56 performance, one can add the nano-metal additives to the diesel fuel. Due to the lower thermal
57
58 conductivity coefficient of the nano-metal additives as compared to that of the fuel blend, a nano-
59
60 metal with a low thermal conductivity coefficient such as silica, alumina, manganese and cerium must
61
62 3
63
64
65
be used. This review study, tried to demonstrate the effect of different additives on the engine
1
2 performance, fuel chemical-physical properties and the exhaust emissions. The other purpose of this
3
4 research is to review the effect of adding various additives on the diesel fuel at the same time.
5
6
7
8
9
10
11 2. Fundaments of Using Alcohol
12
13 Alcohol contains hydroxyl groups which are attached to a carbon atom. Chemical and physical
14
15 properties of a neat diesel fuel and alcohol are listed in Table 1.
16
17
18
19
20
21 2.1. Methanol
22
23
24 Methanol is more oxygenated in comparison with butanol and ethanol, due to its higher ratio of
25
26 oxygen to carbon and also oxygen to hydrogen. Methanol is produced from fossil fuels (by syn-gas
27
28 process) and biomass. Gas fuel including hydrogen, CO and a little CO2, are used to produce ammonia
29
30 or methanol. A great deal of research work is done recently to produce methanol by reacting CO2 and
31
32
hydrogen retrial, which is not affordable [62-64]. Because of the significant heat of vaporization,
33
34
35 temperature of the incoming air may decrease, so it can be said that the incoming air improves the
36
37 efficiency of the internal combustion engines [65]. Taking into account the significant latent heat of
38
39 vaporization, increasing of the oxygen content of the fuel containing methanol increases the amount
40
41
of NOX (in some temperature conditions, especially at temperatures than needed for combination of
42
43
44 nitrogen and oxygen) [19-21].
45
46
47
48
49
50 2.2. Ethanol
51
52
53 Ethanol is a fuel that is produced from biological materials and is known as a renewable fuel [40].
54
55
Ethanol can be produced in various ways such as distillation fermentation of natural materials [41] or
56
57
58 sugar beet. Due to its high octane number, ethanol can be added to gasoline in order to increase its
59
60 octane number [42-43]. Therefore, some studies have been carried out for the application of ethanol as
61
62 4
63
64
65
a fuel in the spark ignition engines or even as an additive in the diesel fuels [44,5]. Different methods
1
2 have been developed so far for adding the ethanol to the diesel fuel, for example: ethanol suspension
3
4 (making an emulsifying dilution) [45-47], spraying of the ethanol to the diesel fuels [48-52], and
5
6
7 bilateral injections [53]. The advantage of ethanol in comparison with the case where just the pure
8
9 diesel fuel is used, ethanol can add to the heat of the combustion chamber and increase the output
10
11 heat from it. The combination of various alcohols including ethanol and diesel fuel, leads to make a
12
13 clean fuel [54]. In the past, there was not a stable and single-phase diesel-ethanol fuel by direct
14
15
16
injection of the ethanol [55]. However, this problem was solved to some extent by adding ethyl ester
17
18 [56], octyl nitrate [57], methyl esters [58], nitro methane, nitro ethane and 2-methoxy ethyl ether [8]
19
20 as other additives or stabilizers.
21
22
23
24
25
26
27
28
29 2.3. Butanol
30
31
32 Butanol is a four-carbon alcohol. This alcohol can also be blended as an additive with the diesel fuel.
33
34 The main advantage of butanol over the other alcohols is that butanol has higher cetane number. The
35
36 corrosion caused by the additives in the butanol is lower than the one in the other alcohols (i.e.
37
38 ethanol and methanol), because the ratios of oxygen to carbon and also oxygen to hydrogen are rather
39
40
41 small in in butane with a greater heat capacity as compared to that of the ethanol and methanol
42
43 [59,60]. The properties of butanol are close to those of the base fossil fuel to some extent: its ignition
44
45 temperature is lower than that of ethanol and, methanol (about 385) [61]. Additionally, butanol can
46
47 burn much simply when blended with the diesel fuel. Butanol has a lower latent heat of vaporization
48
49
50 as compared to those of ethanol and methanol, while the percentage of wasted energy in butanol is
51
52 lower than that of the other alcohols. Moreover, butanol can be added to the diesel fuel through
53
54 fermentation of the biomass particularly disposable residues of trees which are rich of cellulose [61].
55
56
57
58
59
60 3. Tertiary and Nano-metal Additives
61
62 5
63
64
65
When blending the oxygenate fuels with the diesel fuels, the chemical-physical properties of the fuel
1
2 including flash point, density, viscosity and actually cetane number might be altered. The oxygenate
3
4 fuels has a low cetane number, flash point, viscosity and density [1-4]. For solving this problem and
5
6
7 especially increasing the cetane number, one needs to use tertiary additives which are known as the
8
9 cetane number improvers. The main and most important tertiary additives available are nitro methane,
10
11 nitro ethane, 2-methoxy ethyl ether, methyl ester and octyl nitrate. Tertiary additives have high
12
13 performance improving the cetane number and preventing formation of a two-phase blend. However,
14
15
16
the tertiary additives can enhance the flash point, viscosity and density as well. Goldsborough et al.
17
18 [161] worked on effect of an alkyl nitrate that is 2-ethyl-hexyl nitrate as a cetane number improver
19
20 and finally showed that these nitrogenate additives promote the cetane number significantly.
21
22
23 Blending of the oxygenated fuels and the tertiary additives causes a poor brake power, but may
24
25 increase the brake specific fuel consumption on the other hand. For increasing of the brake power, one
26
27
28 should use a nano-metal additive. Adding the nano-metal additive to the fuel, thermal conductivity
29
30 coefficient of the fuel is decreased, so that blending with a metal with lower thermal conductivity
31
32 would be a promising alternative for improving the brake power. The main potential nano-metal
33
34 additives are: manganese, cerium, alumina and silica. Chandrasekaran et al. [62] studied the effect of
35
36
37
using nano additives on the diesel fuel. They used Mahua oil methyl ester as a nano additive and
38
39 concluded that 20MEOM fuel blends can improve the brake power of a diesel engine. Soukht Saraee
40
41 et al. [63] worked on the impact of blending cerium oxide and cerium dioxide on the engine
42
43 performance. Their research showed that the brake specific fuel consumption, HC emission and NOX
44
45
emissions were decreased by adding the nano additives, but the engine power is enhanced by adding
46
47
48 both of the nano additives. This enhancement was affected from increasing of the hot spot value in the
49
50 engine. Basha [64] presented a research that used di-ethyl ether as nano additives. He said that the
51
52 nano additives could increase the engine power.
53
54 In recent years, the use of nano metal as additives in diesel fuel improves the chemico-physical
55
56
57 properties, such as high thermal conductivity, mass diffusivity, and ratio of surface area/volume, when
58
59 blended in any base fluid medium. Based on the previous research, it is found that nano metal
60
61
62 6
63
64
65
additives with biodiesel, diesel and blends improve the kinematic viscosity, flash point, and other
1
2 properties, owing to upon the volume of the nano metal additives [163].
3
4
5 Selvanetal. [162] research the experimental investigation in two phases, to study emission
6
7
characteristics and the performance of a CI engine, when using cerium oxide nano particles as nano
8
9
10 additives in dieselbiodieselethanol blends and pure diesel. In the first phase of their experiments
11
12 research, the stability of diesel biodieselethanol fuel blends and pure diesel with the blending of
13
14 cerium oxide nano particles was analyzed, and in the other phase, the performance characteristics
15
16 were studied. The improvement in brake thermal power and reduction in ignition delay are reported.
17
18
19
20
Goldsborough et al [161] worked on effect of an Alkyl nitrate that is 2-ethyl-hexyl nitrate as a Cetane
21
22 number improver. They showed that this nitrogenate additives has a high effect on improve of Cetane
23
24 number.
25
26
27
28
29
30 4. Methods for Combination of Alcohol and Diesel Fuel
31
32 As discussed earlier in this section, there are different methods to add ethanol to the diesel fuel. One
33
34
35 of these methods is direct injection in which the ethanol is added to the diesel fuel directly.
36
37 Combination of the diesel with the alcohol (ethanol) incorporates no physical problem, but at
38
39 temperatures lower than 10 C, integration is not reached properly which creates a two phase
40
41 dilution. However, as noted earlier, the ethanol could be added to the diesel fuel without producing
42
43
44
any two phase composition [61,65]. In another method, one should blend the ethanol droplets as a
45
46 kind of emulsion with a novel emulsifier [45, 66], so the fuel efficiency and combination stability
47
48 increase. Chen and colleagues [67] worked on an emulsion fuel having 15 % glucose and found this
49
50 combination more stable and discovered that distribution of the fine particles is decreased
51
52
significantly, while according to the following stoichiometry formula, it was observed that the CO 2
53
54
55 content is increased considerably.
56
57
58 C6 H 45O6 2C2 H 5OH 2CO2
59
60
61
62 7
63
64
65
Moses et al. [68] worked on a micro emulsion aqueous ethanol containing 5 % of water and diesel
1
2 fuel. They finally reported that this compound is very stable and it burns a while after the diesel fuel
3
4 base. The spraying method could be considered for combining the alcohol with the diesel fuel. In this
5
6
7 method the alcohol is sprayed into the diesel engine by injection. In a typical engine with a diesel
8
9 blend alcohol fuel, the combustion takes place in spite of the intake air [68]. The advantages of this
10
11 method over the other methods could be cited with the following reasons:
12
13
14 1. The composition of diesel alcohol fuel obtained from this method is more stable in
15
16 comparison with the same combination produced from the previous conventional techniques
17
18
19 [68, 69].
20
21
22 2. The amount of the injected alcohol into fuel is controled according to the engine need [70-74]
23
24
25 3. Aqueous alcohols could be blended with the diesel fuel [75-78]
26
27
28 Yao et al. [79] worked on a composition of diesel methanol fuel. They used the spraying method to
29
30 blend the methanol and the diesel fuel and finally concluded that the method reduces the amount of
31
32
particulate matter (PM) and NOX, but the HC and CO contents increase.
33
34
35
36 Zhang et al. [80] focused on a diesel engine with natural direct injection. They used the spraying
37
38 method for combination of the methanol with the diesel fuel. In two tests by this method they
39
40 concluded that the contents of PM and NOX decrease, while the amount of HC and CO increase.
41
42 However, reduction of NOX takes place as compared to the combination of methanol-diesel which are
43
44
45
combined using a method other than spraying [74, 80, 81].
46
47
48 As discussed previously, to combine some alcohols (especially methanol and ethanol) with the diesel
49
50 fuel, one should add another additive to the composition, so by using this method it is possible to
51
52 produce a stable composition and improve auto ignition properties of the fuel. This additive could act
53
54 as an interface between the diesel fuels to prevent creation of a two-phase composition.
55
56
57
Pirouzfar et al. [8] worked on the ethanol diesel fuel with the help of three different types of an
58
59
60 additive like 2-methoxy- ethyl ether, nitro methane and nitro ethane, and their obtained results
61
62 8
63
64
65
revealed fuel stability, as well as improvement of the cetane number and BSFC. If the n-butanol
1
2 (normal butanol) is used as an additive, it will be impossible to use another additive, because the n-
3
4 butanol has greater cetane number and molecular weight as compared to the other alcohols. These
5
6
7 properties make cetane number acceptable without transformation to a two-phase compound.
8
9
10
11
12
13 5. Discussion
14
15
16 Adding alcohol to the diesel fuel needs a balance between the emission reduction and engine power in
17
18 order to reach the optimal point. Emissions from the diesel fuel are the most critical problem using
19
20
21 this kind of fuel. In this study it was tried to address some researches that blended the alcohols with
22
23 the gasoline to control the air pollution and improve the engine performance (Table 3). It was also
24
25 focused on the emission reduction, improvement of the fuel properties and enhancement of the engine
26
27 power by adding various alcohols. The most important incentives using alcohol for the purpose of
28
29
30
emission reduction are: production of oxygenated alcohols, reaching small molecular weight and the
31
32 most importantly, achieving shorter molecular chain in comparison with that of the diesel fuel.
33
34
35
36
37 5.1. Engine Performance
38
39 The effects of various additives on the engine performance are discussed below.
40
41
42
43 5.1.1. BSFC
44
45
46 BSFC (brake specific fuel consumption) is affected by three parameters: 1) oxygen content of the
47
48 additive. 2) Useful output power. 3) Engine speed. When the oxygenated fuels are added to the
49
50 diesel fuel, the BSFC increases because blending of such fuels with the diesel fuel leads to greater
51
52
oxygen content that contributes to a more complete ignition. Rakopoulos [82] in his article about the
53
54
55 impact of combination of normal butanol with fuel efficiency concluded that adding the alcohol to the
56
57 diesel fuel improves the fuel efficiency in the engine. They have also shown that as a result of
58
59 increasing the power of the fuel used, thermal efficiency of the fuel is decreased in the engine. In
60
61
62 9
63
64
65
another study, Rakopoulos et al. [82] worked on adding ethanol to the diesel fuel. Their results
1
2 indicated that increasing of the engine speed has a direct effect on the BSFC, and the BSFC can be
3
4 improved by increasing the engine speed. Most studies using the biodiesel blends report improved
5
6
7 BSFC for all operating conditions. Once the engine speed increases, the fuel will get more chance to
8
9 have a more complete ignition. This means improved efficiency of the fuel in the engine that is also
10
11 equal to greater BSFC [83-88].
12
13 Balamurugan and Nalini [89] investigated enhancement of the engine performance by using both
14
15
16
normal butanol and normal propanol alcohols. Their observations indicated that the engine fuel
17
18 efficiency increases by adding each additive. Improvement of the engine output power causes a
19
20 substantial decrease in the fuel efficiency. In addition, they showed that almost at any percentage of
21
22 the engine load percentage, when the level of fuel efficiency in the pure diesel is halved, then the fuel
23
24
efficiency in the pure diesel will be greater than that of various combinations of the diesel-alcohol. In
25
26
27 their experiments, the effect of the normal butanol and propanol was more than that of the normal
28
29 butanol for improvement of the fuel efficiency. If the fuel could be burnt completely, it would then be
30
31 possible to increase the fuel efficiency in the engine. This definition indicates that when the alcohol is
32
33 oxygenated more and gets shorter branches, it's properties improve the fuel efficiency in the engine at
34
35
36 similar situations. Table 3 summarizes results showing that the alcohols can have different effects on
37
38 the BSFC. However, it is clear that when blending the alcohols with the gasoline, the amount of
39
40 BSFC could be significantly increased. Since the alcohols give rise to the oxygen content of the fuel,
41
42 they contribute the fuel to have complete combustion.
43
44
45
46
47
48
49 5.1.2. Brake Thermal Efficiency
50
51
52 Brake thermal efficiency (BTE) is one of the most important and effective factors in selecting an
53
54 additive.
55
56
57 Adding the oxygenated additives causes degradation of the brake thermal efficiency, because the
58
59 latent heat of vaporization of the oxygenated fuels is greater than that of the diesel fuel. Therefore, by
60
61
62 10
63
64
65
increasing the percentage of the oxygenated additives, the minimum size of droplet needed for the
1
2 micro-explosion of the oxygenated fuel, require a higher boiling temperature and shorter time for
3
4 dispensation before the evaporation occurs. Sayin et al. [90] worked on the impact of methanol on
5
6
7 both the engine emissions and performance. Their results revealed reduction of the brake thermal
8
9 efficiency in comparison with that of the pure diesel fuel. They also stated that by increasing the
10
11 useful output power or torque, the brake thermal efficiency increases as well. They noticed little
12
13 improvement of the thermal efficiency in the longer injection times. Rakopoulos et al. [83] worked on
14
15
16
the impact of adding butanol to the diesel fuel in a diesel engine. Adding butanol to the diesel fuel
17
18 does not incorporate much effect on the thermal efficiency. They also declared that increasing of the
19
20 pressure leads to significant improvement of the engine thermal efficiency.
21
22
23 From Table 1 it can be understood that the difference between the latent heats of vaporization for the
24
25 butanol and the diesel fuel are smaller than those of the other alcohols. Hence its expected that the
26
27
28 brake thermal efficiency grows a little by adding the butanol. An opposite trend is seen for the
29
30 methanol (and ethanol to some extent). According to Table 1 it can be observed that there is a big
31
32 difference between the latent heat of evaporation for the pure diesel fuel and the methanol. The
33
34 figures listed in Table 3 show that all the alcohols have positive effect on the power generated in a
35
36
37
gasoline engine.
38
39
40
41
42
43 5.2. Emissions
44
45
46 The effect of different nitrogenate fuels and various oxygenated fuels on exhaust emissions is studied
47
48 in this section.
49
50
51
52
53
54 5.2.1. CO
55
56
57
58 Generally speaking, addition of the alcohols to the diesel fuel provides an excess oxygen in the fuel
59
60 blend that contributes the inner cylinder to produce CO and also to oxide CO to CO2. Increasing of the
61
62 11
63
64
65
oxygen content in the fuel leads to completion of the fuel combustion. However, because of the high
1
2 oxygen content in the fuel, qualification for production of CO has become rather difficult. Carbon
3
4 monoxide appeared due to the incomplete combustion of fossil fuels (especially diesel fuel). Most
5
6
7 studies showed increasing of the oxygen content by combining the oxygenated fuels causes further
8
9 distribution of the CO [91-101]. In fact, the effect of adding various additives is different from each
10
11 other. For example, the effect of butanol is lower as compared to that of ethanol and methanol,
12
13 because the ratio of oxygen to carbon is smaller in the n-Butanol [102-105]. Since in comparison
14
15
16
between methanol and ethanol, the oxygen content of the methanol oxygen is greater than the others,
17
18 the methanol can thus contribute to the diffusion process [92-94, 106]. Actually increasing of the
19
20 rotation speed of the engine adds to the engine temperature which gives rise to the CO2 production
21
22 [97,98-101]. Because combustion is the basic step for production of the CO [65]. Byunchul et al. [61]
23
24
studied the effect of butanol (5, 10 and 20 vol.%) blended to the diesel fuel on the exhaust emissions
25
26
27 and engine performance. They reported that increasing of the butanol (i.e. oxygen content) has led to
28
29 greater emissions of the carbon monoxide.
30
31
32
33
34
35 5.2.2 GHG
36
37
38
A greenhouse gas (GHG) is a gas in the atmosphere that emitsand absorb radiation through the
39
40
41 thermal infrared range. This mechanism is the basal cause of the greenhouse effect. Increasing of
42
43 greenhouse gases (GHG) is a result of indirect land-use change affected by crop-based biofuels as one
44
45 of the most important aspects of the biofuels in terms of energy security and environment policy. The
46
47 main greenhouse gases in the atmosphere of the earth are nitrogen oxides, carbon oxides, ozone,
48
49
50 methane, and water vapor. Without the greenhouse gases, the earthtemperature would be about
51
52 18 C instead of the present average temperature of 15 C. Ebner et al. [160] studied the effect of a
53
54 novel mechanism for converting the food waste to the ethanol. They showed that when the landfill
55
56 emissions are avoided, the process shows an improvement over the conventional gasoline or ethanol
57
58
59 in terms of the GHG emissions.
60
61
62 12
63
64
65
Emissions from the engine exhausts were believed causing significant reduction of the greenhouse
1
2 gases (CO2). The European Environment Agency has set as target for its state members the use of bio-
3
4 fuel in the transportation system fuel minimum for 2% by the end of 2005 and 5.74% by the 2011.
5
6
7 The use of biofuel especially alcohols, could partly be replaced with the fossil fuel which can reduce
8
9 the noxious emission and mitigate the CO2 emissions. CO2 is one of the most important pollutants and
10
11 it's the most abundant air pollutants in the temperature because of the so-called greenhouse effect
12
13 phenomenon. The amount of this gas increases by using more oxygen-gases, especially the alcohols
14
15
16
[105,107]. However, it is reduced with adding the oxygenated material to the diesel fuel in some
17
18 situations [78,103] because the carbon is lower than the oxygen. Due to the alcohol combination it
19
20 could be said that the ratio of carbon to hydrogen is smaller [103].
21
22
23
24
25
26 5.2.3 HC
27
28
29 HC is one of the main pollutants produced from incomplete combustion which enter into the air with
30
31 the other combustion products [10]. Increasing of the HC degrades the efficiency of the diesel engines
32
33
as well [108]. Adding the oxygenated materials to the diesel fuel adds to the HC amount [109,110-
34
35
36 113] because the oxygen content in the diesel fuel to complete the combustion is rather high
37
38 [114,115]. This finding could be confirmed by investigation on how the radicals react with each other.
39
40 When the engine temperature comes down, the amount of all air pollutant especially HC also
41
42 decreases significantly. The temperature is decreased by using a emulsifyer such as water, so the
43
44
45 amount of HC production is decreased as well [67,116]. Choi and Reitzr [21] worked on the
46
47 emissions reduction by using a combination of normalbutanol diesel. They reported that when the
48
49 normal-butanol is added to the fuel (at various percentages), the distribution of unburned
50
51 hydrocarbons in low percentages of normal butanol (up to 5%) reduces, but at higher percentages they
52
53
54 attributed this effect to the minimum amount of droplet needed for micro-explosions of the natural
55
56 butanol. As a result, these blends would require higher temperatures to boil in addition to longer times
57
58 for being sprayed prior to evaporation.
59
60
61
62 13
63
64
65
However, in another work which was conducted by Choi et al [61] in the same year, it was not
1
2 mentioned and they noted that in any percentage of adding the oxygenated combinations to the diesel
3
4 fuel, the amount of HC is decreased and some of them are transformed to straight chain hydrocarbons.
5
6
7 Therefore, the generation rate of HC increases as discussed earlier. This in turn reduces the thermal
8
9 efficiency of the engine and contributes to the formation of HC and CO in hot spots emerged in the
10
11 engine. Of course, when we use the net diesel fuel, these two pollutants are made similarly in using of
12
13 the pure diesel, when the required heat was prepared for their formation.
14
15
16 Kannan et al [164] studied the effect of blending ferric chloride as a nano additives to diesel fuel on
17
18
19 emissions. They reported that blending this nano additives cause to decrease of smoke, UHC and
20
21 carbon monoxide emissions, but increase of NO and carbon dioxides emissions.
22
23
24
25
26 5.2.4. Soot Emission
27
28
29 Oxygenated fuels are known to reduce particulate matter (PM) emissions. Composition of the particle
30
31 components changes with engine technology, fuel quality and combustion conditions. The particles
32
33 are of different size. The smaller the particles, the more dangerous they are. The main cause of cancer
34
35
36 (particularly lung and blood cancer) is PM [6]. Therefore, it must be tried to reduce the spread of the
37
38 exhaust gases coming from the diesel engines, because this is the most dangerous part of their output
39
40 soot. Meanwhile, it could be said that the key factor in dangerous features of the engine exhaust is
41
42 PAH which the main reasons for PM formation itself. Using the alcohol-diesel organic fuel is of little
43
44
45 importance to develop OH radicals and inert H2O2. There is a possibility of forming poly aromatic
46
47 hydrocarbons (PAH) throughout this test. The carbon ratio per hydrogen of the diesel fuel is higher
48
49 than that of ethanol, and it mitigates formation of the soot less than what happens in the fuel rich
50
51 conditions. The particulate matter is composed of two components: 1- soot; which has carbon and is
52
53
solid; 2- organic solvents have this property that adsorb the hydrocarbons and release them into the
54
55
56 atmosphere [117-121]. In general, oxygenation of the fuel by using an oxygenated material is applied
57
58 to reduce the PM distribution. Many researchers have tried to use methanol, ethanol, butanol and
59
60 other alcohols and even add vegetable or animal fats into the diesel fuel [122-124]. The effect of
61
62 14
63
64
65
various additives on the amount of PM reduction is variable, so when the ratio of oxygen to carbon or
1
2 oxygen to hydrogen is high, the amount of PM reduction is even greater. For example, the PM
3
4 reduction in the methanol fuel [78, 12, 94] is more than that of the ethanol fuel [88,90] and this
5
6
7 reduced rate is greater than the time n-butanol is used in the fuel [83-96]. Since the alcohols have
8
9 lower C/H, the soot emissions are reduced. The soot emissions increase for the greater engine loads,
10
11 but the soot emission decrease with more ethanol and higher load.
12
13
14
15
16 5.2.5. NOX
17
18
19 Nitrogen oxides are mainly composed of nitric oxide (NO) and nitrogen dioxide (NO 2). The nitrogen
20
21 oxides are considered as an important factor in creation of acid rain, chemical fog and smoke in urban
22
23 air. While the dust is rich of nitrogen oxides in the urban air. The creation of NOX is dependent on the
24
25 engine temperature and ignition delay [125], so the NOx forms in hot spots of the diesel engine. The
26
27
28 three chief reactions producing thermal NOx was shown in Zeldovich Mechanism as below:
29
30 N2 + O NO + N
31
N + O2 NO + O
32
33
N + OH NO + H
34
35
36
37
38 The temperature should be about 1600 C for the oxygen and the nitrogen to react with each other, so
39
40 if the temperature doesn't exist, the NOX won't form at all. So it's clear that in any case, an
41
42 enhancement in the engine speed (engine temperature decreases and its emissions as well), reduces
43
44 the amount of NOX [53,98-101]. By adding further oxygenated materials to the diesel fuel, the amount
45
46
47 of NOX distribution is also increased [91,98-118]. However, in the additives where the ratio of oxygen
48
49 to hydrogen and also that of oxygen to carbon is higher (e.g. methanol), generation of NO X is also
50
51 greater. The NOX production has direct relation with the high pressure. So, greater amount of NOX is
52
53 produced at the high pressure [87]. The high evaporation enthalpy of alcohols reduces the temperature
54
55
56 during combustion, so this reduction of NOX occurs, though just to a limited extent [119, 120]. By
57
58 adding more alcohol to dilution, the combustion process occurs in shorter time and can't reduce the
59
60 combustion heat [44]. Increasing of NOx by further addition of oxygenated additives reduces the
61
62 15
63
64
65
cetane number which has direct and significant effect on ignition [51]. The successful method of NOX
1
2 reduction is via lowering the peak cylinder pressure among retarded injection timing or using exhaust
3
4 gas recirculation. In practical applications, the exhaust gas recirculation reduces the nitrogen oxide
5
6
7 emissions for sure as reported in the literature [121-125]. On the other hand, considering the engine
8
9 performance, soot and other exhaust emissions, lower local temperature and oxygen centralization in
10
11 the cylinder faces the fuel to incomplete combustion and further results in a lower brake thermal
12
13 efficiency and higher emissions of PM, PAHs, HC and CO [126-128]. In support to the previous
14
15
16
researches, Table 2 summarizes the results from all Ethanol, normal Butanol and Methanol blended to
17
18 diesel fuel studies on PM , nitrogen oxides, carbon oxides emissions and engine performance (brake
19
20 thermal efficiency and brake specific fuel consumption). Moreover this table showed the effect of
21
22 tertiary additives on all responses. This table showed that the oxygenated additives have a positive
23
24
effect on the BSFC and the emissions of nitrogen oxides but have a negative effect on the emissions
25
26
27 of BTE and PM. The effect of butanol on CO emissions is lower as compared to that of ethanol and
28
29 methanol, because the amount of oxygen to the carbon in the n-Butanol is smaller. The effect of
30
31 various additives on the amount of PM reduction is variable, so when the ratio of oxygen to carbon or
32
33 oxygen to hydrogen is high, the amount of PM reduction will thus be the greatest. In the work of
34
35
36 Mirzajanzadeh et al [165] mixture (homogenous) amide-functionalized MWCNTs were applied as
37
38 support for CeO2 as the catalytic and the hybrid catalyst (CeO2-MWCNTs) was blended to the
39
40 dieselbiodiesel blends (B5and B20) at three different concentrations. CeO2 nano particles owing to
41
42 their decreasing impact on peak temperature in the combustion chamber resulted in decreased
43
44
45 production of nitrogen oxides (NOx).
46
47
48
49
50
51
52 5.3. Fuel Properties
53
54 A number of physical-chemical fuel properties are essential for adequate combustion of a diesel fuel.
55
56
57
Blending of the alcohols with the diesel fuel changes certain key properties such as viscosity, density,
58
59 flash point and cetane number. This study focuses on of the effects the alcohols blended with diesel
60
61
62 16
63
64
65
have on cetane number and viscosity. The cetane number is one of the most important properties of a
1
2 diesel fuel, very similar to the octane number that is associated with the gasoline fuel. A high cetane
3
4 number brings about a good starting ability in a cold weather, in addition to low combustion noise and
5
6
7 long life of the engine. Viscosity of the fuel is one of the important characteristics of a liquid fuel. It
8
9 also plays a key role in lubrication of the fuel injection systems. Blending of the alcohols to the diesel
10
11 fuel causes a slight reduction in the fuel viscosity. De cardo et al. [46] studied the impact of blending
12
13 the ethanol with the diesel fuel on the physic-chemical properties of a fuel. They reported that ethanol,
14
15
16
causes the cetane number stays above 45. The relation between the reduction of the cetane number
17
18 and the ethanol blending was linear. Moreover, they found that with the ethanol contents of 10-20%,
19
20 the viscosity does not meet the minimum requirements for the diesel fuels.
21
22 Numerous techniques have been proposed to increase the cetane number of diesel fuels owing to
23
24
smaller soot emission. Flash point is the lowest temperature that a fuel will ignite when exposed to an
25
26
27 ignition source. Blending the alcohols with the diesel lowers the fuel flash point, but increasing of the
28
29 tertiary additives can increase of the fuel viscosity.
30
31
32 Pirouzfar et al. [8] concluded that the effect was positive on the tertiary additives (especially,
33
34 nitrogenate fuel) and this fuel can give rise the cetane number and other mentioned properties. They
35
36
37
showed that the nitrogenated fuels can enhance the cetane number to 57. They used three different
38
39 cetane number improvers for this purpose. The cetane number improvers were 2-methoxy ethyl ether
40
41 (MXEE), nitro methane and nitro ethane. However they showed that the nitro methane was more
42
43 effective than the other two tertiary additives.
44
45
46 The boiling temperature of a substance is the temperature at which the liquid changes to vapor [4] and
47
48
49 the vapor pressure of the liquidbecomes equal to the pressuresurrounding the liquid. The boiling
50
51 point of a liquid difference is due to the surrounding environmental pressure. A liquid with high
52
53 pressure has a higher boiling temperature than a liquid at atmospheric pressure and vice versa.
54
55
56
57
58
59
60
61
62 17
63
64
65
The latent energy is the internal energy a system requires to undergo a phase transition. Its volume is
1
2 specific to the substance under study. The volume can also vary with pressure and temperature [4]. A
3
4
5
higher latent energy of the alcohols causes an increase in the energy needed to start.
6
7
8 The density, or more precisely, the volumetric mass density of a substance is its mass per unit volume.
9
10 The difference of density between the alcohols and the diesel fuel especially methanol is one of the
11
12 main character that could lead the fuel to 2-phase compositions [1-4].
13
14
15
16
17
18
19 6. Combustion
20
21
22 6.1. Combustion Noise
23
24
25
Sound noise in the air-pressure fluctuations is really small. The understanding from the sound
26
27 intensity is based on the ratio of difference in the pressure. A logarithmic scale is used in this respect
28
29 as formulated below [129].
30
31
32 P
2
P
33 Sound pressure = 10 log 20 log
34 Pref Pref
35
36 Where the reference pressure is the lowest audible sound from the order of 20 Pa. The three primary
37
38 sources of noise generation in a diesel engine are listed in Fig1.
39
40
41 Gas-flow
42 Combustion
43
44 Mechanical process
45
46
47
48
49 Generally speaking, the diesel engine, being a very intricate system comprising various dynamic
50
51 forces acting on a structure of varying hardness, modifying and response characteristics, remains by
52
53 far inferior to its gasoline correlate. Particularly for the diesel-engine vehicles, the unbecoming
54
55
56 combustion knock might also be a matter of irritation for passengers and pedestrians. Gas-ow noise,
57
58 usually low frequency reined, is dependent on the intake and exhaust processes, including a
59
60 turbocharger and a cooling fan. Mechanical noise, on the other hand, contains the contribution of both
61
62 18
63
64
65
rotating and reciprocating engine ingredients. It emanates from gears, tappets, valve trains, timing
1
2 drives, fuel injection instruments and bearings, and also from gas forces creating piston slap. The low
3
4 cranking speed appeared to have the dominant impact on combustion noise development and its
5
6
7 absolute values [130-137]. The bio-fuels blends have small effect on continuous performance of the
8
9 engine and the overall combustion noise radiation. Combustion behavior and stability among the first
10
11 transient cycles were mainly affected by the bio-diesel blend and reduced by the alcohols blend [138].
12
13 Giakoumis et al. [14] reported that during transient, the value of radiation noise at the early cycles of
14
15
16
the transient event is higher than its value during the steady-operation at the same fueling and speed
17
18 conditions.
19
20 The impact of the small match between the cylinder wall temperature and that of the operating
21
22 conditions is responsible for a considerable value of the noise development during the steady-state
23
24
operation [139]. During a cold start in particular, due to the lower cylinder wall temperatures, the
25
26
27 above phenomena are even more significant so that the engine makes sound more than its warm-up
28
29 condition. Slow increase of the engine speed on start contributes to elevated noise levels. When the
30
31 alcohols are blended into the fuel blend, a longer ignition delay is caused, due to their lower cetane
32
33 number that is reliable for a further rise in the combustion noise over the pure diesel fuel operation.
34
35
36 According to the limited tests on both genres of biofuels performed so far, more researches seem
37
38 necessary, with wider variety of the biofuels and higher blending ratios, in order to attain more clear
39
40 results [140-142]. Dhaenens et al. [141] reported that increasing the engine speed cause higher sound
41
42 pressure level. Rakopoulos et al. [143] reported that the bio-fuel blends have limited impact on the
43
44
45 transient performance of the diesel engine and the combustion noise radiation. However, the low
46
47 cranking speed appeared to have a dominant effect on development of the combustion noise and its
48
49 absolute amount.
50
51
52
53
54 6.2. Cylinder Pressure and Heat Release Rate
55
56 The combustion process of a typical diesel engine is partially premixed combustion (the first heat
57
58 release unit) and partially diffusive [144-150]. These phenomena are complex mechanisms to identify
59
60
61
62 19
63
64
65
and they actually depend on the compression ratio, fuel, fuel injection timing engine load, temperature
1
2 and intake boosting the pressure. Gnanamoorthi and Devaradjane [95] showed that a high ratio of
3
4 ethanol-diesel blend occurs in the premix stage and just a few part of this blend occurs during the
5
6
7 diffusive stage. Wei et al. [105] reported that, when methanol is injected at the intake port, methanol
8
9 starts to vaporize and absorb the heat of intake gas leading to lower gas temperature and hence lower
10
11 pressure of the inner cylinder at the compression stroke. The dissimilar physical-chemical properties
12
13 of each fundament of the blends result in transformation of the fuel delivery, dynamic injection timing
14
15
16
[148], fuel fumigation dispersion, wall impingement rate, ignition timing (delay), as well as fuel
17
18 evaporation and blending rates [151]. As a result, the premixed and diffusion parts of combustion
19
20 modify, while the presence of oxygen in the bio-fuel blends is accounted for various local fuelair
21
22 equivalence ratios, triggering or prevention of the combustion. Fang et al. [152] studied the effect of
23
24
pilot injection and exhaust gas recirculation on the combustion and the emissions in a combustion
25
26
27 engine with homogeneous charge compression ignition-direct injection. The diesel engine used in
28
29 their study was a heavy duty four-cylinder engine with a common rail injection system. The impact of
30
31 exhaust gas recirculation and pilot injection quantity on inter-cycle mutability is investigated in this
32
33 section. The inter-cycle variability was discussed in terms of the coefficient of variation of the
34
35
36 indicated mean effective pressure and also peak pressure. They showed that raising the pilot quantity
37
38 reduces the inter-cycle variability to a certain threshold and then with more pilots the inter-variability
39
40 will increase. In all instances the exhaust gas recirculation reduced inter-cycle variability [153-156].
41
42
43
44
45 7. MajorIissues and Further Research Requirements
46
47 Reduction of the air pollutions is the main subject for future the researches. New models that can lead
48
49 to much lower soot emissions should be studied in the future researches. The following are also topics
50
51 which are of great potential for the future studies in this respect:
52
53
Optimization of energy and cost Use new nitrogenate and nano additives to diesel fuel for improving
54
55
56 the chemical-physical properties and also engine performance
57
58
59
60
61
62 20
63
64
65
Effect of preheating the fuel on the combustion characteristics, pollutions and engine performance.
1
2 Influence of the nitrogenate additives or additives known as cetane number improvers on the engine
3
4 performance and air pollutions.
5
6
7
8
9 8. Conclusion
10
11
12 The following are the main conclusions which can be made from the current review:
13
14
15 1) Adding the alcohols is necessary to reduce the soot content and to reduce the soot content even
16
17
18
more, an alcohol of higher oxygen content must be used.
19
20
21 2) Adding the alcohols at certain temperatures creates a two-phase composition. To solve this
22
23 problem one should use additives which act like an interface between the pure diesel fuel and the
24
25 alcohol and prevent formation of a two-phase fuel at any temperature.
26
27
28 3) In case it is not possible to use another additive, one can use normal butanol, because the n-
29
30 botanol has a higher cetane number. These properties cause the n-botanol combined with the
31
32
33 diesel fuel not experience transformation to a two-phase composition.
34
35
36 4) If the produced fuel has high percentage of oxygen, the distribution of NOX grows, and of
37
38 course if the percentages of oxygen is low, the amount of soot spread increases. In order to
39
40 control the dispersion ratio, it should be tried to make a proportion between the oxygen and these
41
42
two pollutants, but it must be said that the first priority is still the soot reduction.
43
44
45
46 5) In addition to application of the alcohols for the purpose of soot reduction, it is possible to use
47
48 the low-percent alcohols to reduce the HC dispersion ratio, because the low-percent alcohols
49
50 increase the required temperature for occurrence of the micro-explosions.
51
52
53 6) Combustion noise radiation during an acceleration transient event, like the one experienced
54
55 continuously during a daily driving, has been found to be enhanced when a normal blend is used,
56
57
58 although no experimental result is available for the methanol and ethanol.
59
60
61
62 21
63
64
65
Nomenclature
1
2 HC Hydrocarbon
3
NOx Nitrogen oxides
4
5 PM Particle matter
6 CO carbon monoxides
7 CO2 carbon dioxide
8 BSFC Brake Specific Fuel Consumption
9
10 THC Total hydrocarbon content
11 BTE Brake thermal efficiency
12 CI Cetane Index
13 PAHs Polycyclic aromatic hydrocarbons
14
15 GHG Greenhouse gas
16 MXEE 2-methoxy ethyl ether
17
18
19
20
21
22
23
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1
2 Table 1. Chemical and physical properties of neat diesel fuel and alcohols
3
4 Table 2. Summary of emissions, fuel properties and performance test results from additivediesel
5 blends
6
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Figure
Gas-flow Combustion Mechanical process
Fuel
Piston Valve Train Injection
Loading
Equipment
Turbocharger Intake Exhaust Piston Slap Timing Gears
Fan Engine Structure Response
Radiated Noise
Fig 1. Engine noise generation [144]

Tables
Table 1. Chemical and physical properties of neat diesel fuel and alcohols
Cinematic viscosity at 40 C (cm2 /s.10-6 ) 3.35[11] 1.2[80] 3[11] 0.75[3]
Density at 20C (kg/m3 ) 837[68] 788[68] 810[48] 790[3]
Cetane number 50[68] 5-8[68] 25[48] 3-5[3]
oxygen molecules 0[68] 34.8[68] 21.6[48] 50[3]
C/H 0.45[3] 0.33 [3] 0.4[3] 0.25[3]
Flash point (C) 45[52] 13-14[5] 35-37[5] 11[3]
Boiling point (C) 180-360[67] 78[67] 118[47] 64.7[3]
Latent energy (kj/kg) 250[67] 840[67] 585[47] 1100[3]

Table 2. Summary of emissions, fuel properties and performance test results from additivediesel blends
Engine Alcohol Tertiary
Research group Ref. Engine load Engine speed NOx emission PM emission CO emission BSFC BTE
application percentage additive
X. Shi et al [99] 4-cylinder Ethanol 20% Methyl soyate 250 Nm 1900 rpm 5.85 g/kwh 0.21 g/kwh 0.7 g/kwh 218 g/kwh -
at brake mean effective pressure
Rakopoulos et al [82] single cylinder Butanol 16% - 580 ppm - 275 ppm 340 g/kwh 0.253
2.57 bar
sayin et al [90] single-cylinder Methanol 10% - 2000% Nm - 1.55 g/kwh -18 % 0.18 g/kwh 165 g/kwh -7%
Choi et al [61] 4-cylinder Butanol 10% - 50% 200000% rpm 175 ppm - 580 ppm 470 g/kwh 75 Ps
Pirouzfar et al [8] 4-cylinder Ethanol 10% Nitro methane 370 Nm 2200 rpm 676 ppm 20.03 ppm - 236 79 kW
Choi et al [122] 4-cylinder Butanol 10% - 25.4% Nm 1500 rpm 180 ppm - 380 ppm - -
at peclete
Jincheng et al [93] single-cylinder Ethanol 20% - 2000 rpm 540 ppm - ~+0.03 300 g/kwh -
number 4
Andres et al [142] 4-cylinder Butanol 10% - 43 Nm - 13.5 g/kwh 1.05 g/kwh 22.7 g/kwh 345 g/kwh 0.257
Jilin et al [53] 4-cylinder Ethanol 10% CLZ emulsifier 96 Nm 1600 rpm 840 ppm 0.43 FSN 450 ppm 0.36 0.33
iso-Butanol
Karabektas et al [101] single cylinder - - 2000 rpm -12 % - -13 % 4% -1.70%
10%
Cenk sayin [84] single cylinder Methanol 5% - - 1400 rpm 2.8 g/kwh 0.71 g/kwh 0.225 g/kwh 305 g/kwh 0.248 g/kwh
Cenk sayin [84] Single cylinder Ethanol 5% - - 1600 rpm 3.15 g/kwh 0.72 g/kwh 0.235 g/kwh 294 g/kwh 0.272 g/kwh
Ethyl acetate+Diethyl
Gnanomorthi et al [95] single cylinder Ethanol 20% at brake power 3 kW 14 g/kwh 20 HSU 3.5 g/kwh - 3%
carbonat
Sahin and Akso [96] 4-cylinder Butanol 4% - 135 Nm 3000 rpm 8 % -23 % - - -
Rakopoulos et al [83] 6-cylinder Ethanol 5% - at bmep:3.56 bar 1500 rpm 503 ppm - 85.5 ppm 272 g/kwh 0.32 g/kwh
Bang-Quan et al [102] 4-cylinder Ethanol 10% - at bmep:0.5 Mpa 1700 rpm 830 ppm 0.82 BSU - - -
Liu et al [66] 6-cylinder Methanol - 80 % 1400 rpm 804 ppm 0.025 FSN 1250 ppm 187 g/kwh
Seyfi [146] single cylinder Ethanol 50% Diethyl ether inlet temp 360 K 1200 rpm 100 ppm - 0.18 % - -
Methyl ester
Ileri and Kocar [137] 4-cylinder BHA 500 ppm - 3000 rpm 800 ppm - 420 ppm 238 g/kwh -
20%
Table 3. Summary of emissions and performance test results from additivegasoline blends
Additive Pressure Power

Researcher Ref no. Oxygenate additive speed BSFC CO HC NOX
(%) (kpa) (kW)
Ethanol 5 2000 - 20.5 260 g/kw 4.8 v.d% 235ppm -
Ethanol 15 2000 - 23.5 255 g/kw 2.35 v.d% 148ppm -
Najafi et al 157 Ethanol 5 3500 - 35.7 257 g/kw 4.68 v.d% 175ppm -
Ethanol 15 3500 - 38 250 g/kw 2.55 v.d% 137ppm -
Isopropanol
0 - 300 22.5 370 g/kw - 310 ppm 1400 ppm
+But+Eth
Isopropanol
30 - 300 23.5 395 g/kw - 282 ppm 1230 ppm
+But+Eth
Li et al 158
Isopropanol
0 - 500 26.5 330 g/kw - 343 ppm 1720 ppm
+But+Eth
Isopropanol
30 - 500 27.8 355 g/kw - 295 ppm 1490 ppm
+But+Eth
N-Butanol 0 2700 - 1.33 - 8.7% 365 ppm -
N-Butanol 3 2700 - 1.265 - 6% 301 ppm -
N-Butanol 10 2700 - 1.3 - 5.5% 275 ppm -
Alfasakhany 159
N-Butanol 0 3400 - 1.66 - 3.9% 252 ppm -
N-Butanol 3 3400 - 1.52 - 3.5% 238 ppm -
N-Butanol 10 3400 - 1.57 - 2.25% 220 ppm -
*Marked Version of revised manuscript
Comprehensive Overview on Diesel Additives to Reduce

Emissions, Enhance Fuel Properties and Improve Engine
Performance
Ahmad Fayyazbakhsh a, Vahid Pirouzfar a*
a
Young Researchers and Elite Club, Central Tehran Branch, Islamic Azad University, Tehran, Iran
Abstract
The present review investigates modification of diesel fuel formulation and development of a new
model to enhance engine performance, improve fuel properties and reduce exhaust emissions.
Emissions arising from the fuel can be controlled by blending an oxygenated fuel (renewable fuel)
with the diesel fuel. The blending oxygenated fuels namely Methanol, Ethanol, and n-Butanol are
examined in addition to their effects. This review paper studies the implication of different torques
and various engine speeds. In some conditions, it can even cause an increase in the content of carbon
monoxides (CO), carbon dioxide (CO2) and nitrogen oxides. This review showed that the engine
speed has a negative effect on all of the air pollutants, so that increasing of the engine speed leads to
reduction of the air pollutants. However, the engine load gives rise to most exhaust emissions. Adding
the oxygenate fuels increases brake specific fuel consumption (BSFC), while brake thermal efficiency
(BTE) decreases. In some researches, a nano-metal additive has been used in the fuel for improving
the engine performance. In case of using the nano-metal additives to the diesel fuel (a nano-metal with
small thermal conductivity coefficient), the engine performance is seen increased.
Key words:
Diesel fuel, Engine performance, Fuel properties, Oxygenated additives, Reduced emissions
*
Corresponding author: V.Pirouzfar; Tel: +98 912 2436110
E-mail address: v.pirouzfar@iauctb.ac.ir).
1
1. Introduction
There is a growing demand for energy due to the increasing population which can lead to greater air
pollution. On the other hand, it is clear that there are limited sources of fossil-based fuels as a
sustainable energy. As a result of world industrialization, the demand for oil-based fuels (fossil fuels)
has increased dramatically [1-3]. Apart from the economic matters, the widespread use of fossil fuels
is responsible for a long-term environmental problem in the form of climate changes and the global
warming. The main source of energy in different forms originates from the combustion. Recently,
depletion of the fossil fuels due to their continuous use has become the first priority concern for all
people in the world whose lives depend on this source of energy for all their activities. Diesel engines
have a considerable share of transportation. At the same time, along with the large-scale use of the
diesel fuels, lung diseases and cancer invasion have been increased dramatically [4-6], such that a
comprehensive study on this issue seems necessary. Today, the fossil fuels constitute about 80% of
the total needed energy with almost 50% of it being related to the local transportation [7]. The diesel
fuel mainly contains aliphatic hydrocarbons of C828 with boiling temperatures varying from 130 to
370 C [8]. The exhaust emissions from the diesel engines contain various types of air pollutants such
as total hydrocarbon content (THC), oxides of nitrogen (NOx), particulate matter (PM), carbon
monoxide (CO). The oxides of nitrogen and sulfur which are emitted by internal combustion engines
can result in acid rains [6,7]. The main source of greenhouse gas emissions are the fossil fuels [9-11].
The worldwide concern of the environmental pollutants has triggered intensified researches for new
alternative sources of energy. Widespread applications of the fossil fuels and the environmental issues
associated with their use have directed us to replace them with reasonable price, high efficiency and
renewable sources [10-13]. To find a proper convincing answer to this question how to select,
distribute and use the data, one needs to focus on both engine technology and fuel efficiency [14-19].
However, the blended renewable bio fuels or the oxygenated fuels with the capability of reduction of
the exhaust emissions are among the most important topics in the literature [20-25]. Alcoholic fuels
are of potential capability for being used as oxygenated fuel additives with fossil-based fuels (such as
gasoline to improve the octane number and to reduce the air pollutant emissions, as well as diesel
2
fuels to control the soot emissions) for the diesel engines. They can be an alternative source of
environment friendly fuels to reduce the exhaust gas emissions using the renewable energy in
different countries of the world. Previous researches and studies were just focused on addition of
vegetable oil, cooking oil, bio diesel, methanol and ethanol to the oil-based fuels. The vegetable oil,
cooking oil and biodiesel were all useable in the diesel engines [26-33], while the methanol and
ethanol could be used in most of the oil-based engines and have the potential to be used as an additive
in most of the fossil fuels [34-39]. Butanol can also be added to the diesel fuel with no need to
incorporate other additives, due to high cetane number and great molecular weight of the n-butanol.
Moreover, in case of blending with diesel fuel at any temperature, a two-phase composition does not
form. Pirouzfar et al. [8] studied the influence of various tertiary additives (nitro methane, nitro ethane
and 2-methoxy ethyl ether) blended with the ethanol-diesel on the exhaust emissions (CO, CO2, HC
and NOX). The results were obtained from the blended fuels through the free acceleration test. They
showed that the nitro ethane has a negative effect on all of the air pollutants as compared to the other
additives. However, they reported that increasing of the ethanol to the diesel-ethanol blend causes
poorer chemical-physical properties of the fuel. This paper reviews the latest tests on the additives
which are present in the diesel fuel. The effect of additives is compared in two aspects: reduction of
the emissions and improvement of the fuel efficiency. Moreover, the effect of adding different
alcohols and various nitrogenated fuels will be investigated on the fuel chemical-physical properties
which include direct and indirect effects on the particles dispersed from the exhaust emissions. The
current study concentrates on the fuel properties (cetane number and viscosity), exhaust emissions
(CO, CO2, HC, NOX and soot) and engine performance (brake specific fuel consumption and brake
thermal efficiency) in various speeds and engine loads. The oxygenated fuel in advantageous in terms
of the BSFC, but has a negative impact on the brake thermal efficiency. However, the oxygenated fuel
are also effective on all the fuel properties (density, viscosity, flash point and cetane number). The
engine load and engine speed have no effect on the fuel properties. For improving the engine
performance, one can add the nano-metal additives to the diesel fuel. Due to the lower thermal
conductivity coefficient of the nano-metal additives as compared to that of the fuel blend, a nano-
metal with a low thermal conductivity coefficient such as silica, alumina, manganese and cerium must
3
be used. This review study, tried to demonstrate the effect of different additives on the engine
performance, fuel chemical-physical properties and the exhaust emissions. The other purpose of this
research is to review the effect of adding various additives on the diesel fuel at the same time.
2. Fundaments of Using Alcohol
Alcohol contains hydroxyl groups which are attached to a carbon atom. Chemical and physical
properties of a neat diesel fuel and alcohol are listed in Table 1.
2.1. Methanol
Methanol is more oxygenated in comparison with butanol and ethanol, due to its higher ratio of
oxygen to carbon and also oxygen to hydrogen. Methanol is produced from fossil fuels (by syn-gas
process) and biomass. Gas fuel including hydrogen, CO and a little CO2, are used to produce ammonia
or methanol. A great deal of research work is done recently to produce methanol by reacting CO2 and
hydrogen retrial, which is not affordable [62-64]. Because of the significant heat of vaporization,
temperature of the incoming air may decrease, so it can be said that the incoming air improves the
efficiency of the internal combustion engines [65]. Taking into account the significant latent heat of
vaporization, increasing of the oxygen content of the fuel containing methanol increases the amount
of NOX (in some temperature conditions, especially at temperatures than needed for combination of
nitrogen and oxygen) [19-21].
2.2. Ethanol
Ethanol is a fuel that is produced from biological materials and is known as a renewable fuel [40].
Ethanol can be produced in various ways such as distillation fermentation of natural materials [41] or
sugar beet. Due to its high octane number, ethanol can be added to gasoline in order to increase its
octane number [42-43]. Therefore, some studies have been carried out for the application of ethanol as
4
a fuel in the spark ignition engines or even as an additive in the diesel fuels [44,5]. Different methods
have been developed so far for adding the ethanol to the diesel fuel, for example: ethanol suspension
(making an emulsifying dilution) [45-47], spraying of the ethanol to the diesel fuels [48-52], and
bilateral injections [53]. The advantage of ethanol in comparison with the case where just the pure
diesel fuel is used, ethanol can add to the heat of the combustion chamber and increase the output
heat from it. The combination of various alcohols including ethanol and diesel fuel, leads to make a
clean fuel [54]. In the past, there was not a stable and single-phase diesel-ethanol fuel by direct
injection of the ethanol [55]. However, this problem was solved to some extent by adding ethyl ester
[56], octyl nitrate [57], methyl esters [58], nitro methane, nitro ethane and 2-methoxy ethyl ether [8]
as other additives or stabilizers.
2.3. Butanol
Butanol is a four-carbon alcohol. This alcohol can also be blended as an additive with the diesel fuel.
The main advantage of butanol over the other alcohols is that butanol has higher cetane number. The
corrosion caused by the additives in the butanol is lower than the one in the other alcohols (i.e.
ethanol and methanol), because the ratios of oxygen to carbon and also oxygen to hydrogen are rather
small in in butane with a greater heat capacity as compared to that of the ethanol and methanol
[59,60]. The properties of butanol are close to those of the base fossil fuel to some extent: its ignition
temperature is lower than that of ethanol and, methanol (about 385) [61]. Additionally, butanol can
burn much simply when blended with the diesel fuel. Butanol has a lower latent heat of vaporization
as compared to those of ethanol and methanol, while the percentage of wasted energy in butanol is
lower than that of the other alcohols. Moreover, butanol can be added to the diesel fuel through
fermentation of the biomass particularly disposable residues of trees which are rich of cellulose [61].
3. Tertiary and Nano-metal Additives
5
When blending the oxygenate fuels with the diesel fuels, the chemical-physical properties of the fuel
including flash point, density, viscosity and actually cetane number might be altered. The oxygenate
fuels has a low cetane number, flash point, viscosity and density [1-4]. For solving this problem and
especially increasing the cetane number, one needs to use tertiary additives which are known as the
cetane number improvers. The main and most important tertiary additives available are nitro methane,
nitro ethane, 2-methoxy ethyl ether, methyl ester and octyl nitrate. Tertiary additives have high
performance improving the cetane number and preventing formation of a two-phase blend. However,
the tertiary additives can enhance the flash point, viscosity and density as well. Goldsborough et al.
[161] worked on effect of an alkyl nitrate that is 2-ethyl-hexyl nitrate as a cetane number improver
and finally showed that these nitrogenate additives promote the cetane number significantly.
Blending of the oxygenated fuels and the tertiary additives causes a poor brake power, but may
increase the brake specific fuel consumption on the other hand. For increasing of the brake power, one
should use a nano-metal additive. Adding the nano-metal additive to the fuel, thermal conductivity
coefficient of the fuel is decreased, so that blending with a metal with lower thermal conductivity
would be a promising alternative for improving the brake power. The main potential nano-metal
additives are: manganese, cerium, alumina and silica. Chandrasekaran et al. [62] studied the effect of
using nano additives on the diesel fuel. They used Mahua oil methyl ester as a nano additive and
concluded that 20MEOM fuel blends can improve the brake power of a diesel engine. Soukht Saraee
et al. [63] worked on the impact of blending cerium oxide and cerium dioxide on the engine
performance. Their research showed that the brake specific fuel consumption, HC emission and NOX
emissions were decreased by adding the nano additives, but the engine power is enhanced by adding
both of the nano additives. This enhancement was affected from increasing of the hot spot value in the
engine. Basha [64] presented a research that used di-ethyl ether as nano additives. He said that the
nano additives could increase the engine power.
In recent years, the use of nano metal as additives in diesel fuel improves the chemico-physical
properties, such as high thermal conductivity, mass diffusivity, and ratio of surface area/volume, when
blended in any base fluid medium. Based on the previous research, it is found that nano metal
6
additives with biodiesel, diesel and blends improve the kinematic viscosity, flash point, and other
properties, owing to upon the volume of the nano metal additives [163].
Selvanetal. [162] research the experimental investigation in two phases, to study emission
characteristics and the performance of a CI engine, when using cerium oxide nano particles as nano
additives in dieselbiodieselethanol blends and pure diesel. In the first phase of their experiments
research, the stability of diesel biodieselethanol fuel blends and pure diesel with the blending of
cerium oxide nano particles was analyzed, and in the other phase, the performance characteristics
were studied. The improvement in brake thermal power and reduction in ignition delay are reported.
Goldsborough et al [161] worked on effect of an Alkyl nitrate that is 2-ethyl-hexyl nitrate as a Cetane
number improver. They showed that this nitrogenate additives has a high effect on improve of Cetane
number.
4. Methods for Combination of Alcohol and Diesel Fuel
As discussed earlier in this section, there are different methods to add ethanol to the diesel fuel. One
of these methods is direct injection in which the ethanol is added to the diesel fuel directly.
Combination of the diesel with the alcohol (ethanol) incorporates no physical problem, but at
temperatures lower than 10 C, integration is not reached properly which creates a two phase
dilution. However, as noted earlier, the ethanol could be added to the diesel fuel without producing
any two phase composition [61,65]. In another method, one should blend the ethanol droplets as a
kind of emulsion with a novel emulsifier [45, 66], so the fuel efficiency and combination stability
increase. Chen and colleagues [67] worked on an emulsion fuel having 15 % glucose and found this
combination more stable and discovered that distribution of the fine particles is decreased
significantly, while according to the following stoichiometry formula, it was observed that the CO 2
content is increased considerably.
C6 H 45O6 2C2 H 5OH 2CO2
7
Moses et al. [68] worked on a micro emulsion aqueous ethanol containing 5 % of water and diesel
fuel. They finally reported that this compound is very stable and it burns a while after the diesel fuel
base. The spraying method could be considered for combining the alcohol with the diesel fuel. In this
method the alcohol is sprayed into the diesel engine by injection. In a typical engine with a diesel
blend alcohol fuel, the combustion takes place in spite of the intake air [68]. The advantages of this
method over the other methods could be cited with the following reasons:
1. The composition of diesel alcohol fuel obtained from this method is more stable in
comparison with the same combination produced from the previous conventional techniques
[68, 69].
2. The amount of the injected alcohol into fuel is controled according to the engine need [70-74]
3. Aqueous alcohols could be blended with the diesel fuel [75-78]
Yao et al. [79] worked on a composition of diesel methanol fuel. They used the spraying method to
blend the methanol and the diesel fuel and finally concluded that the method reduces the amount of
particulate matter (PM) and NOX, but the HC and CO contents increase.
Zhang et al. [80] focused on a diesel engine with natural direct injection. They used the spraying
method for combination of the methanol with the diesel fuel. In two tests by this method they
concluded that the contents of PM and NOX decrease, while the amount of HC and CO increase.
However, reduction of NOX takes place as compared to the combination of methanol-diesel which are
combined using a method other than spraying [74, 80, 81].
As discussed previously, to combine some alcohols (especially methanol and ethanol) with the diesel
fuel, one should add another additive to the composition, so by using this method it is possible to
produce a stable composition and improve auto ignition properties of the fuel. This additive could act
as an interface between the diesel fuels to prevent creation of a two-phase composition.
Pirouzfar et al. [8] worked on the ethanol diesel fuel with the help of three different types of an
additive like 2-methoxy- ethyl ether, nitro methane and nitro ethane, and their obtained results
8
revealed fuel stability, as well as improvement of the cetane number and BSFC. If the n-butanol
(normal butanol) is used as an additive, it will be impossible to use another additive, because the n-
butanol has greater cetane number and molecular weight as compared to the other alcohols. These
properties make cetane number acceptable without transformation to a two-phase compound.
5. Discussion
Adding alcohol to the diesel fuel needs a balance between the emission reduction and engine power in
order to reach the optimal point. Emissions from the diesel fuel are the most critical problem using
this kind of fuel. In this study it was tried to address some researches that blended the alcohols with
the gasoline to control the air pollution and improve the engine performance (Table 3). It was also
focused on the emission reduction, improvement of the fuel properties and enhancement of the engine
power by adding various alcohols. The most important incentives using alcohol for the purpose of
emission reduction are: production of oxygenated alcohols, reaching small molecular weight and the
most importantly, achieving shorter molecular chain in comparison with that of the diesel fuel.
5.1. Engine Performance
The effects of various additives on the engine performance are discussed below.
5.1.1. BSFC
BSFC (brake specific fuel consumption) is affected by three parameters: 1) oxygen content of the
additive. 2) Useful output power. 3) Engine speed. When the oxygenated fuels are added to the
diesel fuel, the BSFC increases because blending of such fuels with the diesel fuel leads to greater
oxygen content that contributes to a more complete ignition. Rakopoulos [82] in his article about the
impact of combination of normal butanol with fuel efficiency concluded that adding the alcohol to the
diesel fuel improves the fuel efficiency in the engine. They have also shown that as a result of
increasing the power of the fuel used, thermal efficiency of the fuel is decreased in the engine. In
9
another study, Rakopoulos et al. [82] worked on adding ethanol to the diesel fuel. Their results
indicated that increasing of the engine speed has a direct effect on the BSFC, and the BSFC can be
improved by increasing the engine speed. Most studies using the biodiesel blends report improved
BSFC for all operating conditions. Once the engine speed increases, the fuel will get more chance to
have a more complete ignition. This means improved efficiency of the fuel in the engine that is also
equal to greater BSFC [83-88].
Balamurugan and Nalini [89] investigated enhancement of the engine performance by using both
normal butanol and normal propanol alcohols. Their observations indicated that the engine fuel
efficiency increases by adding each additive. Improvement of the engine output power causes a
substantial decrease in the fuel efficiency. In addition, they showed that almost at any percentage of
the engine load percentage, when the level of fuel efficiency in the pure diesel is halved, then the fuel
efficiency in the pure diesel will be greater than that of various combinations of the diesel-alcohol. In
their experiments, the effect of the normal butanol and propanol was more than that of the normal
butanol for improvement of the fuel efficiency. If the fuel could be burnt completely, it would then be
possible to increase the fuel efficiency in the engine. This definition indicates that when the alcohol is
oxygenated more and gets shorter branches, it's properties improve the fuel efficiency in the engine at
similar situations. Table 3 summarizes results showing that the alcohols can have different effects on
the BSFC. However, it is clear that when blending the alcohols with the gasoline, the amount of
BSFC could be significantly increased. Since the alcohols give rise to the oxygen content of the fuel,
they contribute the fuel to have complete combustion.
5.1.2. Brake Thermal Efficiency
Brake thermal efficiency (BTE) is one of the most important and effective factors in selecting an
additive.
Adding the oxygenated additives causes degradation of the brake thermal efficiency, because the
latent heat of vaporization of the oxygenated fuels is greater than that of the diesel fuel. Therefore, by
10
increasing the percentage of the oxygenated additives, the minimum size of droplet needed for the
micro-explosion of the oxygenated fuel, require a higher boiling temperature and shorter time for
dispensation before the evaporation occurs. Sayin et al. [90] worked on the impact of methanol on
both the engine emissions and performance. Their results revealed reduction of the brake thermal
efficiency in comparison with that of the pure diesel fuel. They also stated that by increasing the
useful output power or torque, the brake thermal efficiency increases as well. They noticed little
improvement of the thermal efficiency in the longer injection times. Rakopoulos et al. [83] worked on
the impact of adding butanol to the diesel fuel in a diesel engine. Adding butanol to the diesel fuel
does not incorporate much effect on the thermal efficiency. They also declared that increasing of the
pressure leads to significant improvement of the engine thermal efficiency.
From Table 1 it can be understood that the difference between the latent heats of vaporization for the
butanol and the diesel fuel are smaller than those of the other alcohols. Hence its expected that the
brake thermal efficiency grows a little by adding the butanol. An opposite trend is seen for the
methanol (and ethanol to some extent). According to Table 1 it can be observed that there is a big
difference between the latent heat of evaporation for the pure diesel fuel and the methanol. The
figures listed in Table 3 show that all the alcohols have positive effect on the power generated in a
gasoline engine.
5.2. Emissions
The effect of different nitrogenate fuels and various oxygenated fuels on exhaust emissions is studied
in this section.
5.2.1. CO
Generally speaking, addition of the alcohols to the diesel fuel provides an excess oxygen in the fuel
blend that contributes the inner cylinder to produce CO and also to oxide CO to CO2. Increasing of the
11
oxygen content in the fuel leads to completion of the fuel combustion. However, because of the high
oxygen content in the fuel, qualification for production of CO has become rather difficult. Carbon
monoxide appeared due to the incomplete combustion of fossil fuels (especially diesel fuel). Most
studies showed increasing of the oxygen content by combining the oxygenated fuels causes further
distribution of the CO [91-101]. In fact, the effect of adding various additives is different from each
other. For example, the effect of butanol is lower as compared to that of ethanol and methanol,
because the ratio of oxygen to carbon is smaller in the n-Butanol [102-105]. Since in comparison
between methanol and ethanol, the oxygen content of the methanol oxygen is greater than the others,
the methanol can thus contribute to the diffusion process [92-94, 106]. Actually increasing of the
rotation speed of the engine adds to the engine temperature which gives rise to the CO2 production
[97,98-101]. Because combustion is the basic step for production of the CO [65]. Byunchul et al. [61]
studied the effect of butanol (5, 10 and 20 vol.%) blended to the diesel fuel on the exhaust emissions
and engine performance. They reported that increasing of the butanol (i.e. oxygen content) has led to
greater emissions of the carbon monoxide.
5.2.2 GHG
A greenhouse gas (GHG) is a gas in the atmosphere that emitsand absorb radiation through the
thermal infrared range. This mechanism is the basal cause of the greenhouse effect. Increasing of
greenhouse gases (GHG) is a result of indirect land-use change affected by crop-based biofuels as one
of the most important aspects of the biofuels in terms of energy security and environment policy. The
main greenhouse gases in the atmosphere of the earth are nitrogen oxides, carbon oxides, ozone,
methane, and water vapor. Without the greenhouse gases, the earthtemperature would be about
18 C instead of the present average temperature of 15 C. Ebner et al. [160] studied the effect of a
novel mechanism for converting the food waste to the ethanol. They showed that when the landfill
emissions are avoided, the process shows an improvement over the conventional gasoline or ethanol
in terms of the GHG emissions.
12
Emissions from the engine exhausts were believed causing significant reduction of the greenhouse
gases (CO2). The European Environment Agency has set as target for its state members the use of bio-
fuel in the transportation system fuel minimum for 2% by the end of 2005 and 5.74% by the 2011.
The use of biofuel especially alcohols, could partly be replaced with the fossil fuel which can reduce
the noxious emission and mitigate the CO2 emissions. CO2 is one of the most important pollutants and
it's the most abundant air pollutants in the temperature because of the so-called greenhouse effect
phenomenon. The amount of this gas increases by using more oxygen-gases, especially the alcohols
[105,107]. However, it is reduced with adding the oxygenated material to the diesel fuel in some
situations [78,103] because the carbon is lower than the oxygen. Due to the alcohol combination it
could be said that the ratio of carbon to hydrogen is smaller [103].
5.2.3 HC
HC is one of the main pollutants produced from incomplete combustion which enter into the air with
the other combustion products [10]. Increasing of the HC degrades the efficiency of the diesel engines
as well [108]. Adding the oxygenated materials to the diesel fuel adds to the HC amount [109,110-
113] because the oxygen content in the diesel fuel to complete the combustion is rather high
[114,115]. This finding could be confirmed by investigation on how the radicals react with each other.
When the engine temperature comes down, the amount of all air pollutant especially HC also
decreases significantly. The temperature is decreased by using a emulsifyer such as water, so the
amount of HC production is decreased as well [67,116]. Choi and Reitzr [21] worked on the
emissions reduction by using a combination of normalbutanol diesel. They reported that when the
normal-butanol is added to the fuel (at various percentages), the distribution of unburned
hydrocarbons in low percentages of normal butanol (up to 5%) reduces, but at higher percentages they
attributed this effect to the minimum amount of droplet needed for micro-explosions of the natural
butanol. As a result, these blends would require higher temperatures to boil in addition to longer times
for being sprayed prior to evaporation.
13
However, in another work which was conducted by Choi et al [61] in the same year, it was not
mentioned and they noted that in any percentage of adding the oxygenated combinations to the diesel
fuel, the amount of HC is decreased and some of them are transformed to straight chain hydrocarbons.
Therefore, the generation rate of HC increases as discussed earlier. This in turn reduces the thermal
efficiency of the engine and contributes to the formation of HC and CO in hot spots emerged in the
engine. Of course, when we use the net diesel fuel, these two pollutants are made similarly in using of
the pure diesel, when the required heat was prepared for their formation.
Kannan et al [164] studied the effect of blending ferric chloride as a nano additives to diesel fuel on
emissions. They reported that blending this nano additives cause to decrease of smoke, UHC and
carbon monoxide emissions, but increase of NO and carbon dioxides emissions.
5.2.4. Soot Emission
Oxygenated fuels are known to reduce particulate matter (PM) emissions. Composition of the particle
components changes with engine technology, fuel quality and combustion conditions. The particles
are of different size. The smaller the particles, the more dangerous they are. The main cause of cancer
(particularly lung and blood cancer) is PM [6]. Therefore, it must be tried to reduce the spread of the
exhaust gases coming from the diesel engines, because this is the most dangerous part of their output
soot. Meanwhile, it could be said that the key factor in dangerous features of the engine exhaust is
PAH which the main reasons for PM formation itself. Using the alcohol-diesel organic fuel is of little
importance to develop OH radicals and inert H2O2. There is a possibility of forming poly aromatic
hydrocarbons (PAH) throughout this test. The carbon ratio per hydrogen of the diesel fuel is higher
than that of ethanol, and it mitigates formation of the soot less than what happens in the fuel rich
conditions. The particulate matter is composed of two components: 1- soot; which has carbon and is
solid; 2- organic solvents have this property that adsorb the hydrocarbons and release them into the
atmosphere [117-121]. In general, oxygenation of the fuel by using an oxygenated material is applied
to reduce the PM distribution. Many researchers have tried to use methanol, ethanol, butanol and
other alcohols and even add vegetable or animal fats into the diesel fuel [122-124]. The effect of
14
oxygen to hydrogen is high, the amount of PM reduction is even greater. For example, the PM
reduction in the methanol fuel [78, 12, 94] is more than that of the ethanol fuel [88,90] and this
reduced rate is greater than the time n-butanol is used in the fuel [83-96]. Since the alcohols have
lower C/H, the soot emissions are reduced. The soot emissions increase for the greater engine loads,
but the soot emission decrease with more ethanol and higher load.
5.2.5. NOX
Nitrogen oxides are mainly composed of nitric oxide (NO) and nitrogen dioxide (NO 2). The nitrogen
oxides are considered as an important factor in creation of acid rain, chemical fog and smoke in urban
air. While the dust is rich of nitrogen oxides in the urban air. The creation of NOX is dependent on the
engine temperature and ignition delay [125], so the NOx forms in hot spots of the diesel engine. The
three chief reactions producing thermal NOx was shown in Zeldovich Mechanism as below:
N2 + O NO + N
N + O2 NO + O
N + OH NO + H
The temperature should be about 1600 C for the oxygen and the nitrogen to react with each other, so
if the temperature doesn't exist, the NOX won't form at all. So it's clear that in any case, an
enhancement in the engine speed (engine temperature decreases and its emissions as well), reduces
the amount of NOX [53,98-101]. By adding further oxygenated materials to the diesel fuel, the amount
of NOX distribution is also increased [91,98-118]. However, in the additives where the ratio of oxygen
to hydrogen and also that of oxygen to carbon is higher (e.g. methanol), generation of NO X is also
greater. The NOX production has direct relation with the high pressure. So, greater amount of NOX is
produced at the high pressure [87]. The high evaporation enthalpy of alcohols reduces the temperature
during combustion, so this reduction of NOX occurs, though just to a limited extent [119, 120]. By
adding more alcohol to dilution, the combustion process occurs in shorter time and can't reduce the
combustion heat [44]. Increasing of NOx by further addition of oxygenated additives reduces the
15
cetane number which has direct and significant effect on ignition [51]. The successful method of NOX
reduction is via lowering the peak cylinder pressure among retarded injection timing or using exhaust
gas recirculation. In practical applications, the exhaust gas recirculation reduces the nitrogen oxide
emissions for sure as reported in the literature [121-125]. On the other hand, considering the engine
performance, soot and other exhaust emissions, lower local temperature and oxygen centralization in
the cylinder faces the fuel to incomplete combustion and further results in a lower brake thermal
efficiency and higher emissions of PM, PAHs, HC and CO [126-128]. In support to the previous
researches, Table 2 summarizes the results from all Ethanol, normal Butanol and Methanol blended to
diesel fuel studies on PM , nitrogen oxides, carbon oxides emissions and engine performance (brake
thermal efficiency and brake specific fuel consumption). Moreover this table showed the effect of
tertiary additives on all responses. This table showed that the oxygenated additives have a positive
effect on the BSFC and the emissions of nitrogen oxides but have a negative effect on the emissions
of BTE and PM. The effect of butanol on CO emissions is lower as compared to that of ethanol and
methanol, because the amount of oxygen to the carbon in the n-Butanol is smaller. The effect of
oxygen to hydrogen is high, the amount of PM reduction will thus be the greatest. In the work of
Mirzajanzadeh et al [165] mixture (homogenous) amide-functionalized MWCNTs were applied as
support for CeO2 as the catalytic and the hybrid catalyst (CeO2-MWCNTs) was blended to the
dieselbiodiesel blends (B5and B20) at three different concentrations. CeO2 nano particles owing to
their decreasing impact on peak temperature in the combustion chamber resulted in decreased
production of nitrogen oxides (NOx).
5.3. Fuel Properties
A number of physical-chemical fuel properties are essential for adequate combustion of a diesel fuel.
Blending of the alcohols with the diesel fuel changes certain key properties such as viscosity, density,
flash point and cetane number. This study focuses on of the effects the alcohols blended with diesel
16
have on cetane number and viscosity. The cetane number is one of the most important properties of a
diesel fuel, very similar to the octane number that is associated with the gasoline fuel. A high cetane
number brings about a good starting ability in a cold weather, in addition to low combustion noise and
long life of the engine. Viscosity of the fuel is one of the important characteristics of a liquid fuel. It
also plays a key role in lubrication of the fuel injection systems. Blending of the alcohols to the diesel
fuel causes a slight reduction in the fuel viscosity. De cardo et al. [46] studied the impact of blending
the ethanol with the diesel fuel on the physic-chemical properties of a fuel. They reported that ethanol,
causes the cetane number stays above 45. The relation between the reduction of the cetane number
and the ethanol blending was linear. Moreover, they found that with the ethanol contents of 10-20%,
the viscosity does not meet the minimum requirements for the diesel fuels.
Numerous techniques have been proposed to increase the cetane number of diesel fuels owing to
smaller soot emission. Flash point is the lowest temperature that a fuel will ignite when exposed to an
ignition source. Blending the alcohols with the diesel lowers the fuel flash point, but increasing of the
tertiary additives can increase of the fuel viscosity.
Pirouzfar et al. [8] concluded that the effect was positive on the tertiary additives (especially,
nitrogenate fuel) and this fuel can give rise the cetane number and other mentioned properties. They
showed that the nitrogenated fuels can enhance the cetane number to 57. They used three different
cetane number improvers for this purpose. The cetane number improvers were 2-methoxy ethyl ether
(MXEE), nitro methane and nitro ethane. However they showed that the nitro methane was more
effective than the other two tertiary additives.
The boiling temperature of a substance is the temperature at which the liquid changes to vapor [4] and
the vapor pressure of the liquidbecomes equal to the pressuresurrounding the liquid. The boiling
point of a liquid difference is due to the surrounding environmental pressure. A liquid with high
pressure has a higher boiling temperature than a liquid at atmospheric pressure and vice versa.
17
The latent energy is the internal energy a system requires to undergo a phase transition. Its volume is
specific to the substance under study. The volume can also vary with pressure and temperature [4]. A
higher latent energy of the alcohols causes an increase in the energy needed to start.
The density, or more precisely, the volumetric mass density of a substance is its mass per unit volume.
The difference of density between the alcohols and the diesel fuel especially methanol is one of the
main character that could lead the fuel to 2-phase compositions [1-4].
6. Combustion
6.1. Combustion Noise
Sound noise in the air-pressure fluctuations is really small. The understanding from the sound
intensity is based on the ratio of difference in the pressure. A logarithmic scale is used in this respect
as formulated below [129].
2
P P
Sound pressure = 10 log 20 log
Pref Pref
Where the reference pressure is the lowest audible sound from the order of 20 Pa. The three primary
sources of noise generation in a diesel engine are listed in Fig1.
Gas-flow
Combustion
Mechanical process
Generally speaking, the diesel engine, being a very intricate system comprising various dynamic
forces acting on a structure of varying hardness, modifying and response characteristics, remains by
far inferior to its gasoline correlate. Particularly for the diesel-engine vehicles, the unbecoming
combustion knock might also be a matter of irritation for passengers and pedestrians. Gas-ow noise,
usually low frequency reined, is dependent on the intake and exhaust processes, including a
turbocharger and a cooling fan. Mechanical noise, on the other hand, contains the contribution of both
18
rotating and reciprocating engine ingredients. It emanates from gears, tappets, valve trains, timing
drives, fuel injection instruments and bearings, and also from gas forces creating piston slap. The low
cranking speed appeared to have the dominant impact on combustion noise development and its
absolute values [130-137]. The bio-fuels blends have small effect on continuous performance of the
engine and the overall combustion noise radiation. Combustion behavior and stability among the first
transient cycles were mainly affected by the bio-diesel blend and reduced by the alcohols blend [138].
Giakoumis et al. [14] reported that during transient, the value of radiation noise at the early cycles of
the transient event is higher than its value during the steady-operation at the same fueling and speed
conditions.
The impact of the small match between the cylinder wall temperature and that of the operating
conditions is responsible for a considerable value of the noise development during the steady-state
operation [139]. During a cold start in particular, due to the lower cylinder wall temperatures, the
above phenomena are even more significant so that the engine makes sound more than its warm-up
condition. Slow increase of the engine speed on start contributes to elevated noise levels. When the
alcohols are blended into the fuel blend, a longer ignition delay is caused, due to their lower cetane
number that is reliable for a further rise in the combustion noise over the pure diesel fuel operation.
According to the limited tests on both genres of biofuels performed so far, more researches seem
necessary, with wider variety of the biofuels and higher blending ratios, in order to attain more clear
results [140-142]. Dhaenens et al. [141] reported that increasing the engine speed cause higher sound
pressure level. Rakopoulos et al. [143] reported that the bio-fuel blends have limited impact on the
transient performance of the diesel engine and the combustion noise radiation. However, the low
cranking speed appeared to have a dominant effect on development of the combustion noise and its
absolute amount.
6.2. Cylinder Pressure and Heat Release Rate
The combustion process of a typical diesel engine is partially premixed combustion (the first heat
release unit) and partially diffusive [144-150]. These phenomena are complex mechanisms to identify
19
and they actually depend on the compression ratio, fuel, fuel injection timing engine load, temperature
and intake boosting the pressure. Gnanamoorthi and Devaradjane [95] showed that a high ratio of
ethanol-diesel blend occurs in the premix stage and just a few part of this blend occurs during the
diffusive stage. Wei et al. [105] reported that, when methanol is injected at the intake port, methanol
starts to vaporize and absorb the heat of intake gas leading to lower gas temperature and hence lower
pressure of the inner cylinder at the compression stroke. The dissimilar physical-chemical properties
of each fundament of the blends result in transformation of the fuel delivery, dynamic injection timing
[148], fuel fumigation dispersion, wall impingement rate, ignition timing (delay), as well as fuel
evaporation and blending rates [151]. As a result, the premixed and diffusion parts of combustion
modify, while the presence of oxygen in the bio-fuel blends is accounted for various local fuelair
equivalence ratios, triggering or prevention of the combustion. Fang et al. [152] studied the effect of
pilot injection and exhaust gas recirculation on the combustion and the emissions in a combustion
engine with homogeneous charge compression ignition-direct injection. The diesel engine used in
their study was a heavy duty four-cylinder engine with a common rail injection system. The impact of
exhaust gas recirculation and pilot injection quantity on inter-cycle mutability is investigated in this
section. The inter-cycle variability was discussed in terms of the coefficient of variation of the
indicated mean effective pressure and also peak pressure. They showed that raising the pilot quantity
reduces the inter-cycle variability to a certain threshold and then with more pilots the inter-variability
will increase. In all instances the exhaust gas recirculation reduced inter-cycle variability [153-156].
7. MajorIissues and Further Research Requirements
Reduction of the air pollutions is the main subject for future the researches. New models that can lead
to much lower soot emissions should be studied in the future researches. The following are also topics
which are of great potential for the future studies in this respect:
Optimization of energy and cost Use new nitrogenate and nano additives to diesel fuel for improving
the chemical-physical properties and also engine performance
20
Effect of preheating the fuel on the combustion characteristics, pollutions and engine performance.
Influence of the nitrogenate additives or additives known as cetane number improvers on the engine
performance and air pollutions.
8. Conclusion
The following are the main conclusions which can be made from the current review:
1) Adding the alcohols is necessary to reduce the soot content and to reduce the soot content even
more, an alcohol of higher oxygen content must be used.
2) Adding the alcohols at certain temperatures creates a two-phase composition. To solve this
problem one should use additives which act like an interface between the pure diesel fuel and the
alcohol and prevent formation of a two-phase fuel at any temperature.
3) In case it is not possible to use another additive, one can use normal butanol, because the n-
botanol has a higher cetane number. These properties cause the n-botanol combined with the
diesel fuel not experience transformation to a two-phase composition.
4) If the produced fuel has high percentage of oxygen, the distribution of NOX grows, and of
course if the percentages of oxygen is low, the amount of soot spread increases. In order to
control the dispersion ratio, it should be tried to make a proportion between the oxygen and these
two pollutants, but it must be said that the first priority is still the soot reduction.
5) In addition to application of the alcohols for the purpose of soot reduction, it is possible to use
the low-percent alcohols to reduce the HC dispersion ratio, because the low-percent alcohols
increase the required temperature for occurrence of the micro-explosions.
6) Combustion noise radiation during an acceleration transient event, like the one experienced
continuously during a daily driving, has been found to be enhanced when a normal blend is used,
although no experimental result is available for the methanol and ethanol.
21
Nomenclature
HC Hydrocarbon
NOx Nitrogen oxides
PM Particle matter
CO carbon monoxides
CO2 carbon dioxide
BSFC Brake Specific Fuel Consumption
THC Total hydrocarbon content
BTE Brake thermal efficiency
CI Cetane Index
PAHs Polycyclic aromatic hydrocarbons
GHG Greenhouse gas
MXEE 2-methoxy ethyl ether
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32
Table 1. Chemical and physical properties of neat diesel fuel and alcohols
Table 2. Summary of emissions, fuel properties and performance test results from additivediesel
blends
Fig 1. Engine noise generation [129]
33

Renewable Energy Review Overview

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Renewable & Sustainable Energy

Manuscript Number: RSER-D-16-02436R1

Title: Comprehensive Overview on Diesel Additives to Reduce Emissions,

Article Type: Review Article

Keywords: Diesel fuel, Engine performance, Fuel properties, Oxygenated

Abstract: The present review investigates modification of diesel fuel

Dear Prof. Lawrence Kazmerski

Point-to-point response to the reviewers comments:

The combination of various alcohols including ethanol and diesel fuel, in

Some references seem to be irrelevant. For example:

2. I think there is an important missing element in the review.

A greenhouse gas (GHG) is a gas in an atmosphere that emits and absorbs

3. A critical review also results on identification of potent

4. Unless, the authors improve the manuscript grammar and style

* This review paper examined on [wrong choice of word and tense,

* In some conditions, it has even caused [wrong tense, "can even

* Adding the oxygenate fuels increase[s] brake specific fuel

* In some researches, a nano-metal additive is used in the fuel for

Properties Pure diesel Ethanol n-Butanol Methanol

* A matrix table summarizing the implications of alcoholic

NOX HC CO BSFC Power Pressure speed Additive (%) Oxygenate

- 175ppm 4.68 v.d% 257 g/kw 35.7 - 3500 5 Ethanol

- 137ppm 2.55 v.d% 250 g/kw 38 - 3500 15 Ethanol

1400 ppm 310 ppm - 370 g/kw 22.5 300 - 0

* Some abbreviations need to be explained first, e.g., HC (unburned

* The references and tables should be adapted to the RSER style.

* The number of "relevant references" should be increase

Response: Many thanks for this direction. According to your kind

2. In "Abstract", carbon oxide emissions should be corrected by

3. Formatting is a little issue with the manuscript.

4. Conclusions should be brief although it is summarised well.

Response: with thank to the reviewer for this recommendation, the

5. Some data mentioned in Table 2 are mismatched with respect to the

6. Add latest reference(s), if possible.

1. S.S. Goldsborough, M.V. Johnson, C. Banyon, W.J. Pitz, M.J.

7. Please scan your paper for possible similarities to already

Fayyazbakhsh. A, Pirouzfar, V. Investigating the influence of additive-

Fayyazbakhsh. A, Pirouzfar. V. Determination of the Optimum Conditions

Islamic Azad University

Dear Prof. Lawrence Kazmerski

In addition, some of observations are not fully explained, Example:

* Page 5 "ethanol additionincreases safety of the fuel", why and how?!

fuel because it could decrease of air pollution [54]

Some references seem to be irrelevant. For example:

the increase in BSFC.

blends and their implications for end-use.

important element of any review and is totally missing.

are some examples only from the abstract:

review investigates"] modification of diesel fuel formulation and.

implications of"] different torques and at various engine speeds [on]

Response: This is another good point, the suggestions were implemented.

interrelations with the blend performance should be discussed in details.

Properties Pure diesel Ethanol n-Butanol Methanol

Diesel, and Gasoline (columns) can help the readers.

Ref Oxygenate Additive Pressure Power

* Some abbreviations need to be explained first, e.g., HC (unburned hydrocarbons?)

contents are scattered to highlight the objective(s) of the manuscript.

3. Formatting is a little issue with the manuscript.

4. Conclusions should be brief although it is summarised well.

6. Add latest reference(s), if possible.

Fayyazbakhsh. A, Pirouzfar, V. Investigating the influence of additive-fuel on diesel engine

Gas-flow Combustion Mechanical process