Rozprawy doktorskie na temat „BIODIESEL-DIESEL BLEND”

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Coordenação de Aperfeiçoamento de Pessoal de Nível Superior
The search for alternatives to reduce diesel within the national energy matrix, particularly within the transport sector, has been studied and carried out in a gradual manner with partial insertions of biodiesel to diesel. This binary mixture, however, can be improved by the addition of ethyl alcohol (ethanol), which contain oxygen atoms in its structure and may be able to promote more efficient burning and to reduce exhaust emissions, both sulfur and non-sulfur. This work aimed to evaluate the energy performance of an engine-generator set working with diesel-biodiesel blends and diesel-biodiesel-ethanol, compared with the diesel type "A", i.e, diesel without the addition of biodiesel, as well as physicochemical characteristics of each treatment. The diesel-biodiesel mixtures were based on the currently marketed formulation (B7) and projections provided by the Senate Bill 613/2015 and Resolution No. 3/2015 CNPE for captive consumers or road fleets, ie, B10, B15 and B20. Each binary mixture this has undergone additions of anhydrous ethanol (99.6% p / p) to 1%, 5%, 10% and 15%. The treatments were subjected to 5 resistive loads of 1, 2, 3, 4 and 5 kW in triplicate. The set of data collected, analyzed the density, viscosity, calorific value, specific consumption (CE), energy efficiency (EE) and SO2 emissions. The density and viscosity of the mixtures were close to the diesel and within the specifications of the National Agency of Petroleum, Natural Gas and Biofuels (ANP). The calorific value decreased as the biofuel incorporated into the diesel grew. The best specific fuel consumption was observed in absolute terms at a load of 5 kW for B15E1 with 327.1 g kW-1 h-1followed by B10E1 (330.1 g kW-1 h-1) and diesel (g kW-1 h-1). The ternary mixture composed by adding 1% ethanol did not differ statistically from diesel-biodiesel blends for all applied loads. The greatest EE of 27.15% was observed at the load of 4 kW, to B10E15 mixture. The B15E1 mixtures, B20E1 and B20E0 were more efficient than diesel for all applied loads. The lowest emission of SO2 was 5 kW for the load B10E0 with 397.66 ppm, while the highest was in load of 1 kW for B15E15 with 3391.67 ppm.
A busca de alternativas para a diminuição do uso de diesel dentro da matriz energética nacional, principalmente dentro do setor de transportes, tem sido estudada e realizada de modo gradativo com inserções parciais de biodiesel ao diesel. Esta mistura binária, entretanto, pode ser melhorada com a adição de álcool etílico (etanol), que por conter átomos de oxigênio em sua estrutura pode ser capaz de promover uma queima mais eficiente e reduzir as emissões gasosas, tanto sulfuradas quanto não sulfuradas. Assim, este trabalho buscou avaliar o desempenho energético de um conjunto motor-gerador trabalhando com misturas diesel-biodiesel e diesel-biodiesel-etanol, comparando com o diesel tipo A , isto é, diesel sem a adição de biodiesel, bem como características físico-químicas de cada tratamento. As misturas diesel-biodiesel tiveram como base a formulação atualmente comercializada (B7) e projeções previstas pelo Projeto de Lei do Senado 613/2015 e Resolução CNPE nº 3/2015 para frotas cativas ou consumidores rodoviários, isto é, B10, B15 e B20. Cada mistura binária desta sofreu adições de etanol anidro (99,6% p/p) a 1%, 5%, 10% e 15%. Os tratamentos foram submetidos a 5 cargas resistivas de 1, 2, 3, 4 e 5 kW, em triplicata. Do conjunto de dados colhidos, foram analisados a densidade, viscosidade, poder calorífico superior e inferior, consumo específico (CE), eficiência energética (EE) e as emissões de SO2. A densidade e viscosidade das misturas ficaram próximas ao diesel e dentro das especificações da Agência Nacional do Petróleo, Gás Natural e Biocombustíveis (ANP). O poder calorífico inferior diminuiu a medida que o teor de biocombustíveis incorporados ao diesel cresceu. O melhor consumo específico em termos absolutos foi verificado na carga de 5 kW, para B15E1, com 327,1 g kW-1 h-1 seguido de B10E1 (330,1 g kW-1 h-1) e do diesel (334,7 g kW-1 h-1). As misturas ternárias compostas pela adição de 1% de etanol não diferiram estatisticamente das misturas diesel-biodiesel para todas as cargas aplicadas. A maior EE verificada foi de 27,15%, na carga de 4 kW, para a mistura B10E15. As misturas B15E1, B20E1 e B20E0 foram mais eficientes que o diesel para todas as cargas aplicadas. A menor emissão de SO2 foi verificada na carga de 5 kW para a mistura B10E0, com 397,66 ppm, enquanto a maior foi na carga de 1 kW, para B15E15, com 3391,67 ppm.

Diesel-powered vehicles have contributed to the emission of greenhouse gases into the atmosphere. Using biodiesel as a combustion fuel for use in diesel engines is advocated by engineers, environmentalists, industry and government for numerous reasons, including that it is derived from a renewable fuel source and can generate lower emissions than petroleum derived diesel fuel. However, biodiesel has reduced storage stability and is more prone to degradation reactions that can affect its fuel quality and cause changes in its fuel properties. The long-term ageing under real-time conditions of two different biodiesel (B100) fuels (from soybean oil and waste vegetable oils), two petroleum derived diesel (D100) fuels and their 20% vol. or B20 fuel blend was studied by storing these blends under cool (6 °C), ambient outdoor (X °C) and warm temperature (40 °C) conditions. The aged fuel samples were monitored via characterization of several fuel properties in accordance to ASTM and EN regulation standards up to 180 days and 300 days, in some cases. The purpose to meet the standards (e.g., ASTM, EN) is to ensure safe operation, good fuel quality and industrial longevity. The acid number (AN), kinematic viscosity (KV) and cetane number (CN) of the soy methyl ester (SME) after 300 days of ageing at 6 °C, X °C and 40 °C and waste methyl ester (WME) after 180 days of ageing at 6 °C and X °C did not change significantly. WME showed an increasing change in AN and KV after 180 days of ageing at 40 °C. Many of the fuel properties of aged SME and WME were comparable to its initial, un-aged values and were within the limits of technical specifications. The correlation between oxidative stability (OS) and iodine number (IN) was poor for both biodiesels. The analysis of the fatty acid methyl ester (FAME) profiles demonstrated the ineffectiveness of employing IN as a total measure of unsaturation for biodiesel fuels. The cloud point (CP) of WME was higher than SME and like KV, CN and OS; it strongly depended on the saturation and unsaturation content of the FAME. The D100 fuels displayed a near zero change in AN, minor increases in KV and adequate stability during storage. The CN of D100 decreased slightly and the measures were within the ASTM limits pre- and post-storage. Many fuel properties of the B20 pre-mix samples differed from the B20 after-mix samples, but these differences are not significant enough to conclusively deduce which B20 blend showed better stability. CN's of B20 were calculated from the measured cetane data of B100 and D100 and compared to the measured cetane data of B20. Select blends of aged Bl 00, D100 and B20 aged at 6 °C and 40 °C were tested for regulated pollutant emissions (HC, CO, NOx, CO₂) in a 1987 Volkswagen Jetta and a 2005 Mercedes Benz Smart Car. The vehicles were driven by the same driver for all test runs at cold start conditions. The effect of certain fuel properties and fuel composition was investigated on emission production. Relative to D100, the B100 and B20 fuels tested in the 1987 VW Jetta produced significantly lower emissions, with reductions in HC and CO of at least 40% and 15%, respectively. The B100 fuels showed a 12% increase in NOx. Storage temperature appeared to affect the produced emissions, particularly for B100 blends, but this effect is not as significant as the variations between the different fuel types (e.g., B100 versus D100). The emissions of B100 and B20 aged at 40 °C in the Smart car did not differ significantly and the results indicate the effect of fuel on emissions is small.
Applied Science, Faculty of
Chemical and Biological Engineering, Department of
Graduate

Application of thermogravimetric analysis to the renewable energy sources is a novel study and it has been becoming attractive by the researchers in recent years. In this thesis, thermal and kinetic properties of biodiesel as new energy source, diesel and canola oil have been analyzed by using very popular thermogravimetric analysis methods which are
Differential Scanning Calorimetry (DSC) and Thermogravimetry (TGA/DTG). The main aim of the study is to observe the combustion and pyrolysis behaviour of methanol route biodiesel and diesel blends at different blending rates. Additionally, combustion and pyrolysis behaviour of canola oil, the origin of biodiesel have been analysed to observe the transesterification reaction effect on biodiesel. Therefore, biodiesel, diesel, canola oil and blends of diesel and biodiesel at different percentages are exposed to isothermal heating under nitrogen and air atmosphere with a constant heating rate of 5, 10 and 15

Thesis (PhD)--Stellenbosch University, 2012.
ENGLISH ABSTRACT: World crude oil demand and production is set to increase in the long term and is projected to increase from 82 barrels per day in 2007 to an estimated 104 million barrels per day in 2030 according to the International Energy Agency. The environmental challenges posed by the current and projected increased future fuel use, with specific reference to air, aquatic and terrestrial impact, are driving producers and legislators to change fuel specifications and consequently fuel properties to be less harmful to the environment. Traditionally transportation fuels are produced through crude oil refining but in South Africa more than one third of the liquid fuels are produced synthetically through catalytic conversion of gassified coal via the Fischer-Tropsch process by Sasol. Diesel from syncrude is referred to as synthetic diesel and the refiner must blend various hydrocarbon streams, effectively tailoring the diesel to its final composition. Biodiesel from renewable sources like vegetable oils is considered environmentally more acceptable than petrodiesel because of its high biodegradability in the environment, lower sulphur and aromatic hydrocarbon content as well as lowered particulate content in the exhaust emissions. The present research was aimed at evaluating whether the composition of diesels derived from different feed stocks, that included coal, natural gas, crude oil and soybean oil, would influence its biodegradability and ecotoxicity. Acute aquatic tests that included freshwater fish, crustaceans, algae and marine bacteria were used to determine the acute toxicity of diesels. In addition, quantitative structure activity relationship models were used to estimate the biodegradation and ecotoxicity properties of the diesels in an attempt to develop a cost effective tool to determine those properties. The results indicated that the 2-D GC technique quantitatively and qualitatively identified the hydrocarbon constituents in the diesels. The relevance of using the 2-D GC technique was in identifying and quantifying the hydrocarbon breakdown products and being used in a mass balance to confirm the potential biological breakdown processes of the materials used in the present study. The differences in theoretical oxygen demand (ThOD) of the different experimental diesel blends using various blending materials and biodiesel, emphasised and confirmed the importance of calculating the ThOD for the respective blending materials when measuring the biodegradation rates. Furthermore, the biodegradation hierarchy of Pitter and Chudoba (1990) in order of decreasing biodegradability: alkanes > branched alkanes > cyclo-alkanes > aromatic hydrocarbons, could be expanded to include FAME: FAME > alkanes > branched alkanes > cyclo-alkanes > aromatic hydrocarbons. The biochemical pathways identified for the biodegradation of all the diesels was enzyme-enhanced β-oxidation. The present research also indicated that biodiesel addition to crude-derived diesels to increase the density to within the current required specifications for diesels cannot be a reality in SA because of the underdeveloped biodiesel industry. To increase the density by using biodiesel to within the specification for GTL diesel, more than 27% biodiesel would be required, which is currently is not achievable from an economic perspective as well as governmental national strategy perspective. The addition of biodiesel as lubricity enhancer seems more plausible, because less than 5% would be required for petrodiesels. The results on the ecotoxicity of the diesels and diesel blends demonstrated a general lack of acute toxic effect, especially for the fish and crustaceans used during the present study. Although algal and bacterial tests showed an effect at most of the WAF loading rates, none were high enough to enable the calculation of a median effect loading rate (EL50). QSAR‟s, like EPI Suite, together with prediction models, like the Fisk Ecotoxicity Estimation Model, can be used to screen for ecotoxicity and biodegradability of hydrocarbons found in Petrodiesels. It was less applicable for the prediction of biodiesel constituents. The use of different cut-off values for the constituents of biodiesel could be developed in future research. The use of this combination enabled the present research into the potential toxicity of hydrocarbon mixtures to be conducted, especially since tests on individual constituents are impractical. QSAR‟s may provide a relatively cost-effective way to screen for potential environmental acceptability of such mixtures. The contributors to the toxicity of mixtures of hydrocarbons found in diesels were evaluated and it appears that paraffins contribute more to the overall toxicity than previously thought and aromatics less. By putting well-defined policies and incentives in place, a robust biodiesel industry could be created that will enable SA to contribute to the mitigation of the threat of climate change, to become less dependent on foreign oil and to develop rural agriculture. The key to energy security is not one solution to South Africa‟s energy needs, but a multifaceted approach to the complex subject of sustainable energy security. The end of the hydrocarbon era of energy is not in sight, at least for the near future, but soon even hydrocarbon energy in the form of coal and crude oil will have to be re-evaluated as SA‟s major energy resource for economic and energy security. In SA the potential of developing natural gas resources through fracking, nuclear, solar, wind, biological and even wastes to energy processes as well as better energy efficiency, in a balanced and diverse energy portfolio, could pave the way toward energy security in the long run.
AFRIKAANSE OPSOMMING: Ru-olie aanvraag en produksie wêreldwyd is besig om toe te neem en die Internasionale Energie Agentskap projekteer dat wêreld ru-olie verbruik sal toeneem van 82 vate per dag in 2007 tot „n beraamde 104 vate per dag in 2030. Die omgewings uitdagings wat huidige en toekomstige toename in brandstof verbruik, spesifiek die impak op lug gehalte, water- en grond, mag hê, is dryfvere vir produseerders en reguleerders om brandstof spesifikasies te verander om minder omgewings impak te veroorsaak. Brandstof vir vervoer doeleindes word oor die algemeen van ru-olie gemaak, maar in Suid Afrika word ongeveer „n derde van die vloeibare brandtof gemaak deur middel van gekatiliseerde omskakeling van vergasde steenkool via die Fischer-Tropsch proses by Sasol. Diesel wat uit sintetiese ru-olie gemaak is, is sinteties en die raffineerder moet verskillende koolwaterstof strome meng om „n finale produk te lewer. Biodiesel wat uit hernubare hulpbronne soos plant-olies en diervet gemaak word, kan oorweeg word vir die vervaardiging van meer omgewings aanvaarbare brandstof met laer swael en aromatiese koolwaterstof inhoud en ook minder partikel inhoud in die uitlaatgas. Die huidige navorsing het beoog om te evalueer of die samestelling van diesels wat vervaardig is uit verskillende hulpbronne, wat steenkool, aardgas, ru-olie en sojaboon olie ingesluit het, die biodegradeerbaarheid en ekotoksisiteit kan beïnvloed. Akute akwatiese toetse wat varswater vis, krustaseë, alge en marine bakterieë ingesluit het, was aangewend om die akute toksisiteit van die diesels te bepaal. Kwantitatiewe struktuur aktiwiteit verwantskaps modelle is ook gebruik om die biodegradeerbaarheid en ekotoksisiteits eienskappe van die diesels te beraam om vas te stel of 'n bekostigbare alternatief beskikbaar is om daardie eienskappe te bepaal. Die resultate het aangedui dat die 2D GC tegniek kwantitatief en kwalitatief gebruik kan word om die koolwaterstowwe in die diesels te identifiseer. Die benutting van die 2D GC tegnieke is egter om die koolwaterstof afbraak produkte te identifiseer en ook om die massa balans gedurende die biodegradering te bevestig. Die verskil in teoretiese suurstof aanvraag van die verskillende diesels het die belangrikheid daarvan blemtoon en bevestig om die teoretiese suurstof aanvraag korrek te bereken en sodoende die biodegradasie korrek te bepaal. Verder kan die biodegradasie hierargie van Pitter en Chudoba (1990) volgens afnemende biodegradasie: alkane > vertakte alkane > siklo-alkane > aromatiese koolwaterstowwe, uitgebrei word om vetsuur-metielesters in te sluit: vetsuur-metielesters > alkane > vertakte alkane > siklo-alkane > aromatiese koolwaterstowwe. Die biochemiese roetes wat geïdentifiseer is vir die biodegradasie van die diesels, was ensiem-verbeterde β-oksidasie. Die huidige navorsing het ook aangedui dat biodiesel toevoeging tot ru-olie vervaardigde diesel om die digtheid te verhoog to binne huidige spesifikasies is nog nie lewensvatbaar in Suid Afrika nie as gevolg van die onderontwikkelde biodiesel industrie. Om die digtheid te verhoog met biodiesel tot binne spesifikasie verg meer as 27% biodiesel en is huidiglik nie haalbaar vanuit 'n ekonomiese persketief en ook nie vanuit 'n regerings nasionale strategie perspektief nie. Die toevoeging van biodiesel as lubrisiteits vervetering blyk meer van toepassing te wees aangesien minder as 5% biodiesel toevoeging benodig sou wees. Die resultate van die ekotoksisiteits toetse het 'n algemene gebrek aan akute toksisiteits effek aangedui, veral vir vis en skaaldiere wat in die huidige studie gebruik is. Howel alge en bakteriële toetse daarop gedui het dat 'n toksiese effek wel aanwesig was, was dit gering en kon die median effektiewe ladings koers (EL50) nie bepaal word nie. QSARs, soos Epi Suite, tesame met voospellings modelle, soos die Fisk Ecotoxicity Estimation Model, kan gebruik word om ekotoksisiteit en biodegradeerbaarheid van koolwaterstowwe in petrodiesels te beraam, alhoewel dit minder van toepassing was op biodiesel. Die gebruik van ander afsny waardes spesifiek vir biodiesel kan oorweeg word in toekomstige navorsing. Die molecules wat bygedra het tot die toksisiteit van die koolwaterstof mengsels was geëvalueeren daar is gevind dat die paraffiniese molekules meer begedra het tot die totale toksisiteit en die aromate minder. Deur goed gedefinieerde beleid en aansporings meganismes inplek te sit, kan 'n biodiesel industrie in SA geskep word wat SA sal help om by te dra tot die bekamping van klimaats vendering en sodoende minder afhanklik te wees van buitelandse olie en ook landbou in SA te bevorder. Die sluetel tot energie sekuriteit is nie een oplossing vir SA se energie aanvraag nie, maar eerder 'n veelsydige benadering tot die komplekse onderwerp van volhoubare energie sekuriteit. Die einde van koolwaterstof energie is nog nie in sig nie, ten miste nie in die nabye toekoms nie, maar binnekort sal selfs koolwaterstof energie in die vorm van steenkool en ru-olie heroorweeg moet word as SA se hoof energie hulpbronne vir ekonomiese en energie sekuriteit. In SA moet die potensiaal van natuurlike gas ontginning deur middel van hidrauliese breking, kernkrag, wind energie, biologiese energie en selfs afval tot energie prosesse bestudeer word, so-ook beter energie doeltreffendheid om sodoende 'n gebalansweerde energie portefuelje te skep wat die weg sal baan na energie sekuriteit op die lang termyn.

PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO
COORDENAÇÃO DE APERFEIÇOAMENTO DO PESSOAL DE ENSINO SUPERIOR
CONSELHO NACIONAL DE DESENVOLVIMENTO CIENTÍFICO E TECNOLÓGICO
FUNDAÇÃO DE APOIO À PESQUISA DO ESTADO DO RIO DE JANEIRO
PROGRAMA DE EXCELENCIA ACADEMICA
BOLSA NOTA 10
Para substituir parcialmente a demanda em óleo diesel de origem fóssil, reduzir os elevados custos de importação e respeitar as normas ambientais, políticas sustentáveis já levaram a substituir parcialmente óleo diesel por biodiesel. Entretanto, outras tecnologias, como as misturas diesel-biodiesel-etanol, estão sendo investigadas. O principal desafio dessas misturas consiste em melhorar a miscibilidade e a estabilidade do álcool no óleo diesel. No presente trabalho, formulou-se um aditivo original, a partir de compostos renováveis, que permitiu melhorar a faixa de concentração de etanol anidro dentro de óleo diesel com 15 por cento em volume de biodiesel e de temperatura onde observa-se misturas estáveis. Diversas propriedades físico-químicas das misturas aditivadas foram medidas em uma larga faixa de concentração de etanol para avaliar os aspetos de consumo, qualidade da combustão, comportamento a baixa temperatura, interação entre fluido e superfície, e segurança. Os resultados obtidos mostraram que misturas com, pelo menos, 1,0 por cento em volume de aditivo e até 20 por cento em volume de etanol anidro são estáveis para temperaturas superiores a 10 graus Celsius e respeitam a maioria das especificações brasileiras atuais para óleo diesel. Ensaios experimentais em um motor de ignição por compressão MWM 4.10 TCA (Euro III) foram realizados com estas misturas. Os resultados obtidos mostraram que a substituição do óleo diesel altera as características da combustão: o crescente teor de etanol leva ao aumento do atraso de ignição, à liberação de calor mais rápida e à diminuição da pressão máxima. Mesmo nessas condições não otimizadas de injeção e de combustão, os resultados mostraram uma melhor conversão da energia química no etanol para produzir potência efetiva, comparado com os valores encontrados nos motores flex fuel de ciclo Otto, além de um pequeno aumento no rendimento térmico do motor.
In order to partially replace the demand of fossil diesel fuels, to reduce high import costs and to comply with environmental standards, sustainable policies have led to partially replace diesel fuel by biodiesel. However, other technologies, such as diesel-biodiesel-ethanol mixtures, are being investigated. The major challenge of these mixtures is to improve the miscibility and the stability of alcohol in diesel fuel. In this study, an original additive, from renewable compounds, improved the miscibility of anhydrous ethanol in diesel fuel with 15 per cent by volume of biodiesel and temperature in which stable mixtures were observed. Several physicochemical properties of the additivated mixtures were measured in a large range of ethanol concentration to evaluate aspects of consumption, combustion quality, behavior at low temperature, interaction between the fluid and the surface, and safety. The results showed that blends with, at least 1.0 per cent, by volume of additive and 20 per cent by volume of anhydrous ethanol are stable at temperatures above 10 degrees Celsius and respected most of the current Brazilian specifications for diesel fuel. Experimental tests on a compression ignition engine MWM 4.10 TCA (Euro III) were performed with these mixtures. The results showed that the diesel fuel substitution alters the characteristics of combustion: the increased ethanol content implied an increase of the ignition delay, a faster heat release and a decrease of maximum pressure. Despite these non-optimized conditions for injection and combustion, results showed a better conversion of ethanol chemical energy into brake power, in comparison to the values found in flex fuel spark ignition engine, in addition to a small increase in the indicated efficiency of the engine.

PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO
AGÊNCIA NACIONAL DE PETRÓLEO
Há algum tempo biocombustíveis renováveis são potenciais soluções sugeridas às questões de emissão de poluentes e dependência da sociedade aos derivados fósseis. Biodiesel e etanol são combustíveis comerciais renováveis candidatos à substituição das fontes fósseis, especialmente, em motores de ignição por compressão, os quais são tipicamente mais eficientes do que aqueles de ignição por centelha. Misturas ternárias de diesel, biodiesel e etanol formam estratégias de substituição parcial do diesel aplicáveis em motores de ignição por compressão sem a necessidade de grandes adaptações. Nesta dissertação realizaram-se avaliações experimentais em um motor multi-cilíndrico de ignição por compressão (MWM 4.10 TCA), abastecido com misturas de diesel, biodiesel (até 15 por cento em teor volumétrico) e etanol anidro (até 20 por cento em teor volumétrico). Cada mistura ternária é composta por diferentes proporções do álcool e sempre com a concentração volumétrica de 1 por cento de um aditivo estabilizador da mistura. Portanto, os testes associam substituições parciais do diesel por biocombustíveis a avaliações de desempenho do motor e da combustão das misturas, sob algumas condições de carga, regimes de rotação e instantes de injeção de combustível. Os testes realizados indicam que misturas com 20 por cento em volume de concentração de etanol experimentam inícios de combustão até 4,7 graus CA mais atrasados. Porém, a busca de instantes otimizados na injeção de combustível trouxe melhorias ao desempenho do motor, permitiu conversões energéticas mais vantajosas do etanol na ignição por compressão frente à ignição por centelha, além de minimizar efeitos do etanol em retardar o início da combustão.
Renewable biofuels have been proposed for a long time as an alternative to the issues concerned to pollutants emission and also society s liability to fossil fuels. Biodiesel and ethanol are renewable commercial fuel candidates for fossil fuels substitution, especially, in compression ignition engines, which are typically more efficient than the spark ignition ones. Diesel s partial replacement, such as the substitution by ternary blends formed by diesel, biodiesel and ethanol, is a strategy applicable to compression ignition engines without the need of further modifications. In this dissertation tests were run in a multi-cylinder compression ignition engine (MWM 4.10 TCA), fueled with diesel, biodiesel (up to 15 percent in volumetric content) and anhydrous ethanol (up to 20 percent in volumetric content) blends. Each mixture should be composed by different alcohol s proportions and always containing a 1 percent volumetric concentration of additive in order to ensure ternary s blend stability. Therefore, tests try to ally diesel s partial replacement by biofuels with engine performance and blends combustion assessment, under some combinations of load, engine speed and injection timing conditions. The tests performed indicate that the start of the combustion experienced up to 4.7 degrees CA postponements, when fueled with a 20 percent ethanol volumetric concentration blend. Still, optimized injection timing investigation brought improvements to engine performance, allowed better ethanol energetic conversions through compression ignition when compared to spark ignition and could also minimize delays caused by ethanol s presence in the beginning of the combustion.

Numerous studies have shown that respirable particles contribute to adverse human health outcomes including discomfort in irritated airways, increased asthma attacks, irregular heartbeat, non-fatal heart attacks, and even death. Particle emissions from diesel vehicles are a major source of airborne particles in urban areas. In response to energy security and global climate regulations, the use of biodiesel as an alternative fuel for petrodiesel has significantly increased in recent years. Particle emissions from diesel engines are highly dependent on fuel composition and, as such, the increased use of biodiesel in diesel vehicles may potentially change the concentration, size, and composition of particles in respirable air. One indicator used to evaluate the potential health risk of these particles to humans is particle diameter (Dp). Ultrafine particles (UFPs, Dp Current research in automotive emissions primarily focuses on particle emissions measured on a total particle mass (PM) basis from heavy-duty diesel vehicles. The nation's light-duty diesel fleet is, however, increasing; and because the mass of a UFP is much less than that of larger particles, the total PM metric is not sufficient for characterization of UFP emissions. As such, this research focuses on light-duty diesel engine transient UFP emissions, measured by particle number (PN), from petrodiesel, biodiesel, and blends thereof. The research objectives were to determine: 1) the difference in UFP emissions between petrodiesel and blends of waste vegetable oil-based biodiesel (WVO), 2) the differences between UFP emissions from blends of WVO and soybean oil-based biodiesel (SOY), and 3) the feasibility of using genetic programming (GP) to select the primary engine operating parameters needed to predict UFP emissions from different blends of biodiesel. The results of this research are significant in that: 1) Total UFP number emission rates (ERs) exhibited a non-monotonic increasing trend relative to biodiesel content of the fuel for both WVO and SOY that is contrary to the majority of prior studies and suggests that certain intermediate biodiesel bends may produce lower UFP emissions than lower and higher blends, 2) The data collected corroborate reports in the literature that fuel consumption of diesel engines equipped with pump-line-nozzle fuel injection systems can increase with biodiesel content of the fuel without operational changes, 3) WVO biodiesel blends reduced the overall mean diameter of the particle distribution relative to petrodiesel more so than SOY biodiesel blends, and 4) Feature selection using genetic programming (GP) suggests that the primary model inputs needed to predict total UFP emissions are exhaust manifold temperature, intake manifold air temperature, mass air flow, and the percentage of biodiesel in the fuel; These are different than inputs typically used for emissions modeling such as engine speed, throttle position, and torque suggesting that UFP emissions modeling could be improved by using other commonly measured engine operating parameters.

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Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES
This work evaluates the use of overtone regions (NIR) for the classification and determination of biodiesel content in diesel/biodiesel blends adulterated with vegetable oil. For this purpose, NIR spectra were obtained using three different optical paths: 1.0 mm (9000-4000 cm-1); 10 mm (9000-6300 cm-1) e 50 mm (7500-6300 cm-1). Principal Component Analysis (PCA) and Linear Discriminant Analysis (LDA) with the Successive Projections Algorithm (SPA) were employed to build screening models to identify adulteration of diesel/biodiesel blends with vegetable oils. The multivariate calibration models (Partial Least Square - PLS, Partial Least Square with significant regression coefficients selected by Jack-Knife algorithm - PLS/JK and Multiple Regression Linear with variable selection by Successive Projections Algorithm - MLR/SPA) were developed to determine the biodiesel content. The results showed that the overtone regions with the classification strategy LDA/SPA can be used in preliminary studies to detect adulteration of diesel/biodiesel blends with vegetable oil. This strategy showed positive results for classifying, with a correct classification rate of 86% for the optical paths of 10 mm and 50 mm. In addition, the work demonstrated the potential of overtone regions with MLR/SPA regression strategy to determine biodiesel content in diesel/biodiesel blends, in the range from 0.0% to 10.0%v/v, considering the possible presence of raw oil as a contaminant. This strategy is simple, fast and uses a fewer number of spectral variables. Considering this, the overtone regions can be usefull to develop low cost instruments for the quality control of diesel/biodiesel blends, considering the lower cost of optical components for this spectral region.
Neste trabalho foi avaliado o uso da região espectral de sobretons (NIR) para classificação e determinação do teor de biodiesel em misturas diesel/biodiesel adulteradas com óleo vegetal (in natura). Para tanto, foram utilizados espectros NIR registrados em diferentes caminhos ópticos: 1,0 (9000-4000 cm-1), 10 (9000-6300 cm-1) e 50 mm (7500-6300 cm-1). A Análise de Componentes Principais (PCA) e a Análise Discriminante Linear com seleção de variáveis pelo Algoritmo das Projeções Sucessivas (LDA/SPA) foram utilizadas na identificação de adulteração de misturas diesel/biodiesel com óleo vegetal. Os modelos de calibração multivariada (Regressão por Mínimos Quadrados Parciais - PLS, Regressão por Mínimos Quadrados Parciais com coeficientes de regressão selecionados pelo algoritmo Jack-Knife - PLS/JK e Regressão Linear Múltipla com seleção de variáveis pelo Algoritmo das Projeções Sucessivas - MLR/SPA) foram desenvolvidos para determinação do teor de biodiesel. Os resultados obtidos demonstraram que a região espectral de sobretons aliada à estratégia de classificação LDA/SPA pode ser utilizada em estudos preliminares para detecção de adulteração de misturas diesel/biodiesel por óleos vegetais in natura, visto que apresentou bons resultados de classificação, com índice de acerto de 86% para os caminhos ópticos de 10 mm e 50 mm. Além disso, foi demonstrada a aplicabilidade da região de sobretons associada à estratégia de regressão MLR/SPA para determinação do teor de biodiesel em misturas diesel/biodiesel na presença de óleos vegetais in natura, na faixa de 0,0 a 10,0% v/v. Tal estratégia é simples, rápida e utiliza poucas variáveis espectrais. Neste contexto, a região espectral de sobretons pode ser útil na construção de instrumentos de baixo custo para controle de qualidade de misturas diesel/biodiesel, considerando-se o menor custo dos componentes ópticos para essa região espectral.

Os sistemas de armazenamento de combustível podem apresentar vulnerabilidade á contaminação tanto química quanto microbiana, comprometendo a qualidade final do produto. Este trabalho teve como objetivo selecionar antimicrobianos para utilização no controle da contaminação microbiana de misturas diesel/biodiesel armazenadas e monitorar a degradação química deste combustível. Foram estudados dezoito diferentes produtos antimicrobianos indicados para utilização em combustíveis, quanto ao seu espectro de ação e dosagens contra diferentes grupos microbianos em diferentes tipos de misturas diesel/biodiesel, através de testes em laboratório e em campo. A degradação química da fase oleosa foi monitorada através de testes específicos para algumas características indicativas de qualidade e a análise da degradação microbiana foi acompanhada com espectrometria de infravermelho. Foi realizada a avaliação de um KIT comercial para a detecção de ATP por bioluminescência com a bactéria Pseudomonas e um inóculo não caracterizado ( ASTM1259-10) em fase aquosa (meio mineral e água de drenagem de tanques de estocagem). A toxicidade da fase aquosa que esteve em contato com a mistura B10 e um aditivo selecionado foi avaliada com o uso das espécies Lactuca sativa L. (alface) e Artemia salina Leach (micro-crustáceo), durante 30 dias. Um aditivo contendo 50% de oxazolidina como ativo antimicrobiano em sua formulação foi considerado efetivo para o controle preventivo da contaminação microbiana em misturas B10. Porém outras formulações contendo, isotiazolonas ou morfolinas podem constituir uma boa opção para tratamentos corretivos. O kit para determinação do ATP por bioluminescência testado neste estudo, na forma como está projetado, não é adequado para estimar o grau de contaminação microbiana da fase aquosa proveniente de tanques de combustíveis. Os resultados de toxicidade mostram que tanto a água que esteve em contato com o combustível tratado (com o aditivo) e não tratado apresentaram toxicidade para os organismos estudados. Porém, a água que esteve em contato com o combustível tratado com o biocida mostrou alta toxicidade aguda para ambos os organismos-teste utilizados.
The fuel storage systems may present vulnerability to chemical as well as microbial contamination, compromising final product quality. This goal was to select antimicrobials for use in the control of microbial contamination of diesel/biodiesel blends stored and monitor aspects of chemical degradation of the fuel. 18 different antimicrobial products suitable for use in fuels, as their spectrum of activity against different microbial groups and dosages, in different types of diesel/biodiesel blends by means of laboratory tests and field were studied. The chemical degradation of the oil phase was monitored using specific tests for certain characteristics indicative of quality and analysis of microbial degradation was monitored with infrared spectrometry. The evaluation of a commercial kit for the ATP bioluminescence detection in aqueous phase with Pseudomonas and a uncharacterized inoculum (ASTM1259 -10) (mineral medium and natural bottom water from storage tanks) was performed. The toxicity of aqueous phase which was in contact with the B10 blend and selected additive was evaluated with the use of the species Lactuca sativa L. (Lettuce) and Artemia salina Leach (microcrustacean) for 30 days. An additive containing 50% oxazolidine as antimicrobial agent in its formulation was considered effective for preventive control of microbial mixtures B10. But other formulations containing isothiazolones or morpholines could be a good option for corrective treatment. The kit for determination of ATP bioluminescence tested in this study as designed it’s unappropriate to estimate the degree of microbial contamination of the aqueous phase from the fuel tank. The toxicity results show that both the water that was in contact with the treated fuel (with additive) and untreated showed toxicity to studied organisms. However, the water that was in contact with the biocide treated fuel showed high acute toxicity to both test organisms used.

PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO
COORDENAÇÃO DE APERFEIÇOAMENTO DO PESSOAL DE ENSINO SUPERIOR
PROGRAMA DE SUPORTE À PÓS-GRADUAÇÃO DE INSTS. DE ENSINO
Uma série de ensaios físico-químicos realizados em misturas comerciais Bx (0 por cento, 7 por cento, 20 por cento, e 100 por cento de biodiesel soja/sebo) em óleo diesel S10 e S500, bem como o desempenho de duas técnicas rápidas e ainda pouco exploradas, denominadas, espectroscopia FTIR-HATR e Raman, foram utilizadas para avaliar a estabilidade oxidativa e a hidrólise destas misturas. A adição de biodiesel ao diesel afeta negativamente a resistência ao envelhecimento das misturas resultantes. Misturas S500 são mais ácidas do que misturas S10, em concordância com o teor de água mais elevado da primeira. Testes de estabilidade oxidativa acelerada por Rancimat mostraram que os tempos de indução das amostras de B7 e B20 são maiores do que os de B100, independente do teor de enxofre do diesel. O uso prático de FTIR-HATR para caracterizar o estágio de degradação das misturas é condicionado pelo fato de existirem duas contribuições químicas para cada uma das bandas estudadas. Por outro lado, a espectroscopia Raman representa uma técnica espectroscópica muito adequada para detectar presença de insaturações das cadeias de ácidos graxos do biodiesel. Uma vez que as espectroscopias FTIR-HATR e Raman não necessitam de preparação de amostras, são técnicas rápidas e de baixo custo, e causam baixo impacto ao meio ambiente, mais atenção pode ser dada a elas.
A series of physicochemical studies performed on Brazilian commercial Bx (0 per cent, 7 per cent, 20 per cent, and 100 per cent soybean/tallow biodiesel) mixtures in S10 and S500 oil diesel, as well as the performance of two rapid and still underexplored techniques, namely, FTIR-HATR and Raman spectroscopies, to evaluate the hydrolysis and oxidative stability of these blends are reported. The addition of biodiesel to diesel affects negatively the aging resistance of the resulting blends. S500 blends are more acidic then S10 blends, in accordance with the higher water content of the former. Rancimat accelerated oxidative stability tests showed that the induction times of B7 and B20 samples are greater than that of B100, independent of the sulfur content of the diesel. The practical use of FTIR-HATR to characterize the mixtures degradation stage is conditioned by the fact that there are two chemical contributions for each of the studied bands. On the other hand, Raman spectroscopy represents a very suitable spectroscopic technique to detect the presence of unsaturations in the fatty acids chains of biodiesel. Since FTIR-HATR and Raman spectroscopies do not require sample preparation, are fast and quite low cost techniques, and cause low impact to the environment, further attention may be paid to them.

The cost of petroleum products is continuously rising due to the restrictions of store; supply and demand of fossil fuel is also rises because of industrialization. The controls of exhaust gases from diesel engine have additionally been regulated, particularly for particulate matter (PM) and oxides of nitrogen (NOX) . There is subsequently need to search optional fuel which will diminish harmful emissions gases while keeping high thermal efficiency. Biogas is one such fuel, which can be adjusted for use in internal combustion (IC) engine. In this exploration, Compression Ignition (CI) engine was modified into a dual fuel engine which utilizes biog as and diesel or biogas and biodiesel -diesel blend with the emphasis on lowering of harmful emissions gases while keeping up high thermal efficiency. The performance and emission characteristics of the modified engine were compared with those of the conventional diesel engine. The effect of ethanol (alcohol) on engine performance and emission was also studied. The air intake system of the engine was modified to allow mixing of air and biogas before supplying the mixture to the combustion chamber of the engine while the exhaust system was modified to allow measurement of the exhaust emissions. Canola biodiesel is blended with diesel in the ratio of 20:80 (biodiesel: diesel). Using canola blend (B20), amount of hydrocarbon is lowered. But amount of NOX is getting higher. At 20% load, the amounts NOX are 403 ppm, 115 ppm, 551 ppm, 108 ppm for diesel mode, diesel -biogas mode, canola (B20) mode, canola (B20) -biogas mode respectively. However the amount of unburnt hydrocarbon is decreased when added ethanol to the canola biodiesel blend. The brake thermal efficiency is also increased when added ethanol to canola biodiesel. At 100% load, the brake thermal efficiency is increased from 32% to 35%. The performance characteristics of the modifi ed engine showed that diesel can be substituted partly with biogas and engine used for a range of applications. The most appropriate areas of use are stationary applications such as driving of electric power generators, hoisting in construction sites and driving of machines such as water pumps and concrete mixers. This is due to the challenge of compact storage of the gas.

This study investigated the suitability of using waste plastics as an additive in biodiesel through assessing the performance, emissions and combustion characterises of a diesel engine. Firstly, the waste plastics were dissolved into different biodiesels. Then, the dissolved solution was mixed with standard diesel to make diesel-biodiesel-plastic blends. These plastic blends were then tested in a 4-cylinder, 4-stroke, diesel engine. These analyses indicated that waste plastics can potentially be used as fuel additives along with the diesel-biodiesel blends in diesel engines. There exists little research in this field, so the comprehensive study reported in this thesis is important and significant. The novelty of this work lies in identifying the biodegradable solvents that can properly dissolve waste plastics and demonstrate the beneficial effects of plastics in reducing harmful gas emissions and improving engine performance.

The focus of this research was pointed at exploring technical feasibility of castor biodiesel with and without diethyl ether additives in direct injection compression ignition engines without any substantial hardware modifications. In this work, the methyl ester of castor oil with and without additives was investigated for its performance as a diesel engine fuel. Fatty acid methyl ester was produced via transesterification process using potassium hydroxide as a catalyst and purified castor oil which is extracted from the castor seed was used.   To obtain a high quality biodiesel fuel that comply the specification of standard methods, some important variables such as reaction temperature, molar ratio of methanol to oil and mass weight of catalyst were selected and studied. At the following optimum conditions; 60 °C of reaction temperature, 6:1 methanol to castor oil molar ratio, 1% catalyst concentration wt/wt%, reaction time of 90 minutes and 600 rpm agitating speed, an optimum fatty acid methyl ester yield of 92.08% was obtained, indicating that potassium hydroxide has the potential as a catalyst for the production of fatty acid methyl ester from castor oil.   The fuel samples were prepared by blending castor ethyl ester with diesel in the composition of B0, B10, B15, B20, B10DEE5, B15DEE5, and B20DEE5. Moreover, after preparation of the tested fuels only the kinematic viscosity were measured and the measured results were changed. For instance, kinematic viscosity changes in percent were 23.5%, 22.5% and 18.7% for B10DEE5, B15DEE5 and B20DEE5 respectively.   The performance parameters evaluated were break thermal efficiency (B.Th.), torque and power. The results of experimental investigation with biodiesel blends were compared with that of methyl ester and baseline diesel. The results indicate that the torque percentage variation of fuels with DEE additive increase with increase engine speed, this shows the percentage change of torque at lower speed is small, because even though the fuel has higher viscosity than B0 it has sufficient combustion time. At higher engine speed the percentage torque variation is higher; this is due to the high reciprocating motion of the piston the fuel cannot get sufficient time to be evaporated and combusted due to pure atomization.   The comparing power percentage difference between fuel with and without DEE to the neat diesel fuel, with DEE is less power difference than without DEE, this is due to DEE the fuel has less viscosity than without DEE, this increase atomization of fuel to easily burn in the combustion chamber.   The BSFC percentage difference which is compared to fuels with and without DEE to the neat diesel fuel,from this figures the difference between diesel fuel and with DEE adding fuel is smaller than without DEE fuels, this is due to DEE the fuel is atomized and easly burned this decreased the fuel consumption.   Furthermore, a single cylinder compression ignition engine was operated successfully using ethyl ester of castor oil as the soul fuel with acceptable performance.

Utbildningsprogram i samarbete med KTH

碩士
國立臺灣科技大學
機械工程系
103
Biodiesel made from renewable resources and waste lipid is the most promising surrogate for diesel in the future. To assess the performance of an existing diesel engine fueled with various blends of biodiesels, a CFD model based on the real dimensions of a Mitsubishi 4M42-4AT2 diesel engine equipped with a turbocharger and a common-rail oil injection system is constructed in this work. This model will be used to investigate the combustion behaviors of biodiesels and the flow field inside the combustion chamber. The In-cylinder module provided by Ansys Fluent together with the built-in turbulence model for solving fluid flow motion and various phenomenon models simulating the behaviors of oil droplets inside the combustion chamber will be used to simulate the interesting dynamics of a combustion engine. For effectiveness and convenience, the RNG k-epsilon turbulence model is adopted in this research.Discrete phase model (DPM) is used to simulate the oil injection. Species model is used to predict the combustion behaviors of injected fuels. Initial conditions and boundary conditions such as pressure and temperature at inlet and exhaust pressure at outlet will be given based upon the experimental data. We hope that the numerical simulation can provide us the data that were hard to obtain in experiment. Revealed by both experimental data and numeric computation, the ignition delays of biodiesels of various blends are nearly the same. This may be attributed to the fact that biodiesel has a greater cetane number. This leads to the earlier ignition of biodiesel than the pure diesel, the heat released will in turn result in the ignition of the surrounding oils. Thus we propose that the cetane number of biodiesels is equal to the cetane number of pure biodiesel. Since the oil is not premixed with air in diesel engines, the reaction rate of oil and oxygen is therefore controlled by the turbulence mixing effect of the eddy dissipation instead by the thermodynamic properties of oils. Under the same revolution speed and torque, we expect the flow fields will be quite similar. Consequently we can expect the reaction rates of biodiesels of various blends are almost identical, if the engine is running under the same revolution speed and torque. Our simulations also indicate that oil injection with added water may result in longer ignition delay, which in turn results in the lower pressure and lower temperature in the cylinder. On the contrary, biodiesel tends to shorten the ignition delay of the mixed oils. This seems to open up a door of controlling the ignition delay of biodiesel of various blends by adding some extra amount of water during oil injection.

碩士
大葉大學
工學院碩士在職專班
101
This study aims to discuss change status of exhaust smoke for diesel vehicles using three oils such as Premium Diesel, B1 biodiesel and B2 biodiesel, etc. under four driving states of no-load and rapid acceleration, full load and 100% steady acceleration, full load and 60% steady acceleration and full load and 40% steady acceleration. The test result shows exhaust smoke for vehicles is decreasing after low percentage biodiesel is used; exhaust smoke is not decreasing but increasing after adding percentage of biodiesel is increased. The study further explores it has something to do with lubricating quality of biodiesel that adding B1 biodiesel can remove carbon disposition in older engine of a vehicle to increase effectiveness of engine for complete combustion, causing vehicle to decrease exhaust smoke. However, adding B2 biodiesel will decrease lubrication effect due to sulphur content decreases to less than 10ppm, causing exhaust smoke to rise again. Additionally, the test shows adding biodiesel will improve exhaust smoke of older vehicles but deteriorate that of vehicles under 8 years old. This study also analyzes the test result for disqualified vehicles exceeding 40% exhaust smoke. B1 biodiesel used in no-load test (pressing accelerator pedal in idle speed) can decrease 8% average exhaust smoke, and B2 biodiesel added afterwards will cause exhaust smoke to rise 7% again but sill lower than that by adding PD; B1 biodiesel used in full load test (in driving state) can decrease 6~37% average exhaust smoke, and B2 biodiesel added afterwards will cause smoke exhaust to rise 2~6% again but sill lower than that by adding PD .Therefore, adding biodiesel actually can improve obvious smoke exhaust of disqualified vehicles.

Engine exhaust characteristics from two different biodiesel blends, formulated from soy and animal fat biodiesel blended with ultra-low sulphur diesel, were tested during two different test programs with similar operating conditions. Engine exhaust was measured in real-time for nitrogen oxides, total hydrocarbons, particle-bound polyaromatic hydrocarbons, and particle size distribution. Diesel particulate matter was collected on filters and subsequently analyzed for organic carbon, elemental carbon, soluble organic fraction, cations, and anions. The use of biodiesel was found to increase nitrogen oxide emissions, but decrease total hydrocarbons and particulate matter emissions. The most significant impact on emissions was the difference between the engine operating conditions rather than the fuel type. Minor differences were found between the soy and animal fat biodiesel blends through speciation of the diesel particulate matter.

Droplet vaporization and combustion of biodiesel, diesel and their blends was examined experimentally in a turbulent flow at elevated ambient temperature and pressure conditions. A high pressure vessel capable of generating high levels of turbulence was employed in this study. The linear relationship between turbulence intensity and fans rotational speed, which was developed at room temperature, was found to be unaffected by the gas ambient temperature. Droplet vaporization experiments were performed by varying turbulence intensity (i.e., the fans rotational speed) from 0 up to 3.1 m/s, ambient temperature and pressure up to 473 K and 16 bar, respectively. The results revealed that diesel droplet vaporization did not follow the d2-law under the aforementioned test conditions. However, biodiesel droplet vaporization obeyed the d2-law. Droplet vaporization of the blends, i.e. B20 and B50, displayed a mixed behaviour of both parent fuels with the biodiesel behaviour predominating where biodiesel content slows down the droplet vaporization of the blends. Turbulence was found to reduce the droplet lifetime of all fuels (i.e., increases droplet vaporization rate), and its effect becomes more effective with increasing ambient pressure. Droplet combustion experiments were performed by varying turbulence intensity from 0 up to 1.20 m/s, and ambient temperature up to 423K at ambient pressure of 1 atm. Diesel droplet combustion rate showed negligible change with turbulence intensity up to 0.40 m/s beyond which the burning rate decreased slightly with turbulence intensity. Similarly, biodiesel droplet combustion rate did not show an increase with the presence of a turbulent flow around the droplet. However, in contrast to diesel, biodiesel burning rate remained nearly constant until the flame extinction limit. The combustion rate of B20 and B50 displayed a mixed behaviour of both parent fuels. Nevertheless, both blends showed that diesel had predominance over the burning rate. Finally, the droplet flame extinction of all fuel droplets occurred at turbulent velocity slightly greater than the laminar flame speed.

碩士
國立宜蘭大學
生物機電工程學系碩士班
101
The products of Diesel engine combustion were proven to be one of the major sources for air pollutants, seriously threatening our environment. The impact on the ecosystem creates environmental problems and produce carcinogenic components that significantly endanger the health of human beings. As the consumption of biofuels increases around the world, ethanol and biodiesel become more and more important. Biofuels blending from ethanol and biodiesel can reduce costs and increase the advantages of biofuels. Research on ethanol nowadays shows that it is an attractive renewable energy material. Previous studies showed that ethanol could reduce CO2 and NOx, decrease the emission of hydrocarbons and particulate matter emission, and could become the substitute fuel for diesel engines. This study used different operating conditions to analy diesel engine pollutant reduction. Diesel-ethanol blended fuel was used, the ethanol blend ratios were prepared at BE0, BE5, and BE10 vol %, the speed of the diesel engine was tested at 1000, 1500, and 2000 rpm, and the throttle position emission was set at 10, 55, and 100 %. The response surface was designed under the three conditions, and the model of Box Behnken Design （BBD） was adopted. Measurements included engine power, fuel consumption, particulate matter, and air pollutants to analyze the results. In this study, results showed that the expected function under the low air pollution and low particulate matter condition could be achieved when the mixing ratio is set at 1 %, and the throttle opening 1800 rpm. The concentration of NOx, CO2, and other air pollutant could thus be lowered. The CO of 1340 mg/m3 , CO2 of 1.7 % , NOx of 399 mg/m3 , Engine output power of 1.23 hp.

碩士
嘉南藥理科技大學
環境工程與科學系暨研究所
99
This study used biodiesel from waste cooking oil in different proportions, added to commercially available diesel fuel. Biodiesel is divided into three in the order of commercially available super-diesel (B2), 10% biodiesel (B10), 20% biodiesel (B20). The water-soluble ions in the diesel PM2.5 aerosol was acquired from diesel engine under the load conditions of 0%, 25%, 50%. Additionally, comparison with a variety of biodiesel in different loads, the tests of applying the diesel particulate filter (DPF) installation of catalytic oxidizer (DOC) of the exhaust emissions characteristics are carried out. The results show that the amount of waste cooking oil to add more to reduce emissions of water-soluble ions in PM2.5 aerosol particles. Based on B2 diesel at 0% load, total ion concentration of the exhaust PM2.5 under the installation of DPF with DOC has the reduction efficiency up to 95%. At 50% load, B10 diesel fuel with DPF plus DOC has reduction efficiencies of up to 92.2%. At 25 % load, B20 with DPF plus DOC has emission reduction efficiency of inorganic salts reached as high as 85.7%. Applying the same biodiesel, the higher the load the inorganic salts in PM2.5 particulate will be increased. The regenerated DPF with DOC using B2 diesel under different load has a good reduction efficiencies with about 24~48% decrease in inorganic salts. Regeneration of DPF will have to extend the life of the reduction effect. DPF with smaller aperture will reduce the aerosol particles in the water-soluble ion concentration, indicating the performance of reduction efficiency will increase. Contrastively, the longer length of DPF will reduce its effectiveness.

碩士
國立屏東科技大學
環境工程與科學系所
104
Most studies of biodiesels as alternative fuels for diesel engines focus on reducing the emissions of traditional gaseous pollutants (e.g. HC, NOx and CO), PM, carbon species and PAHs. Little attention has been paid to the emissions of persistent organic pollutants (POPs) from engines. This study elucidates the characteristics of persistent organic pollutants (POPs), including polychlorinated dibenzo-p-dioxins and dibenzofurans (PCDD/Fs), polychlorinated biphenyl (PCBs), polybrominated dibenzo-p-dioxins and polybrominated dibenzofurans (PBDD/Fs) and polybrominated diphenyl ethers (PBDEs), that are emitted from a generator (non-road diesel engine) that is fueled with a blend of waste cooking oil biodiesels (WCO-biodiesels). Experimental results reveal that the mass concentrations of PCDD/Fs, PCBs, PBDD/Fs and PBDEs from the diesel generator that was fueled with petroleum diesel (D100) under loads of 1.5 kW and 3.0 kW were 583–875 pg Nm-3, 580–810 pg Nm-3, 982–1408 pg Nm-3, and 134–216 ng Nm-3, respectively, while the toxicity concentrations of PCDD/Fs, PCBs, and PBDD/Fs were 33.2–58.6, 2.72–3.11, and 1.54–2.30 pg WHO2005-TEQ Nm-3, respectively. The mass and toxicity concentrations of the POPs that were emitted in the exhaust decreased as the percentage of added WCO-biodiesel increased from 0 vol% to 40 vol%, regardless of the loading, except for the toxicity concentration of W40. The reductions of the mass concentrations of the four POPs followed the order PBDEs >> PCDD/Fs > PCBs ≒ PBDD/Fs, and the reduction rates followed the order PBDEs > PCDD/Fs > PCBs > PBDD/Fs. However, the toxicity concentrations of these POPs followed the order PCDD/Fs > PCBs > PBDD/Fs. Therefore, WCO-biodiesels can feasibly be used as an alternative generator fuel, favoring the recycling/reuse of waste oils and mitigating hazards to human health and environment.

碩士
國立成功大學
環境工程學系碩博士班
98
In order to improve fuel combustion performance, hydrous ethanol(95%)、butanol and soybean biodiesel were co-blended at different percentages. Due to the oxygen rich fuel of alcohol, its addition to diesel fuel can improve the combustion performance in CI engine and also can reduce the emission of carbon monoxide (CO) and smoke. However, the emission of Nitrogen oxides (NOx) depends on the types of alcohol additives and operation condition used. In addition, hydrated ethanol poses miscibility challenge with diesel fuel owing to the presence of 5% water. To overcome this Challenge, different percentages of diesel-biodiesel-butanol-ethanol blending ratios were assessed for stability out of which, the most suitable class of blends was selected based on phase stability upon 30 days standing. Stable blends were then selected for testing for their combustion characteristic, energy efficiency performance and pollutant emissions in a diesel engine generator. Tested pollutants included the particulate matter (PM), Oxides of Nitrogen (NOx), carbon monoxide (CO) and Polycyclic aromatic hydrocarbons (PAHs). Experimental results indicated that the selected fuels had better combustion performances as well as reduction in pollutant emissions pollutant emission. At engine’s idle mode, significant control of pollutants was only noted for the emission of PM and PAHs. However at higher engine loading, reduction of PM, NOx, CO and PAHs emission were also noted. In terms of fuel consumption, It was found that the use of blended fuels in diesel engine have no significant difference with petro diesel. Fuel consumption increased from 0.3% to 0.45% at idle mode and higher loading respectively. Similarly, break specific fuel consumption of BD2041 and BD3041 increased by 1.7% at higher loading status in relation to Petro diesel fuel. In terms of pollutants emission, PM emission reduction at higher engine loading decreased at percentage of 3.7% to 27.5% at idle mode, and 4.2% to 84% for higher loading. Similar to other pollutant reduction, CO reduction was observed to be in the range of between 4.5% and 14.5% at higher loading. However, CO emission trend at idle mode was exactly opposite of the emission trend at higher loading. CO emission increasing ranged from 17.8% to 43.0% for idle mode but reduction range from 4.52% to 14.5% for higher engine loading. NOx emission for blended fuels slightly decreased with the use of blended fuels in relation to Petro diesel fuel for both engine operation conditions. NOx emission reduction ranged from 1.09% to 8.70% for idle mode and 6.41% to 11.5% for higher engine loading. The emission of PAHs for blended fuels followed similar trend to PM and CO emission. PAHs emission reduction ranged from 12% to 54% for idle mode and 7.9% to 54.1% for higher engine loading. The results indicated that alcohol blended fuels have no significant effect on the performance of engine combustion. However, they are superior over Petrol diesel fuel in reduction of air pollution emissions.

碩士
國立中山大學
環境工程研究所
100
This study investigated emission characteristics of polycyclic aromatic hydrocarbons (PAHs) and reductions of regulated harmful matters using Premium diesel fuel (PDF), mixed with a 60 L/min flow rate of H2/O2 mixture and blended with biodiesel 5% (B5), 10% (B10), 20% (B20), and 30% (B30). The diesel engine was operated at steady-state condition of 1,600 rpm, with torque and power outputs of 145 Nm and 24.5 kW, respectively. Measured results show that the emission concentrations of total PAHs were 22.42, 20.11, 17.28, 13.45, and 13.13 μg/m3 for B0, B5, B10, B20, and B30, respectively, with corresponding emission factors of total PAHs being 1334.53, 1198.82, 986.05, 771.93, and 748.82 μg/bhp-hr, and reductions of total PAHs being 10.3, 22.9, 40.0, and 41.4%. The results indicated that using biodiesel can reduce PAH emissions. However, the emission factors of carbon monoxide (CO) and total hydrocarbons (THC) were decreased by adding biodiesel, but those of carbon dioxides (CO2), nitrogen dioxides (NOx), and particulate matter (PM) were increased. Annual emissions of total PAHs were estimated to be 140.05, 126.92, 105.21, 81.97, and 79.86 ton/year for B0, B5, B10, B20 and B30, respectively, decreasing with increasing biodiesel. Also, the corresponding annual emissions of BaPeq were 5.88, 5.62, 3.50, 3.03, and 2.83 ton/year, respectively.

碩士
國立臺灣科技大學
機械工程系
104
Since the thermophysical properties of biodiesel blends are close to that of No 2 diesel oil, they can be used and combusted in existing diesel engines without any modification directly. In addition, biodiesel blends help improve the lubrication between engine parts due to their higher viscosity. Currently, B2 and B5 biodiesel blends are used in vehicles for civic transportation in many countries. Biodiesel blends can be converted from vegetable oils such as soybean oil and waste oil. Therefore, they are good for environment protection. Furthermore biodiesel blends have higher cetane rating compared to diesel fuels, they are more ready-to-burn and they exhibit better combustion quality. On the other hand, they have the disadvantages of producing higher harmful NOx emission due to the oxygen content in biodiesel blends. The major purpose of the current study is to investigate the combustion behaviors of various biodiesel blends in diesel engines and their effects on the engine performance and emission. Hopefully, the results of this study can provide some contribution to the development of next generation of biodiesel engines in the near future. In this study, the computational fluid dynamics (CFD) model for a real engine is constructed to investigate various physical phenomena, flow fields, cylinder pressure fields, heat release rates, and NOx emission inside a diesel engine combusting biodiesel blends. The flow field is obtained by solving the Navier-Stokes equations and various empirical models are used to model the behaviors of fuel injection, atomization and evaporation due to the extreme complexities in numerical calculation. To justify the validity of our numerical model, the results of the steady state cold flow numerical simulation were compared to the experimental data first. Then the model will be used to predict the combustion behaviors such as in-cylinder pressure, temperature, and heat release rate inside the diesel engine burning various biodiesel blends. These data will be checked against the in-cylinder pressure obtained from experiment for verification. In the end, we will use this model to investigate the relationship between the NOx emission and the the temperature field inside the cylinder. Decent and promising correlation is obtained by comparing the numerical prediction to the NOx emission data obtained from experiment.

碩士
國立中山大學
環境工程研究所
103
In this study, the behavior of pollutant emission was observed when used the nonthermal plasma-enhanced combustion system(voltage 0, 4, 5, 6, 7 kV) on the diesel engine which is added to the fuel mixed with diesel(50-100 vol%)、butanol(10 vol%)、isobutanol(10 vol%) and biodiesel transformed by waste cooking oil (WCO-biodiesel, 0-40%). This study will focus on the emission of pollutants inclouding the traditional pollutants(CO and NOx)、particulate matters (PM10 and PM2.5) and carbonyl compounds on the diesel engine and calculate the brake specific fuel consumption(BSFC) and break thermal efficiency(BTE). In the end, according to the result of experiment, the optimum voltage of the plasma-enhanced combustion system and the optimum mixing proportion of the fuel would be found in this study. The results indicated that the pollutant emission of the diesel engine was decreased with the increasing voltage of the plasma-enhanced combustion system. Compared to the non-use of the plasma-enhanced combustion system, It reduced 24.1%、24.3%、22.8% and 22.1% for CO、NOx、PM10 and PM2.5; 11.8%、13.2% and 13.0% for formaldehyde、acetaldehyde and acrolein which were the most of carbonyl compounds; 8.91% for BSFC at the optimum voltage of the plasma-enhanced combustion system was 6kV. Furthermore, the result also indicated that the pollutant emission of the diesel engine was decreased with the increasing proportion of WCO-biodiesel(0-40 vol%) when the proportion of butanol or isobutanol was 10 vol%. Compared to the use of diesel(D100), It reduced 17.7%、18.5%、14.5% and 15.1% for CO、NOx、PM10 and PM2.5; 20.1% and 68.9% for formaldehyde and acetaldehyde at the optimum mixing proportion of the fuel was D50B10W40. It was also found that the emission trend of isobutanol was similar to butanol when the proportion was 10 vol% of the mixing fuel in the diesel engine.

碩士
國立中山大學
環境工程研究所
107
This study was configured with different proportions of diesel (Diesel, 50、60、70、80、90、100 vol%), butanol (Butanol, 10、20、30、40 vol%) and waste edible oil transesterified biodiesel (WCO-Biodiesel, 10 vol%). The mixed oil is used for the diesel engine combustion test, and the front air inlet uses the normal piezoelectric slurry equipment (voltages 0, 4-7 kV) to free the gas entering the engine combustion chamber (hydrogen radicals). The blending can effectively improve the combustion efficiency while achieving the goal of reducing the amount of air pollutants emitted by diesel engines. The results of this study show that the test is carried out in the state of no plasma equipment (0 V). The engine is operated at a maximum output of 6.6 kW at 3600 rpm/min, and is tested with different mixed oil. The output voltage is in the range of (4、5、6、7) kV. When the optimum operating conditions of the plasma equipment is 6 kV and mixed oil ratio (D70B20W10), the reduction rates of pollutants such as CO, NOx, PM10 and PM2.5 are about 24.4%, 23.9%, 22.8% and 22.4%; In aldehydes and ketones, the biggest proportions of formaldehyde, acetaldehyde and acrolein were 55.0%, 18.2% and 11.8%, and the reduction rates were about 13.2%, 13.2% and 13.6%. The brake unit fuel consumption rate was reduced by 9.4%; whereby the brake heat efficiency would be rise by 13.6%. The experimental results show that the diesel engine pollution emissions show a downward trend. It is estimated that when 30-40 % of butanol is added instead of 10-20 %, the calorific value is higher, and the combustion of the diesel engine is more complete and eventually decrease the amount of pollution discharged.

碩士
國立屏東科技大學
環境工程與科學系所
104
In order to understand the impacts of using fossil diesel (D100) and WCO-biodiesel blends (W) on the emissions of particulate matter (PM) metals and PAHs from a generator at different loadings, this study utilized traditional fossil diesel added with 20 % and 40 % WCO-biodiesel blends (W20 and W40) as the fuels of generator at 1.5 and 3.0 kW loads to investigate the emission characteristics of PM metals and PAHs. The results showed that compared with D100, using W20 had better reductions of emitted PM, PM metals, Total-PAHs and Total-BaPeq at the two engine loads. The higher load (3.0 kW) had more mentioned reductions. The emitted HMW-PAHs reduction in Total-PAHs reduction was relatively small (1.6 % on average), but the emitted HMW-BaPeq reduction in Total-BaPeq reduction was high (71.2 % on average). The Total-BaPeq reduction was contributed mainly from the reduction of HMW-BaPeq (88 % on average). The contents of emitted PM ΣMetals from small to large were D100, W20 and W40 sequentially. The 21 analyzed PM metals were mainly consisted of Na, Mg, Al, K, Ca, Fe and Zn, accounting for 90 % of ΣMetal. Mn, Cu, Sr and Pb were the main species of the other 14 trace metals. Compared with D100, generator using W20 and W40 slightly increased FC (2.6%) and BSFC (3.6%) at both loads. To consider the impacts of DEEs on the environment and human health, using biodiesels (W20 and W40) could effectively reduce the Total-PAHs (44% on average) and Total-BaPeq (80% on average) of DEEs. Therefore, WCO-biodiesel is a good candidate of clean alternative energy sources. Keywords: Waste-cooking-oil-biodiesel, Particulate matter, Metal, PAHs

Large fluctuatuons in the price of a barrel of crude oil and awareness of the finite nature of fossil fules have strongly built the general interest for biofuels. The replacement of some traditional fuels with products from biomass meets a triple challenge : economic (self-generation of evergy), environmental (emissions effect) and legislative (Gpvernment mandates/standards). Compared to the spark ignition engine, the diesel engine has the advantage of having a high efficiency owing to its higher compression ratio. In recent years, not so notable improvements in the diesel engine have been made and it is very difficult to meet pollutant emission standards.

博士
國立中山大學
環境工程研究所
103
As the increasing depletion of petroleum, biodiesel is a low pollution and toxicity renewable energy that could be transesterified from the excess vegetable oil or waste cooking oil. It not only can cost down the price of raw materials but also solve the problem of energy shortage. Without reforming the structure of engines, biodiesels could be mixed with petroleum diesels as the fuel to reduce the pollutant emission and so that it becomes a popular renewable energy. The study was carried out by two parts, the first part was to use the waste cooking oil and soybean oil as raw material oil and investigate the influences of catalyst concentration, reaction time, temperature, ratio of alcohol-to-oil and the kind of catalyst on the yields of biodiesels. The microwave system was used to shorten the reaction time for transesterification and to provide a quick way to produce biodiesel and achieve better energy saving efficiency. The best yields of soybean oil and waste cooking oil to biodiesel were 99.4% and 98.1% at the conditions of IL1NaOH0.75 (1 wt% [MorMeA][Br] + 0.75 wt% NaOH), alcohol-to-oil ratio of 9:1, reaction time of 6 min and temperature of 70℃. In addition, the ionic liquids are recyclable and stable, as it were reused 7 times and its yields were still close to 98%. The second part of this study was to test the diesel engine fueled with the mixture of butanol (iso-butanol), waste cooking oil biodiesel and diesel as alternative fuel and analyze the emission characteristics and fuel consumptions. The butanol (iso-butanol) could be produced from wastes to achieve the benefits of energy saving and cost down. The carbon atoms of butanol are twice and the carbon chain is longer than the ethanol so it’s suitable for mixing with biodiesel and diesel. The commercially available super diesel (D100, 100% diesel) is the basic testing oil of the study. The proportion of butanol (iso-butanol) was fixed at 10% (B10，10% butanol; IB10，10% iso-butanol) and the added proportion of biodiesel is 10%-40%(W10-W40，waste-cooking-oil biodiesel). The running test of the diesel generator was aimed to investigate the emission characteristics of traditional pollutants (CO, NOx), particulates （PM10、PM2.5） and carbonyl compounds under the stable state. The results indicated that 10% butanol fixed with 10%-40% waste cooking oil biodiesel had a significant reduction effect on both PM and NOx for the diesel engine. The B10W40 and IB10W40 had the best reduction effect on the pollutants (51.7% and 53.1% for PM, 31.9% and 40.5% for NOx) emitted from biodiesel engine. In the test of brake specific (BSFC) fuel consumption, the results showed that the BSFC was increasing with the proportion of mixed fuel increased and positively correlated with the proportion of blending which meant it consumed more fuels. In the perspective of the emission characteristics of carbonyl compounds with butanol (iso-butanol) blends, the formaldehyde, acetaldehyde and acrolein are the highest contribution of the total emissions (73.4%-89.5%) with different proportions of blends. As the 10% fixed butanol (iso-butanol) mixed with different proportions 10%-40% waste cooking oil biodiesel, it effectively inhibited and reduced the emissions 20.1%, 72.7% and 55.5% for formaldehyde, acetaldehyde and acrolein with the B10W40 blends and 24.3%, 72.9% and 69.8% with the IB10W40 ones. According to the results of this study, the utilization of butanol (iso-butanol), waste cooking oil biodiesel and diesel as blending fuels not only could be the alternative fuels to petroleum diesels but also effectively reduce the pollution of NOx, PM and carbonyl compounds.

yes
In this work, the effect of the nanosized CZA2 (cerium-zirconium-aluminium) on the performance and emissions in a two- cylinder indirect injection (IDI) diesel engine, was studied. CZA2 was dispersed in diesel (D100) and waste cooking oil and tallow origin biodiesel-diesel blends (B10, B20, B30) and tested at different engine loads and constant speed. The nanocatalyst (CZA2) increased the brake specific fuel consumption (BSFC) and decreased the brake thermal efficiency (BTE, %) of all tested fuels, at all loads, except B20 at the lowest load. CZA2 reduced nitrogen oxides (NOx) from D100 at low and high engine loads, as well as carbon monoxide (CO) and unburned hydrocarbons (HC) at medium and high tested loads. The dispersion of CZA2 promoted the combustion of the biodiesel blends by almost eliminating HC while reducing NOx and CO emissions at various loads. Thermogravimetric analysis (TGA) coupled with Attenuated Total Reflectance- Fourier Transform Infrared (ATR-FTIR) spectroscopy revealed that the addition of CZA2 in diesel and biodiesel under pyrolysis and oxidation conditions resulted in the presence of saturated species like ketones and final oxidation products such as CO2, supporting their improved combustion and emissions’ reduction in the engine tests.
The full text will be available at the end of the publisher's embargo, 29th Nov 2019

碩士
國立屏東科技大學
環境工程與科學系所
106
This study investigates the emission characteristics of PM2.5 and three kinds of PM2.5-bound carbonaceous contents (entire (E-), acid-rain (A-), and water-soluble (W-) fractions) by utilizing several diesel and waste cooling oil-based biodiesel (WCO-Biodiesel) blends as the fuels of a diesel engine generator. The diesel-WCO-Biodiesel blends were prepared by adding 20% and 40% of waste cooking oil-based biodiesel into to fossil diesel to form W20 and W40, respectively, and they were used as fuels in a diesel fuel engine generator operated at 1.5 and 3.0 kW loads. The results show that the concentrations of carbonaceous contents in the engine emission PM2.5 were in the order E-TC (15.3 mg/Nm3 in average) > A-TC (7.14 mg/Nm3 in average) > W-TC (5.92 mg/Nm3) when using D100, W20, and W40. The E-TC accounted for 88.2% of PM2.5 mass emission, while the E-EC content was 2.97 time that of E-OC. In comparison with using D100, the mass concentrations of PM2.5 and PM2.5-bound E-TC、E-OC, and E-EC could be reduced when using W20 and W40. The highest reduction of PM2.5 (23.5%) was achieved by using W20, while a more reduction ratio was found for E-OC (31.2% in average) than for E-EC (12.8% in average). This study shows that using W20 and W40 could reduce the emissions of PM2.5-bound E-TC, A-TC, and W-TC from the generator. The entire fraction (E) was the highest among the three carbonaceous contents (E-, A-, and W-) for all the TC, EC, and OC measurements.

碩士
高雄醫學大學
職業安全衛生研究所
100
Biodiesel is a promising alternative diesel fuel due to less CO, SO2 emissions, its renewability, and great blending property with diesel. In 2011, Taiwan increased the percentage of biodiesel to 2% in commercial diesel fuel, and B20 fuel (20% biodiesel + 80% diesel) was used as a fuel in Kaohsiung City garbage trucks. These implicated the potential of biodiesel usage in many applications. Small-sized power generators were widely used in our daily life, such as: temporary power for construction sites, night markets, and power outages. However, exhahaust emissions of a small-sized power generator fuelled with biodiesel blends have seldom been addressed. The purposes of this study were: (1) To investigate the effects of different loads (no load, low load, medium load, sub-high load and high load) on exhaust emissions of a small-sized power generator diesel engine under different running time; (2) To investigate different biodiesel blends (B2, B5, B10 and B20) on exhaust emissions of a small-sized power generator diesel engine under different running times; 3) To suggest of the optimal operation conditions according to the experimental results. A flue gas analyzer (regulations gas concentrations) was used to measure combustion efficiency and gas pollutant concentrations for evaluating the effects of running time, load and biodiesel blend on exhaust emissions. Results indicate that the effect of running time on exhaust is smaller than those of load and biodiesel blend. When the load increases, the combustion efficiency increases, the CO concentration decreases, but the NOx concentration increases. When the biodiesel percentage increases, the combustion efficiency increases, the CO and the SO2 concentrations decrease, but the NOx concentration and fuel consumption increase. Aldehyde concentrations decrease with load increasing. Therefore, by considering the combustion efficiency, fuel consumption, and pollutant concentration, the optimal condition is the usage of B10 fuel on the medium load for a small stationary diesel engine generator.

碩士
國立屏東科技大學
環境工程與科學系所
106
In order to understand the impacts of emissions of fine particulate matter (abbreviated as PM2.5), we investigated the persistent organic pollutants emitted from a generator using fossil diesel (abbreviated as D100) and waste cooking oil-based biodiesel (abbreviated as W) at different engine loads. This study focused on the emission characteristics of PM2.5-bound persistent organic pollutants from the generator utilizing fossil diesel added with 20% and 40% waste cooking oil-based biodiesel (W20 and W40, respectively) as the fuels of generator at 1.5 and 3.0 kW loads. When using D100 at 1.5 and 3.0 kW loads, the mass concentrations of PM2.5-bound PCDD/Fs, PCBs, PBDD/Fs and PBDEs in engine exhaust were 2.15–3.65, 16.7–35.4, 25.8–46.5 and 303–440 pg/Nm3, respectively,; meanwhile, the corresponding TEQ concentrations of the above PM2.5-bound pollutants were 0.282–0.527, 0.038–0.051 and 0.064–0.093 pg WHO2005-TEQ/Nm3, respectively. In comparison with D100, the mass and TEQ emission concentrations of PM2.5-bound PCDD/Fs, PCBs, PBDD/Fs and PBDEs were all reduced for using the blends. The reductions of the mass concentrations in exhausted PM2.5 were in the order PBDEs >> PBDD/Fs > PCBs > PCDD/Fs, while the decrease in toxic concentration followed the order PCDD/Fs > PBDD/Fs > PCBs. The result showed that the recovered waste edible oil could be used as an alternative fuel for the generator engine to reduce the hazardous effects of PM2.5 emissions to the environment and human health.