Research articleEnvironmental pollution cost analyses of biodiesel and diesel fuels for a diesel engine
Introduction
The Japan Quality Assurance Act requires the provision of mandatory requirements for the T90 distillation temperature, cetane index and sulfur to be met by diesel fuel. As reference, it also includes a standard diesel fuel specification for low temperature operability requirements and viscosity. In this context, two quality standards are applied for the diesel fuels in Japan: a voluntary Japanese Industrial Standard (JIS) K 2204 “Diesel Fuel” and a mandatory standard specified in the “Law on the Quality Control of Gasoline and Other Fuels” (“Quality Assurance Law”). Two diesel fuels are generally used for road vehicles: No. 2 diesel and Special No. 3 diesel fuels. Special No. 3 diesel fuel is used in cold climates such as Hokkaido in Japan. No. 2 diesel fuel is the mostly used diesel fuel in Japan and it is specified by JIS K 2205 standard (Diesel Net, 2018). Another preferred fuel is biodiesel fuel which is alternative for the diesel engines. Vegetable products such as sunflower oil, soybean flour and corn are used in biodiesel fuel production (Çengel and Boles, 2008). The biodiesel (fatty acid methyl esters) derived from triglycerides by transesterification with methanol has recently attracted considerable attention as a non-toxic, renewable and biodegradable fuel. The biodiesel fuels produced from various vegetable oils have similar values in terms of viscosity. In addition to the high cetane numbers and flash points, the volumetric heating values are slightly lower. Since the biodiesel fuel is generally close to diesel fuel in terms of some values and properties, it is an important alternative to replace diesel fuel. Advantages of the biodiesel fuel are as follows: (i) The biodiesel is biodegradable; (ii) Since it is not a petroleum derivative and it is a plant, the CO resulting from its combustion does not increase the current net atmospheric level of a greenhouse gas; (iii) In connection with conventional diesel fuel, there are reduced levels of particles, carbon monoxide levels, combustion products, and nitrogen oxides under certain conditions (Fukuda et al., 2001).
Mechanical system that converts heat into mechanical energy can be named as engine. The engines gain power by converting the heat (generated by the combustion of the fuel) to mechanical (crank shaft) energy. The engines are divided into internal and external combustion according to the transformation of energy. If the combustion occurs inside the engine and the resulting work produces products from combustion, it is called as internal combustion engine. The heat is transformed into mechanical energy by piston (diesel engine), turbine (gas turbine), etc. The diesel engine, firstly found by Rudolf Diesel, is a kind of internal combustion engine, the chemical energy of the fuel is converted directly into mechanical energy in the engine cylinders. These engines can be produced with 2 or 4 stroke. Four-stroke diesel engines are generally used in small, medium and large load-bearing vehicles, locomotives, ships and generator drives (Kılıç, 2004).
In this study, Japanese Industrial Standard (JIS#2) diesel fuel and waste cooking oil biodiesel fuel (BDF) are used for the diesel engine. The CO2 rates are determined to find the costs of environmental impacts of the engine depending on the fuels. Then, environmental pollution costs are calculated and informative data are obtained to take necessary measures for the environment.
There is a few life cycle based papers. Fthenakis and Kim (2006) determined the greenhouse gas (GHG) emissions and nuclear-fuel life cycles (CO2, N2O, CH4 and chlorofluorocarbons) of the solar-electric and nuclear-power generation systems. Evaluation of alternative energy technologies in terms of the potential to reduce the greenhouse gas (GHG) emissions required detail analysis of all stages of the fuels and devices. The GHG emissions in life cycles of solar energy and nuclear fuel technologies varied depending on the efficiency of local conditions, upstream energy and other assumptions. Ndong et al. (2009) made life-cycle analysis to quantify the benefits of Jatrophacurcas biofuel production in West Africa in terms of greenhouse gas emissions and fossil energy use. They found that the Jatrophacurcas biodiesel had much higher performance than current biofuels, relative to oil-derived diesel fuels. It saved 72% of greenhouse gas emissions compared to conventional diesel fuel. Chester et al. (2010) studied on environmental assessments of parking infrastructure by using energy, emissions and life cycle analyses. Five parking space inventory scenarios were developed to assess energy consumption, greenhouse gases, CO, SO2, NOx, volatile organic compounds, raw material extraction and PM10 (PM: particulate matter) emissions. Kanbur et al. (2018) studied on life cycle based enviroeconomic and thermal analyses of the micro turbine systems. Three different inlet air cooled micro turbine systems which were used with the liquefied natural gas cold utilization systems were taken into account to assess their performances and life cycle based enviroeconomic and thermal results. The payback period of the inlet-air cooled system was found closely higher than the general case. The inlet air cooling applications increased the power generation rate and the thermal efficiency approximately by 7.7% and 3.2%, respectively. Yang (2017a) stated that the supply chain could be seen as a way of economic effects, but other important economic mechanisms should not be ignored for life cycle assessment (LCA). Rosen (2018) explained that economic and environmental analyses should be taken into account beside exergy analysis for better assessment of biofuels. Hosseinzadeh-Bandbafha et al. (2018) studied on environmental effects of diesel and biodiesel additives. It was determined that oxygen additives could reduce the opacity of the smoke with CO and HC emissions by decreasing the cylinder temperature. Cavalcanti et al. (2019) performed traditional exergoeconomic and exergoenvironmental analyses on diesel/biodiesel fueled direct injection engine. It was found that the exergoeconomic factor was inversely proportional to exergy destruction and exergy losses, while the specific environmental impacts were inversely proportional to power and biodiesel concentration.
In current study, life cycle based environmental and enviroeconomic analyses, basing on environmental pollution analysis method, are firstly applied to the diesel engine at 100 Nm, 200 Nm and full engine loads for Japanese No. 2 and waste cooking oil biodiesel fuels at 1800 rpm. In this context, this method economically examines the environmental impacts of CO2 emissions from the diesel engine exhaust. The environmental and economic analyses, basing on life cycle and environmental pollution analyses methods, of biodiesel and diesel fueled engines are not available in the current literature. In this regard, the present study presents a novel approach on this area.
Section snippets
System description
The system mainly includes diesel engine, exhaust emission analyzer, dynamometer and the computer system to read the data received from the tests. The waste cooking oil biodiesel (BDF) and Japanese Industrial Standard Diesel (JIS#2) fuels are used in present study to operate the diesel engine at 100 Nm, 200 Nm and full engine load (294 Nm) (Yildiz et al., 2018). The general view of the system is shown schematically in Fig. 1.
An eddy current type dynamometer produced by Meidensha is used to
Analysis
The environmental pollution cost analysis is a combination of economic and environmental analyses. It is a kind of enviroeconomic model. This model investigates economic aspects of environmental impacts, and the cost of environmental impact of the CO2 is taken into account. As a first step, the emitted CO2 rate is determined. Secondly, the emission rate is converted to economical aspect by using cost of CO2 which is calculated as 0.0327 $/kg (Kanbur et al., 2018). Finally, the environmental
Results and discussion
The experiments are conducted with the diesel and biodiesel fuels under 100 Nm, 200 Nm and full load (294 Nm) at 1800 rpm engine speed. The emissions results are obtained experimentally for the diesel and biodiesel fuels, and the environmental pollution cost analysis is applied by using emission values. The results are given in Table 2 for the diesel and biodiesel fuels at 100 Nm, 200 Nm and full engine load.
People needs to decrease carbon dioxide emissions to prevent environmental problems
Conclusions
This study deals with the environmental pollution cost analyses of the waste cooking oil biodiesel (BDF) and diesel (JIS#2) fuels for a diesel engine. The effects of the diesel and biodiesel fuels are investigated in terms of environmental pollution cost. The following conclusion can be drawn from the study;
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According to total environmental pollution cost and life cycle based total environmental pollution cost results, the biodiesel fuel has higher values than the diesel fuel in terms of total
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