Renewable and Sustainable Energy Reviews 73 (2017) 307331

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Renewable and Sustainable Energy Reviews

journal homepage: www.elsevier.com/locate/rser

The eect of combustion management on diesel engine emissions fueled MARK

with biodiesel-diesel blends

S.S. Hoseinia, G. Najaa, , B. Ghobadiana, Rizalman Mamatb, Nor Azwadi Che Sidikc, W.H. Azmib
a
Tarbiat Modares University, Tehran, Iran
b
Faculty of Mechanical Engineering, Universiti Malaysia Pahang, 26600 Pekan, Pahang, Malaysia
c
Faculty of Mechanical Engineering, Universiti Teknologi Malaysia, 81310 Skudai , Johor, Malaysia

A R T I C L E I N F O A BS T RAC T

Keywords: The present study is a literature review on previous proposed strategies in order to reduce the emissions of
Combustion management diesel engines. In this review, the results of eective strategies include; combustion management, fuel additives
Fuel additives and after-treatment technology which are reported in various research studies are discussed. The overall results
After-treatment technology showed that using one strategy can not reduce all the emissions of diesel engines. However, employing several
Biodiesel
strategies simultaneously can reduce all the diesel engine emissions. The result from a survey showed that the
Diesel engine
best proposed solution for reduction of diesel engine pollutants is using biofuels, which consist of a combination
of diesel, biodiesel and ethanol. Furthermore, synthesis of metal-based nano-catalysts must be used in these
fuels; engines with turbocharger must be used and high compression ratio along with the increase of fuel
injection pressure must be considered. Furthermore, exhaust gas recirculation (EGR) system must be deployed
in engine for ensuring in the minimization of pollutants; diesel oxidation catalyst (DOC), elective catalytic
reduction (SCR) and also diesel particulate lter (DPF) must be utilized.

1. Introduction
Diesel engine is widely used in many elds due to the low setup
cost, high-energy eciency, high stability, and also having extreme
exibility for a variety of operating conditions. Diesel engine applica-
tions include: transportation, industrial centers, agriculture, etc. [1].
Despite the numerous advantages of diesel engines, society is con-
cerned about the pollutants emitted by diesel engines. These pollutants
enter the environment in the form of unpleasant smell, gaseous
pollutants and particulate matter. Engine pollutants have an extremely
small mean diameter, sometimes reaching less than 2.5 m. These
particles contain a complex combination of engine oils, sulfates and
minerals. They are considered as toxic air pollutants by health experts.
Diesel engine pollutants are responsible for various diseases such as
emphysema, asthma, bronchitis, etc. [2]. Health experts have con-
cluded that the pollutants emitted by combustion of diesel engines
cause the formation of acid rain, destruction of the ozone layer and
visibility reduction [3,4]. The main components of diesel engine
pollutants are nitrogen oxides (nitric oxide and nitrogen dioxide),
carbon monoxide and unburned hydrocarbons [5]. Similar to most of
the fossil fuels, carbon and hydrogen are the principal diesel fuel
constituent elements during combustion at thermodynamic equili-
brium state, CO2 and H2O are the principal combustion products [1].
However, some conditions such as variable air-fuel ratio, injection
duration, turbulence in the combustion chamber and the combustion
temperature, result in addition of other compounds to the combustion
products that could be harmful for human health. The hazardous
materials resulted from non-ideal combustion include CO, HC, NOx
and PM [6]. The main causes of generation of diesel engine pollutants
are shown in Fig. 1.
Pollutants of diesel engines constitute less than one percent of the
engine exhaust gas [6]. Among the various diesel engine emissions,
NOx has the highest amount. This amount reaches to more than 50%.
After NOx, particulate matter has the greatest value. Since diesel
engines consume less fuel during combustion, concentration of carbon
monoxide and unburned hydrocarbons is the lowest. In addition to the
aforementioned pollutants, emissions of diesel engines may also
include sulfur dioxide considering the structure and quality of the fuel.
The main cause to the formation of sulfur dioxide is the existence of
sulfate in the fuel [6]. In the present study, the impacts of biofuels,
additive fuel, after-treatment technology and combustion management
on the rate of diesel engine pollutant emission were fully investigated.
This research covers the majority of studies conducted by 2015.
Considering the fact that all the strategies of reducing diesel engine

Corresponding author.
E-mail address: g.naja@modares.ac.ir (G. Naja).

http://dx.doi.org/10.1016/j.rser.2017.01.088
Received 3 October 2015; Received in revised form 27 December 2016; Accepted 15 January 2017
Available online 30 January 2017
1364-0321/ 2017 Elsevier Ltd. All rights reserved.
S.S. Hoseini et al.
Nomenclature
BMEP Brake Mean Eective Pressure
CI compression-ignition
CIDI Compression-Ignition Direct-Injection
CO Carbon monoxide
DOC diesel oxidation catalyst
DPF diesel particulate lter
EKO EKO Biodiesel
EGR exhaust gas recirculation
HCCI homogeneous charge compression ignition
LNT Lean NOx Trap
Fig. 1. the main agents of diesel engine emissions.
emissions are investigated during this study, The results can help in:
(1) improving the activities of the engineers society and automobile
manufacturers, (2) assisting the governments and the World Health
Organization to use the foremost strategy for reducing pollutants (3)
proposing the fore most types of biofuels to be used in engines and (4)
Proposing the best solution for simultaneous reduction of all the diesel
engine pollutants. In the present study, initially the eect of combus-
tion control on the diesel engine pollutants was investigated. In the
third section, eects of biofuels and fuels additives on the amount of
diesel engine pollutants were studied and in the fourth section, eect of
after-treatment technology on the amount of pollutants emitted by the
engine was studied. In each of these sections, researches conducted by
dierent scholars were compared and the best strategy was proposed.
2. Combustion management
With regard to the fact that most of the pollutants are formed
during combustion, managing the combustion within a diesel engine
plays an important role in reducing pollutants. Many factors aect
completion of the combustion cycle, including: (1) turbocharged
engine, (2) intake air pressure into the cylinders, (3) fuel injection
pressure, (4) thermal barrier coating, (5) Recirculation of the exhaust
gases to the engine inlet, (6)design of the combustion chamber, (7)
design of the fuel nozzle, (8) fuel injection timing, (9) addition of
oxygen to intake air to the engine, (10) fuel injection pattern, (11)
addition of oxygen into the fuel, (12) turbulence of air inside the
cylinder, (13) compression ratio variations, (14) water injection into
the engine intake air manifold. In this section, the impacts of these
factors in the reduction of diesel engine pollutants are investigated.
2.1. Eect of turbocharger on exhaust emissions
Now, turbocharged diesel engines are widely used in heavy-duty
diesel engines, ships, generators, etc. Furthermore, due to their high-
energy eciency, the automobile manufacturers are utilizing more of
this technology [7]. Turbocharger has a turbine and a compressor.
Turbocharger turbine is rotated using the energy contained with the
exhaust gas, and the compressor connected to the turbine increases the
308
Renewable and Sustainable Energy Reviews 73 (2017) 307331
NOx nitrogen oxide
PCCI Premixed charge compression ignition
PM Particulate Matter
RME rapeseed methyl ester
SCR elective catalytic reduction
SI spark-ignition
SOI Start of injection
TBCs Thermal barrier coatings
TDC top dead centre
TRCC Toroidal Reentrant Combustion Chamber
UHC Unburned hydrocarbon
PCCI Premixed charge compression ignition
intake air pressure into the cylinder [5]. Although using the turbo-
charger improves the engine performance parameters, and increases
some of the pollutants. Among these pollutants, increase of NOx can be
pointed out due to the overheating of the air when turbocharger is
deployed [8]. Another signicant point is that with the use of a
turbocharger in high revolution speeds, due to the short combustion
duration, the amount of NOx is reduced [9]. Karebektas [8] studied the
eect of combining turbocharger with diesel fuel - biodiesel on diesel
engine pollutants. The results showed that in both conditions when
only diesel fuel was used and when the combinations of the two fuels
were used turbocharger employment increases NOx, and the reason
behind it is overheating of intake air during use of the turbocharger.
Arbab et al.[10]studied the eect of the turbocharger on diesel engine
pollutants. In the present study, a combination of diesel fuel and
biodiesel was used. The results showed that using the turbocharger
reduces most of the output pollutant emissions but increase's emission
of nitrogen oxides. Table 1 displays eect of deployment of the
turbocharger with biodiesel fuel on diesel engine emissions. As the
table illustrates the pollutants' CO, HC and smoke are reduced
signicantly. However nitrogen oxides increase through the use of a
turbocharger with biodiesel fuel. Another considerable point is the
signicant impact of turbocharger on HC. When biodiesel be used
without a turbocharger, the amount of HC increased. However when
the turbocharger is used along with biodiesel fuel, HC reduces
signicantly.
2.2. eect of intake air pressure on exhaust emissions
Intake air pressure control over the diesel engine has a great impact
on performance components from a diesel engine. With increase or
decrease of the intake air pressure, the combustion process in a diesel
engine is highly inuenced, which causes changes to the performance
from the diesel engine. Controlling the intake air pressure into the
cylinder has a great impact on pollution and also on fuel consumption.
Therefore, the pressure of air entering the cylinder must be controlled
very precisely. Increasing the input pressure is a common strategy to
increase the power output from the engine is used widely in SI and CI
engines [12,13]. Intake air pressure control has a great impact on
diesel engine pollutants. Canakci [14] studied the eect of increasing
air pressure on reducing diesel engine emissions. In the present study
the HCCI engine (homogeneous charge compression ignition engine)
was used. This engine has many advantages over the SI and CI engines.
In order to evaluate the eect of pressure boost, three dierent intake
air pressures were examined. The results showed that the increase in
air pressure reduces HC and CO emissions, but by increasing the inlet
pressure, the amount of NOx increases. Collban et al.[15] investigated
the eect of pressure of intake air for the formation of NOx in three
dierent inlet pressure levels. Results showed that the amount of NOx
increases with increasing inlet pressure. Jayashankara and Ganesan
[16] studied the eect of dierent engine intake air pressures for the
formation of exhaust pollutants. Results showed that by increasing the
S.S. Hoseini et al. Renewable and Sustainable Energy Reviews 73 (2017) 307331

inlet pressure from 1.2 bars to 1.7 bar, the amount of NOx increases.

turbocharger, 1.45.5%
While increasing the inlet air pressure, reduces the amount of Smoke

increases in turbo mode

signicantly. Table 2 illustrates the eect of inlet air pressure with

without turbocharger
dierent fuels on diesel engine pollutants. As shown in table, 75% of

1.55.4% with
the researchers have concluded that by increasing air pressure, NOx
emissions increase. Furthermore, using this table it is clear that with an
increase of inlet air pressure, HC, CO and Smoke pollutant's decrease.
Smoke

2.3. Eect of fuel injection pressure on exhaust emissions

diesel, 10% and 20% of blended

10.8%, 16% and 16.3% for
without turbocharger 20

One of the strategies to improve the performance of diesel engines

80% with turbocharger

during the use of biodiesel fuel, is increasing the fuel-injection pressure

[18]. When fuel is injected at high pressure into the cylinder, the
fuels respectively.

injected fuel particles become smaller., [19,20]. When fuel injection

pressure is low, the diameter of fuel particles will be larger and the
delay in ignition increases. This situation causes an increase because of
the pressure of combustion. Furthermore, when fuel injection pressure
HC

is high, a smaller fuel particle diameter leads to a better mixing of air

and fuel. Therefore, the soot and CO emissions are reduced. However,
1060% when biodiesel and

16.3%, 13.2% and 14.75%

if the injection pressure is too high, ignition delay diminishes drasti-

for diesel, 10% and 20% of
blended fuels respectively.

cally, thus the possibility of formation of a homogeneous mixture is

turbocharger are used.

turbocharger are used

When biodiesel and

reduced, engine eciency decreases and soot emission increases [20].

Celicten [20]studied the eect of fuel-injection pressure on diesel
engine pollutants at dierent pressures (100200 bar). According to
the results obtained it was found that by reducing the fuel injection
pressure, the amount of NOx decreases but CO, HC and Smoke
CO

emissions are elevated. In order to make a compromise between

pollutant emissions, the pressure of 150 bars was considered as the
4.8% and 3.4% with petroleum
diesel for non-turbocharger and

optimum pressure. Purushothaman and Nagarajan [21]studied the

eect of fuel injection pressure on output emissions. In the present
turbocharger respectively

increases in turbo mode

study, a solution of the orange's powder in diesel fuel was used as fuel.
turbocharger are used.
when biodiesel and

This solution included30% of oranges peel powder. Results showed

that with the increase of injection pressure, NOx emissions are elevated
and when orange powder and diesel solution is used compared to the
situation when only diesel fuel is used, NOx emissions increase in the
emission

same injection pressure. Gumus et al. [18] studied the eect of dierent
NOx

fuel injection pressures on diesel engine emissions when diesel fuel

biodiesel mixture is used. Results showed that with increasing injection
variable speed(1200
Operation condition

pressure, NOx increases. There are other studies in this regard

(10004500 rpm).

Constant speed.

conducted by researchers, which have led to results similar to afore-

Constant load,

Constant load,

Constant load,
variable speed

mentioned studies [2225]. Table 3 shows the impact of increasing fuel

2400 rpm)

injection pressure with dierent fuels on diesel engine emissions.

According to the table, it is clear that 100% of the researchers have
concluded that increasing injection pressure elevates NOx emissions.
Palm coconut blend oil

85.71% and 71.43% of the researchers have found that increasing

Fossil-diesel and blends
of Karanja methyl ester

injection pressure reduces CO and HC emissions, respectively. A

Rapeseed oil methyl

considerable note is that when petroleum diesel is used, soot and

(10% and 20%)

particulate matter emissions increase with aggregate injection pres-

sure. However, when a combination of biofuels is used, 100% of studies
Fuel type

show that soot emission decreases with increasing injection pressure.

ester
Effect of turbocharger on exhaust emissions [8, 10, 11].

2.4. Eect of thermal barrier coating on exhaust emissions

A naturally aspirated

Inline four -cylinder

cylinder dual fuel

IDI water- could
four stroke IDI

Thermal barrier coatings (TBCs) are deployed to improve the

diesel engine
Engine type

performance and reduce the emissions of diesel engines. Dierent

materials and compositions are used to create these coatings [30].
twin

Thermal barrier coating is also used to increase the stability and

performance of hot parts of the engine and raise the eciency of the
diesel engine [31]. In order to create a thermal barrier for dierent
(MATLAB code)

parts of the engine, usually SiCa, silicon nitride, aluminum, MgSiO2

Semi empirical
Experimental

Experimental
methodology

and other ceramic materials are used [32]. Hazar and Ozturk [33]
studied the eect of thermal barrier coating on emissions of diesel
engine. In the present study, a combination of biodiesel (corn oil
methyl ester) and diesel was used. Piston, cylinder head and inlet and
Table 1

[10]

[11]
refs

outlet valves were covered with Al2O3-TiO2 ceramic material by plasma

[8]

spraying. Results showed that deployment of thermal coating decreases

309
S.S. Hoseini et al.
Table 2
Effect of intake air pressure on exhaust emissions [1417].
refs methodology Engine type Fuel type Operation condition
[14] experimental DI-HCCI Petroleum Variable speed
gasoline engine diesel
[17] experimental 1-liter single- Soybean oil Variable speed
cylinder DI
[16] Numerical(STAR- Single cylinder Petroleum constant speed
CD code) DI diesel (1000 rpm), Variable
load
[15] experimental A single cylinder, Petroleum constant speed,
light-duty diesel diesel Variable load(3
engine 8 bar IMEP)
the average CO, HC and smoke pollutants indierent engine operating
conditions. In this study it was also found that using thermal barrier
coating increases the exhaust gas temperature. This high temperature
of outlet emissions represents a high combustion temperature.
Accordingly it was found that due to the high temperature of combus-
tion, the amount of NOx has increased signicantly. Aydin et al. [34]
investigated the eect of thermal barrier coatings on reduction of diesel
engines emissions. In the present study, a combination of diesel fuel
and biodiesel was used. Using plasma spraying, top surfaces of piston
and valves were covered with 100 m of Ni Cr Al, and then another
coating with thickness of 400 m was created that included 88% of
ZrO2, 4% of MgO and 8% of Al2O3. The results showed that deployment
of thermal barrier coatings reduced the average CO, HC and smoke
emissions considerably, but increased the NOx emissions. Table 4
shows the eect of thermal barrier coating diesel engine emissions.
According to the results of the table it is clear that in 100%of the
researches, the use of thermal barrier coating increases the amount of
NOx and reduces CO, HC and soot emissions.
2.5. Eect of exhaust gas recirculation on exhaust emissions
Recirculation of exhaust gas to the engine is one of the eective
methods of combustion and emissions control in the diesel engines. In
this method, a fraction of the exhaust gas is returned back into the
engine intake and is mixed with intake air and then is returned into the
cylinder. The goals are lowering the amount of free oxygen in the
cylinder, increasing the specic heat capacity and lowering the max-
imum combustion temperature which results in less NOx formation
[3639]. When a fraction of the exhaust gas is returned into the
cylinder, it acts as a diluents for combustion compounds. The
recirculated gas also reduces oxygen concentration in the combustion
chamber. Specic heat of the recirculated gas is somewhat larger than
the fresh air, therefore the recirculated gases increase the heat capacity
(specic heat) [40]. Totally, recirculation of outlet gases at load part
causes reduction in NOx emissions [41]. Regarding the fact that
recirculated gases have a high temperature, they are not capable of
reducing the maximum combustion temperature within the cylinder;
therefore in order to cool down the temperature of the exhaust gases,
recirculation gas cooling system is used [42]. Studies conducted have
shown that cooling the recirculated exhaust gases has a signicant
impact on reducing emissions of diesel engines [43,44]. Many factors
aect the performance of exhaust gas recirculation cooling system of
diesel engine including: geometry of cooling system, pipe occlusion,
recirculated gas speed, the cooling water temperature, recirculated
exhaust gas temperature, chemical parameters, etc. [44,45]. When the
engine operates under high loads, given the fact that combustion
process is hardly executed and in other words choking takes place in
the engine, the use of recirculated exhaust gas has negative impact on
pollutant emissions and engine performance, and may cause excessive
Renewable and Sustainable Energy Reviews 73 (2017) 307331
emission
NOx CO HC Smoke
when intake when intake when intake
pressure increased pressure increased pressure increased
Similar NOx emission Not alter CO Levels Not alter HC Levels Similar soot emission
when intake pressure when intake when intake levels when intake
increased pressure increased pressure increased pressure increased
when intake when intake
pressure increased pressure increased
The NOx level when intake when intake when intake
decreased very low at pressure increased pressure increased pressure increased
high intake pressure
rise in the smoke and lead to the production of greenhouse gases.
Unburned hydrocarbons existing in recirculated exhausted gas at low
loads are likely to re-ignite during combustion, therefore the amount of
unburned hydrocarbons in the exhaust is reduced and due to the
complete combustion of hydrocarbons, brake thermal eciency in-
creases. Along with the use of recirculated exhaust gas, a compromise
occurs between reduction of NOx and increase of soot, CO and
unburned hydrocarbons emission. Studies conducted in this context
show that with increase of more than 50% of EGR, emission of ne
particles increases considerably, so use of the ne dust absorbers is
recommended [46]. Abdelaal and Hegab [47]conducted a research to
evaluate the impact of recirculated exhaust gas on diesel engine
emission. In the present study, natural gas was used as a supplement
of liquid diesel fuel. Shell-and-tube heat exchanger was used for
cooling of EGR. The results showed that the use of EGR system and
also use of natural gas as a supplement of diesel fuel, decreases HC, CO
and NOx emissions. Table 5 shows the impact of EGR on diesel engine
pollutant emissions. According to the table it is clear that all research-
ers have concluded that the use of exhaust gas Recirculation system
reduces NOx emissions. Also with using of EGR system, 60%, 56% and
52% of studies show an increase in pollutants CO, HC and soot,
respectively. Therefore in order to reduce these emissions it is better to
deploy other technologies.
2.6. Eect of combustion chamber geometry on exhaust emissions
The shape of combustion chamber has a large impact on the fuel
mixing and fuel turbulence inside the cylinder. This turbulence aects
the performance and pollutant emission of diesel engine. When the
piston is near TDC condition and fuel is sprayed into the combustion
chamber, the piston bowl can be designed in a way that causes
circulation and turbulence in the uid; the result of this action is
better mixing of air with the sprayed fuel. The shape of the combustion
chamber and uid dynamics in the combustion chamber are important
factors of biodiesel fuel combustion [74]. One of the earliest studies
about the optimization of the combustion chamber goes back to 1986.
In this study, Saito et al. [75]made a comparison between the normal
combustion chambers and the re-entrant combustion chambers to
assess pollutant emissions of diesel engines. The results showed that
with using the re-entrant combustion chambers, the NOx amount
increases but the engine performance parameters are recovered and
other pollutants are reduced. Derisi et al. [76]studied the eect of ve
types of combustion chambers on engine performance and engine
pollutants. The results showed that better uid mixing in the combus-
tion chamber leads to improved engine performance and reduced
emissions, but NOx amount is elevated. Jaich and et al.[74] investi-
gated the performance and pollutant emissions of engines with
hemispherical and spiral re-entrant combustion chambers relative to
the base engine. The fuel used in this study was a combination of diesel
310
 S.S. Hoseini et al.

Table 3
Effect of fuel injection pressure on exhaust emissions [2129].

Refs. methodology Engine type Fuel type Operation condition Emission

NOx CO HC Smoke

[21] experimental Air cooled, IDI Orange skin powder diesel Constant speed(1500 rpm), when use the 30% when use the 30% when use the 30% when use the 30% OSPDS
engine constant injection timing(23 OSPDS at235 bar OSPDS at235 bar OSPDS at235 bar at235 bar
BTDC)

[26] experimental 4-cylinder, Petroleum diesel Variable injection pressure 100 when injection when injection pressure when injection pressure
4-stroke, IDI turbocharged 250 bars). pressure increased increased increased
[27] experimental Four cycle, four cylinders, DI Petroleum diesel Variable speed(1500 when injection when injection pressure
4500 rpm), constant load pressure increased increased
[24] experimental 2- cylinder water cooled, CIDI Pongamia biodiesel diesel Variable load, constant speed with higher injection with higher injection with higher injection with higher injection
engine blend (1500 rpm) pressure pressure pressure pressure

311
[22] experimental 4-stroke, single cylinder DI EKO Biodiesel- diesel blends Variable load, constant speed with higher injection with higher injection with higher injection with higher injection
diesel engine pressure pressure pressure pressure
[25] experimental 1- cylinder, 4 stroke diesel linseed oil- diesel constant speed with higher injection with higher injection with higher injection with higher injection
engine pressure linseed pressure linseed biodiesel pressure linseed pressure linseed biodiesel
biodiesel biodiesel
[18] experimental 1- cylinder, -, air cooled, DI biodieseldiesel Variable load, constant speed with higher injection with higher injection with higher injection with higher injection
diesel engine (2200 rpm) pressure pressure pressure pressure
[28] experimental single cylinder, four stroke, biodieseldiesel Variable load, constant speed with increases in with increases in with increases in with increases in
vertical, air cooled (2200 rpm) injection pressures injection pressures in the injection pressures injection pressures
part load

[29] experimental single-cylinder diesel engine blends of diesel and cooking oil Variable load, constant speed with increases in with increases in with increases in
with biodiesel, with a mix of algae (1500 rpm) injection pressures injection pressures injection pressures
eddy current dynamometer biodiesel
Renewable and Sustainable Energy Reviews 73 (2017) 307331
S.S. Hoseini et al. Renewable and Sustainable Energy Reviews 73 (2017) 307331

Table 4
Effect of thermal barrier coating on exhaust emissions [3335].

Refs. Methodology Engine type Fuel type Operation Coating type of Emission
condition piston
NOx CO HC Smoke and PM

[35] experimental 6- cylinder, DI, Petroleum Variable speed, MgZrO and when used of when used of
turbocharged Diesel diesel two different NiCrAl thermal barrier thermal barrier
engine load conditions coating coating

[34] experimental 4- strokes, 3 LD frying Constant load NiCrAl, upper when used of when used of when used when used of
510model oil - diesel (full load), layer consist of thermal barrier thermal barrier of thermal thermal barrier
Lombardini CI variable speed %88 ZrO2, %4 coating coating barrier coating
engine MgO and %8 coating
Al2O3.

[33] experimental 4-stroke, single corn oil methyl Constant speed Al2O3-TiO2 6.2% for 100/D2, 26.0% for 100/ when used 11.1% for 100/
cylinder, DI, air- ester- diesel 7.4% for 100/CM, D2, 22.0% for of thermal D2, 6.6% for 100/
cooled 6LD 400 and 8.8% for 20/ 100/CM, 15.0% barrier CM, 8.3% for 20/
Lombardini model CM, with CE for 20/CM with coating CM, with CE
diesel engine (coating engine) CE(coating (coating engine)
engine)

and bio-diesel. The results showed that using the spiral hemispherical
combustion chamber improves most of the engine performance para-
meters as well as decreasing most of the pollutants, but increases the
amount of NOx. Table 6 displays the impact of dierent types of
combustion chambers on diesel engine emissions. According to the
table it is obvious that using Toroidal Re-entrant Combustion Chamber
increases NOx emissions, But CO, HC and soot pollutants are reduced.
Also according to the table, use of shallow two-step bow increases NOx
emissions, but CO, HC and soot pollutants are reduced.
2.7. Eect of nozzle orice geometry on exhaust emissions
The amount of fuel atomization has a large eect on the perfor-
mance and emissions released by diesel engines. The spraying process
is strongly inuenced by the dynamics of the uid injected. In the new
diesel engines, micro-nozzles with various designs are used. These
nozzles have a great impact in reducing diesel engine emissions. Fluid
inside the injector is controlled by the characteristics of the uid
(injection pressure, needle lift, etc.) and the geometric properties (a
conical nozzle, grinding method) [8196]. Som et al. [85]investigated
spraying properties and diesel engine emissions using two types of
nozzles (conical nozzles, hydro ground nozzle). The results of the
research showed that use of hydro ground nozzles increases the
amount of NOx generation but decreases most of the other pollutants.
Sayin et al. [86] investigated the eect of number of nozzle holes on
formation of pollutants in diesel engine. Fuel used in this study was a
mixture of biodiesel with diesel fuel. Three dierent nozzle designs
were considered. 2, 4, 6 and 8 holes were considered for the rst,
second, third and fourth nozzle, respectively. For a constant mixture of
diesel-biodiesel fuel, the results showed that by increasing the number
of holes, NOx increases but the CO, HC and soot pollutants diminish.
Other studies have been conducted in order to evaluate the eect of
nozzle geometry optimization on the injector spraying behavior and
performance parameters of injector [8795] which have led to similar
results. Table 7 shows the eect of dierent geometries of the fuel
nozzles on diesel engine pollutants. According to this table, with
increase of the number of nozzle holes, most of the pollutants - except
nitrogen oxides diminish. Also, using a nozzle with hydro ground
design increases NOx emissions due to the better atomization of the
fuel. The opposite situation occurs when using the conical nozzles.
2.8. Eect of injection timing and on injection strategy on exhaust
emissions
In diesel engine combustion cycle, fuel injection timing is a key
factor which widely aects engine performance and pollutant emis-
sions. If fuel injection starts early, temperature of the air inside the
cylinder and also the combustion pressure is lowered, causing a delay
in the ignition. If the fuel injection is delayed (when the piston is near
TDC), inlet air temperature and pressure within the cylinder increases,
and reduces the delay in the combustion. Therefore the fuel injection
timing has a large impact on engine performance and emission of
pollutants from diesel engines [5]. Sayin and Canakci [96] investigated
the eect of fuel injection timing on diesel engine pollutant emissions.
In the present study a single-cylinder engine with a mixture of diesel
fuel ethanol in dierent levels was used. The experiment was
performed for a number of injection timings (21, 24, 27 and 30
before TDC). The temperature of 27 was considered as the standard
injection time. The results showed that when a delay in injection timing
occurs, emissions of NOx are elevated and other pollutants will
diminish. Sayin et al. [97] performed another study in order to
investigate the eect of fuel injection timing on diesel engine fuel
pollutant control. Methanol-diesel fuel was used in this study. Results
showed that with increasing the delay in fuel injection timing, the
quantity of NOx emissions increases but CO, HC and soot pollutants
diminish. Agarwal et al. [98] conducted a similar research in order to
investigate the eect of fuel injection timing on diesel engine pollutant
control; and they also reached results similar to the results of the
previous researchers. Table 8 shows the eect of fuel injection timing
on diesel engine pollutants. According to this table, 57% of the
conducted studies showed that the emissions of NOx increases in
retarded injection Conditions; And also most of the researchers have
concluded that the Retarded and Advanced fuel injection timings cause
CO, HC and soot pollutants to decrease.
2.9. Eect of intake air oxygen on exhaust emissions
Increase or decrease of oxygen in the engine intake air is a strategy
for diesel engines pollution control. By changing the oxygen input to
the diesel engine, signicant changes in the formation of combustion
products is achieved. Watson et al. [102] examined the eect of oxygen
increase on diesel engine pollutants. Results showed that with the
enrichment of the intake air with oxygen, most of the pollutants
decreased. Dinesha et al. [103] studied the eect of oxygen increase
in intake air on diesel engine pollutant emissions. In this study, three
dierent levels of oxygen (3%, 5% and 7%) were used to perform the
tests. The results showed that by increasing the oxygen concentration,
the amount of NOx emissions at a constant load increase but CO, HC
and soot pollutants reduce. Similar researches have been conducted in
this context which also indicate an increase in NOx by increasing the

312
 Table 5
Effect of exhaust gas recirculation on exhaust emissions [4873].

refs methodology Engine type Fuel type Operation EGR emission

condition cooler type
S.S. Hoseini et al.

NOx CO HC Smoke and PM

[48] experimental water-cooled HSDI diesel petroleum diesel Variable speed, Not when EGR rate increased when EGR rate
engine variable load specified increased
[49] experimental single-cylinder, Air cooled, diesel-RME (rapeseed methyl Constant speed Not when EGR rate increased when EGR rate when EGR rate increased
DI diesel engine ester) (1500 rpm), specified increased
variable load
[50] experimental Turbocharged- DI heavy petroleum diesel Constant speed, full Not When the EGR rate When the EGR rate
duty diesel engine. load specified increased and EGR gas and EGR gas
temperature decreased temperature increased
[51] experimental Detroit Diesel Series 60 CI petroleum diesel Variable speed, Not when EGR rate increased
engine variable load specified

[52] experimental A single-cylinder 4-stroke, petroleum diesel Variable speed, Not When the EGR rate when EGR rate not increase obviously
4-valve, water-cooled variable load specified increased and EGR gas increased when EGR rate
diesel engine temperature decreased increased

[53] experimental 4- stroke, water
cooled, single cylinder,
vertical diesel engine
[54] experimental DI, water cooled, 1-
cylinder, diesel engine
hydrogen
as inducted fuel and diesel
as injected fuel
petroleum diesel
Constant speed Not for Partly at low EGR when hydrogen enrichment hydrogen enrichment
(1500 rpm) specified hydrogen enrichment rates, hydrogen without EGR, when hydrogen without EGR, with
without EGR, with enrichment without enrichment with EGR increase in EGR
increase in EGR EGR percentage
percentage
variable load Spiral tube When the EGR rate When the EGR rate When the EGR rate
increased and EGR cooler increased and EGR increased and EGR
used cooler used cooler used

313
[55] experimental 2-cylinder, water jojoba methyl ester- diesel Variable speed, full Not when used the EGR when used the EGR when used the EGR method when used the EGR
cooled, 4-stroke, DI load specified method method method
diesel engine
[56] experimental 4- stroke, single cylinder, Liquefied Petroleum Gas Constant speed, Not used when EGR rate increased when EGR rate when EGR rate increased when EGR rate
(DI) diesel engine variable load increased increased
[57] experimental Turbo charged multi petroleum diesel Variable speed, Not with EGR compared to with EGR compared to with EGR compared to lean
cylinder HCCI engine 6 variable load specified lean burn lean burn burn
cylinder,

[58] experimental 1-cylinder, waste plastic oil Constant speed, Not when fueled with waste with cooled EGR with cooled EGR with cooled EGR
(DI) diesel engine variable load specified plastic oil without EGR,
with cooled EGR

[59] experimental direct-injection diesel petroleum diesel Variable speed, Not 25% At an EGR ratio of
engine variable load specified 31%, with 10% hydrogen
Equivalent of fuel
[60] experimental 1-cylinder, diesel engine acetylene fueled constant speed Not with acetylene-HCCI, with acetylene-HCCI, with acetylene-HCCI, by
(1500 rpm), specified by increasing EGR rate by increasing EGR increasing EGR rate
variable load rate
[47] experimental 1-cylinder 1, DI diesel natural gas-fueled Constant speed Shell-and- with Dual-fuel and EGR when used the EGR when used the EGR method
engine) (1600 rpm), tube application method and dual-fuel and dual-fuel
variable load
[61] experimental 3- cylinders, air cooled -DI petroleum diesel constant speed, Not used when used the EGR when used the EGR when used the EGR method when used the EGR
diesel engine variable load method method method
[62] experimental modern automotive 1.5 l petroleum diesel Variable speed, Not when use of WDE( water- when used EGR and
HSDI Diesel engine variable load specified in-diesel emulsion) with WDE
EGR
[63] experimental 1- cylinder DI diesel Bioethanol- diesel constant speed, Not by used 50% ethanol by used 50% ethanol
(continued on next page)
Renewable and Sustainable Energy Reviews 73 (2017) 307331
 Table 5 (continued)

refs methodology Engine type Fuel type Operation EGR emission

condition cooler type
NOx CO HC Smoke and PM
S.S. Hoseini et al.

engine variable load specified blend fuel and increasing blend fuel and
the EGR ratio increasing the EGR
ratio
[64] experimental water cooled, single- diesel-dimethoxymethane Constant speed Not when used the EGR when used the EGR with usage of EGR,With when used the EGR
cylinder, DI diesel engine (1600 rpm), specified method method diesel-dimethoxymethane method
variable load
[65] experimental single-cylinder, 4-valve, 4- n-butanol, 2-butanol, and Constant speed Not when used the EGR when used the EGR when used the EGR method
stroke, water-cooled diesel methyl octynoate addition to (1400 rpm), specified method method
engine diesel variable load
[66] Semi empirical water-cooled, 4- stroke, n-butanol/diesel Constant speed Not With combining high when EGR rate when EGR rate increased With combining high
(CFD code) single-cylinder diesel (1400 rpm), specified butanol/diesel ratio blend increased butanol/diesel ratio
engine variable load with medium EGR blend with medium
EGR

[67] experimental 4- stroke, 6 cylinder, DI direct coal Variable speed, Not with with with with
diesel engine variable load specified
liquefaction increase of EGR increase of EGR increase of EGR increase of EGR
[68] experimental 4-cylinder diesel engine ethanol-blended diesel Constant speed, Not used when EGR rate increased when EGR rate when EGR rate increased with DE20 fuel
constant load increased despite the EGR
application
[69] experimental 4-cylinder, 16 valve, DI rapeseed oil - diesel Constant speed, Not when EGR rate increased when EGR rate when EGR rate increased when EGR rate
turbocharged diesel variable load specified increased increased
engine

314
[70] experimental 6-cylinder common rail diesel/gasoline, Constant speed Not When the EGR rate When the EGR rate When the EGR rate increased When the EGR rate
diesel engine diesel/ n-butanol, diesel/ (1500 rpm), specified increased increased increased
gasoline/n-butanol variable load

[71] experimental 4- cylinder 2 stroke diesel petroleum diesel Constant speed, Not When the EGR rate
engine constant load specified increased

[72] experimental 4-stroke, kirloskar, TV 1, Mahua (Madhucaindica) Constant speed Not used When the EGR rate When the EGR rate When the EGR rate increased When the EGR rate
DI diesel engine biodiesel (1500 rpm), increased increased increased
variable load(full
load)
[73] experimental single-cylinder four-stroke Diesel-biodiesel- Di-Tertiary Constant speed Not 3335% With increase in 1719% With increase 2325% With increase in the 9% With increase in
naturally aspirated DI Butyl Peroxide (DTBP) (1500 rpm), specified the percentage of both in the percentage of percentage of both biodiesel the percentage of EGR
diesel engine constant load biodiesel and DTBP and both biodiesel and and DTBP and EGR rate rate
EGR rate DTBP and EGR rate
Renewable and Sustainable Energy Reviews 73 (2017) 307331
S.S. Hoseini et al. Renewable and Sustainable Energy Reviews 73 (2017) 307331

oxygen concentration in the intake air [104,105]. Table 9 shows the

double-row nozzle with

For TRCC than other

For TRCC than other

eect of increasing the oxygen in intake air on diesel engine emissions.

types of combustion

types of combustion

for Diesel-PG And

when RCC are used
using the 12-hole

a two-step piston
The table shows that all researchers have found that increasing the
Smoke and PM
oxygen in intake air increases the amount of NOx and reduces CO, HC
and soot pollutants.

chamber.

chamber
2.10. Eect of oxygenate fuel additive on exhaust emissions

double-row nozzle with

For TRCC than other

For TRCC than other

The theory of oxygenating the fuel to reduce emissions of diesel fuel

types of combustion

types of combustion

for Diesel-PG And

when RCC are used
using the 12-hole
was introduced about 60 years ago. For this purpose, oxygen was added

a two-step piston
to diesel fuel in the form of carbonates, ethers, esters and alcohols
[107]. Many studies indicate the fact that the reduction of pollutants by
chamber.

chamber

oxygenated fuel, regardless of the molecular structure of oxygenated

HC

materials used, depends on the oxygen concentration [108]. While

some other researchers believe that the type of oxygenated material
double-row nozzle with
For TRCC than other

For TRCC than other

used is eective in reducing emissions [107]. Choi and Reitz [109]

types of combustion

types of combustion

for Diesel-PG And

when RCC are used
using the 12-hole

studied the eect of oxygenated fuel in reducing emissions of diesel

a two-step piston

engines. Oxygenated materials used in this research include long-chain

ester and ether. The results showed that oxygenating the fuel at high
chamber.

chamber

loads does not have a considerable impact on the reduction of NOx; but
reduces CO, HC and soot pollutants. Ying et al. [110]studied the eect
CO

of oxygenating diesel fuel by dimethyl-ester on diesel engine emissions.

11% increase of NOx

The results of this study showed that most of the emissions are reduced
compared to baseline

for HOME-PG And

when HCC are used
piston under a high
with The two-step

by oxygenated fuel but the reduction in NOx was not considerable.

level for TRCC

boost pressure

Chong et al.[111] investigated the eect of oxygenating diesel fuel by

For TRCC.

palm oil in reducing the emissions of pollutants. Tests were repeated

emission

for various engine speeds and loads. The results showed that oxygenat-
engine
NOx

ing reduces NOx emissions in part load condition. Other researchers

have also conducted in this context that which have led to similar
Toroidal Reentrant Combustion

Toroidal Reentrant Combustion

conclusions [109117]. Table 10 shows the eect of oxygenated fuel on

Re-entrant type combustion
Combustion Chamber type

diesel engine emissions in which all the studies have come to the
hemispherical combustion

conclusion that with the addition of oxygenated materials to fuel,

shallow two-step bow

chamber (RCC) and

Smoke emissions are reduced. 67% and 83.3% of authors believe that
Chamber (TRCC)

Chamber (TRCC)

chamber (HCC).

oxygenated fuel reduces HC and CO emissions, respectively. Almost

67% of researchers believe that oxygenated fuel increases NOx emis-
sions.

2.11. Eect of Fuel spray pattern on exhaust emissions

Operation condition

The use of biofuels reduces most of the diesel engine emissions; but
Constant speed,

Constant speed

Constant speed
Constant speed

variable load

variable load
variable load

variable load

these fuels have a negative impact on NOx [119, 120, 114, 115].
(1500 rpm),

(1500 rpm),
(1500 rpm),

Therefore, to reduce exhaust emissions caused by the use of a

combination of dimethyl-ester with diesel fuel, one of the strategies
is multiple injections [121]. Yoon et al. [122] investigated the eect of
changing spray angle (two spray angles of =60 and =70 and the spray
Pongamia oil- diesel

Honge methyl ester

producer gas(PG)

angle of =156as the base angle) and fuel injection strategies on

Diesel-Pongamia

corn oil methyl

Effect of combustion chamber geometry on exhaust emissions [7780].

(HOME)-and

reducing emissions of diesel engine. In this study, a mixture of

ester- diesel

dimethyl ester-diesel was used. Results showed that the amount of

Fuel type

biodiesel

NOx reduces at the considered spraying angles with respect to the base
angle. A similar result is achieved with the use of multiple injections.
Table 11 shows the impact of injection pattern on the diesel engine
4 stroke, single cylinder, DI

water cooled direct injection

pollutants. According to the table it is known that the reduction of

Kirloskar, single cylinder 4-

single cylinder, four stroke

stroke water cooled diesel

A single-cylinder research

(DI) compression ignition

spray angle results in reduction of NOx. But the pollutants CO, HC and
soot increase. Another point worth noting in the table is that with
narrow angle fuel injection, NOx emissions are reduced.
diesel engine
Engine type

(CI) engine

2.12. Eect of on swirl and turbulent exhaust emissions

engine

Better air-fuel mixing before ignition causes combustion in the

cylinder to be accomplished completely. Better air-fuel mixing im-
experimental
experimental

experimental

experimental
methodology

proves engine performance and also reduces the emissions signi-

cantly. The better intake manifold design causes turbulence and better
mixing in the cylinder which results in improved engine performance
[124]. Sharma et al. [125] studied the eect of air circulation and
Table 6

[77]

[78]

[79]

[80]
refs

turbulence inside the cylinder of a HCCI engine on diesel engine

emissions. The results of the simulations showed that by increasing

315
S.S. Hoseini et al.
Table 7
Effect of nozzle orifice geometry on exhaust emissions [85,86].
refs methodology Engine type Fuel type Operation
condition
[85] Semi empirical(CFD Diesel engine petroleum Variable speed
software diesel
CONVERGE)
[86] experimental Single-cylinder, Biodiesel- Constant speed,
air-cooled DI diesel variable load
diesel engine
turbulence in the cylinder, NOx emissions are reduced due to lower
temperature inside the cylinder but CO emissions increase. Gafoor and
Gupta [126] using a numerical analysis studied the eects of air initial
circulation and turbulence in the cylinder on reduction of diesel engine
emissions. The results showed that the initial circulation at dierent
rates reduces most of the emissions, but nitrogen oxide emissions
increase slightly. Table 12 shows the impact of the turbulence of air on
diesel engines pollutants. According to this table it is clear that with
increasing air turbulence, NOx emission is reduced.
2.13. Eect of dierent compression rate on exhaust emissions
One of the parameters which has a large impact on the performance
and emissions of the engine is compression ratio. By changing the
compression ratio, diesel engine performance and emissions are
aected drastically. Laguitton et al. [128] studied the eect of
compression ratio on reduction of diesel engine emissions. PCCI diesel
engine was used in this study. The results showed that although the
reduction in compression ratio from 18.4 to 16 increases CO and HC
but it has a great impact on the reduction of NOx and soot. Bora et al.
[129] studied the eect of reducing the compression ratio on diesel
engine pollutants. In this study, a single-cylinder diesel engine was
used which was converted to hybrid engine; biogas fuel was injected to
diesel engine intake manifold by venture. The results showed that by
increasing the compression ratio, NOx increases but CO and HC
emissions decrease. Other studies have been conducted in order to
investigate the eect of reducing the compression ratio on diesel engine
emissions which have reached similar conclusions [130137]. Table 13
shows the eect of changes in compression ratio on diesel engine
emissions. According to this table, 87.5% of researchers proved that by
increasing the compression ratio, NOx emissions are increased. 87.5%
and 75% of researchers concluded that increasing the compression
ratio reduces the emissions of CO and HC, respectively. According to
this table when only petroleum diesel fuel is used, reduction of the
compression ratio reduces the amount of smoke considerably, but
when the combination of diesel-biodiesel is used, it is better to use a
low compression ratio in order to reduce the NOx emissions.
2.14. Eects of water adding to the intake air on exhaust emissions
Another method of reducing the emissions of diesel engines is the
injection of water into the intake manifold. This will cool down the
incoming air stream. One of the advantages of the water injection into
the air intake manifold is improvement of volumetric eciency. Using
water injection to the intake air (by 1%), the NOx emissions are reduced
by about 20%. Other reports indicate a 50% reduction of NOx [138].
Tauzia et al. [139], studied the eect of injection of fuel into the intake
air stream on diesel engine pollutants. In this study, a high-speed diesel
engine was used. The results showed that by injecting water into the
intake air, the amount of NOx decreases signicantly but soot emission
increases. Sahin et al. [140,134] studied the eect of injecting water
into the air intake manifold of diesel engine. In this study, a diesel
engine with direct combustion was used. Results of the research
Renewable and Sustainable Energy Reviews 73 (2017) 307331
Nuzzle type emission
NOx CO HC Smoke and PM
hydro ground with hydro with hydro
nozzle & ground nozzle, ground nozzle,
conical nozzle conical nozzle conical nozzle
Variable When increase When increase When increase When increase
injector nuzzle injector nuzzle injector nuzzle injector nuzzle injector nuzzle
hole number hole number hole number hole number hole number
showed that by injecting 9.4% water into the intake air stream, the
amount of NOx pollutant decreases by12.48%. Other researchers have
been conducted in this context which indicates the positive impact of
water injection on reduction of NOx emissions [141]. Table 14 shows
the eect of water injection into the intake manifold on diesel engine
emissions. According to this table it is clear that all the researchers
have proved that injection of water into the air intake manifold reduces
the amount of NOx emissions. But other pollutants are increased
slightly.
3. Biofuel and additive fuel
One of the main causes of formation of diesel engine pollutants is
related to the properties and the chemical structure of the fuel used.
Therefore the combustion emissions can be reduced by changing the
fuel properties and use of alternative fuels. Fuel properties can be
changed by several methods: (1) using a combination of diesel fuel with
vegetable oils (biofuels) and (2) the use of emulsion of fuels with nano-
catalysts and water. In this section, eect of these factors on pollutants
emissions of diesel engines will be fully investigated.
3.1. Eect of biofuel on exhaust emissions
The use of biofuels such as biodiesel and bio-ethanol with diesel
fuel is one of the reduction strategies for diesel engine emissions that
have been studied by many researchers. Ghobadian et al.[142]con-
ducted a research to investigate the eect of biodiesel-diesel combina-
tion on reducing the emissions of diesel engines. In this study, waste of
cooking oil was used as biodiesel and impact of this fuel on diesel
engine pollutants was investigated by articial neural network. In this
study it was found that by increasing the percentage of biodiesel, the
amount of CO and HC emissions are signicantly reduced. Ghobadian
et al. [143] studied the impact of renewable fuel (Diesetrol) on diesel
engine emissions. In this study, a combination of diesel, biodiesel
(vegetable oil methyl ester) and ethanol from plants was used as fuel.
The results showed that using Diesetrol, CO and HC emissions are
signicantly reduced. Although in this study the amount of NOx was
not measured, but since through the use of biodiesel the exhaust gas
temperature is reduced with respect to diesel, thus it could be argued
that NOx reduces. Zhu et al. [144] studied the eect of biodiesel
(rapeseed methyl ester and palm methyl ester) on diesel engine
emission reduction. It was found in this study that by increasing the
percentage of biodiesel in diesel fuel, the amount of NOx increases. Qi
et al. [145] investigated the eect of combining biodiesel with diesel
fuel on reducing the emissions of diesel engines. In this research, crude
soybean seed oil was used as biodiesel fuel. The results showed that by
increasing the percentage of biodiesel in the fuel, the amount of NOx
increases. Several similar studies have been conducted to examine the
eect of biodiesel on reducing diesel engine emissions; results of these
studies show that the majority of pollutants are reduced by using
biodiesel fuel [146182]. Table 15 shows the impact of biofuels on
diesel engine emissions. According to this table, when a combination of
diesel-biodiesel fuel is used, an increase in the amount of NOx
316
 S.S. Hoseini et al.

Table 8
Effect of injection timing and on injection strategy on exhaust emissions [30, 99101].

refs methodology Engine type Fuel type Operation injection timing condition emission

NOx CO HC Smoke and PM

[99] experimental A four-stroke, single- petroleum Variable speed An injection timing Under retarded Under retarded Under retarded with EGR at an
cylinder, direct-injected diesel injection timing
supercharged sweep from 2to 40 Conditions Conditions of 10 Conditions of 10 BTDC between
BTDC with 40% EGR with 40% EGR 15and 25
diesel engine BTDC BTDC

[96] experimental 1- cylinder, 4 stroke, DI, ethanol two constant loads (15 and (21,24,27,30, and 33 at the retarded injection with the advanced with the advanced
diesel engine blended diesel 30 Nm) variable speed CA BTDC) Conditions injection timings (30 injection timings (30and
(10001800 rpm) and 33 CA BTDC) 33 CA BTDC)

[97] experimental single cylinder, 4-stroke diesel Constant speed( (15 for the retarded injection with the with the with the
and DI diesel engine methanol 2200 rpm), variable load timing (15 CA BTDC)
20 and 25 advanced injection advanced injection timing advanced injection

317
CA) timing (25 CA BTDC) (25 CA BTDC) timing (25 CA
BTDC)

[30] experimental single cylinder, IDI Ricardo petroleum Variable speed, variable 38,36,34and 32 CA 40% when the injection
E6-MS/128/76 diesel load BTDC) timing was retarded to 34
Type diesel engine CA in the LHR case

[98] experimental single cylinder, research petroleum constant speed 15 9.375 and 9.375 - with advanced injection with advanced with advanced injection
engine diesel (2500 rpm), variable load 4.875 BTDC timings injection timings timings
(AVL, 5402)

[100] experimental 4-stroke Ethanol two constant loads (15 and (21,24,27,30and for the retarded injection for the retarded for the retarded for the retarded
single cylinder, DI diesel blended diesel 30 Nm), variable speed 33 CA BTDC) timings (21and 24 CA injection timings (21 injection timings (21and injection timings (21
engine BTDC) and 24 CA BTDC), 24 CA BTDC), and 24 CA BTDC),

[101] experimental 6-cylinder, DI diesel engine petroleum Variable speed(1000 18 and 16 crank angle 11% by retarding the
with an intercooler system diesel 2400 rpm), variable (BTDC) injection timing
load(2.28.2 bar)
Renewable and Sustainable Energy Reviews 73 (2017) 307331
 Table 9
Effect of intake air oxygen on exhaust emissions [104106].

refs methodology Engine type Fuel type Operation condition air oxygen condition emission
S.S. Hoseini et al.

NOx CO HC Smoke and PM

[104] experimental 1-cylinder petroleum diesel Constant engine enrichment the when enrichment the when enrichment the when enrichment the
applied with speed (1200 rpm), oxygen oxygen oxygen oxygen
Bosch variable load
common-rail
DI system

[106] experimental 1- cylinder 4- cardanol (20% cardanol + 70% diesel Constant engine enrichment the With the increase in With the increase in With the increase in With the increase in
stroke diesel + 10% methanol) and B30M10 (30% speed, variable load oxygen (3%, 5%, and concentration of intake concentration of intake concentration of intake concentration of intake
engine cardanol + 60% diesel + 10% 7% by weight) air oxygen air oxygen air oxygen air oxygen
methanol)

[105] experimental 1-cylinder DI Non edible oil namely Cardano Variable load enrichment the Withincrease of intake Withincrease of intake Withincrease of intake
diesel engine diesel methanol oxygen (3%, 5%, and airoxygen concentration airoxygen concentration airoxygen concentration
blend(B20M10) 7% by weight)

318
Table 10
Effect of oxygenate fuel additive on exhaust emissions [109113, 115, 118].

Refs Methodology Engine type Fuel type Operation condition oxygenate additive condition Emission

NOx CO HC Smoke and PM

[118] experimental 1-cylinder 2-methoxyethyl Variable speed, variable fuel blends( MEA has a little effect when MEA is added in when MEA is added in when MEA is added in
direct injection system acetate (MEA) load 10%, 15% and 20% MEA) on NOx emissions diesel diesel diesel
[115] experimental 1- cylinder 4-stroke DMM, DGM, DMC, Constant speed 0% to 20% mass -fractions Almost stationary with the increase of with the increase of with the increase of
diesel engine DEC, (1400 rpm), variable of oxygenates in the blends oxygen mass fraction oxygen mass fraction oxygen mass fraction
DEA and ethanol load
[109] experimental 1- cylinder, heavy-duty Monoesters of soybean Variable load Blend of soyate (20% and when using when using when using when using
diesel engine oil 40% by volume) with the oxygenated fuels at oxygenated fuels at oxygenated fuels at oxygenated fuels at high
baseline DF2 high engine load high engine load high engine load engine load
[110] experimental A commercial light-duty DME Constant speed, constant DM10, DM20. somewhat At high loads with At high loads with At high loads with
DI diesel load , DM30. oxygenated DME/ oxygenated DME/ oxygenated DME/diesel
engine diesel blend fuels diesel blend fuels blend fuels
[113] experimental inline 4-cylinder, n-butanol and diethyl Variable speed(1000 petroleum diesel, oxygenated additives oxygenated additives oxygenated additives oxygenated additives
ether 3000 rpm), constant (J20), (J15B5),
water-cooled, load (J10B10),
turbocharged diesel (J15D5),
engine (J10D10)
[111] experimental 4-stroke DI diesel engine oxygenated neat palm Variable speed(2000 Oxygenated palm biodiesel when used the when used the when used the -
biodiesel 3000 rpm), variable load oxygenated additives oxygenated additives oxygenated additives
Renewable and Sustainable Energy Reviews 73 (2017) 307331
S.S. Hoseini et al. Renewable and Sustainable Energy Reviews 73 (2017) 307331

Table 11
Effect of Fuel spray pattern on exhaust emissions [122,123].

refs methodology Engine type Fuel type Operation Fuel spray pattern emission
condition
NOx CO HC Smoke and PM

[122] experimental 1-cylinder, dimethyl Constant speed two types of narrow compared compared with compared compared
ether (1400 rpm|) spray angle injectors with with with
DI diesel (DME) (spray=70 and 60) spray=156 spray=156 spray=156 spray=156
engine

[123] experimental 1-cylinder Petroleum Constant speed Two injector nozzles with narrow With narrow angle
DI diesel diesel (1500 rpm), with different spray angle fuel fuel injection by
engine constant load cone angles injection optimizing injection
(156and 60) timings.

Table 12
Effect of on swirl and turbulent exhaust emissions [127].

refs methodology Engine type Fuel type Operation Swirl condition emission
condition
NOx CO HC Smoke and
PM

[127] Semi empirical(A CFD 1-cylinder HCCI dimethyl ether Constant speed Different range of as the swirl as the swirl
package STAR-CD) engine (DME) co swirl ratios increases increases

emissions occurs. But when some amount of ethanol or butanol is
added the diesel-biodiesel mixture, NOx is reduced considerably.
Another signicant point of this table is that an increase in the
percentage of biodiesel, reduces the amount of CO and HC emissions,
but when ethanol or butanol is added the diesel-biodiesel mixture these
pollutants increase. According to this table it is clear that the use of
biodiesel and ethanol reduces the amount of smoke.
3.2. Eect of Emulsion fuel with additives on exhaust emissions
Many of the strategies taken to reduce the diesel engine emissions
are not able to reduce all the pollutants simultaneously, so a compro-
mise between these two pollutants should be considered. One of the
methods of simultaneous pollution reduction is using the water-fuel
emulsion. Deployment of this method is growing continuously. In
water-fuel emulsion, a surfactant is often used as an emulsier, and
according to the amount of this emulsier micro- or macro-emulsions
may be produced. Al-Ahmar et al. [185] investigated the eect of the
water-fuel emulsion concentration on diesel engine pollutant control.
Amount of the water used varied from 5% to 30% per unit volume. The
results showed that with increasing the water concentration, the
amount of NOx emissions reduces. Ithnin et al. [186] studied the eect
of water-fuel emulsion on reducing the diesel engine pollutants. In this
study, dierent water concentrations (5%, 10%, 15% and 20%) were
used; also 2% of surfactant was used. The results showed that dierent
amounts of emulsion cause the amount of NOx to be signicantly
reduced. Another strategy to for reduction of diesel engine emissions
that decreases most of the pollutants simultaneously is emulsion of
nanoparticles in fuel. The purpose of adding nano-particles to fuel is
increasing the eciency and reducing the emissions of diesel engine.
One of these additives is the one with metal base that reduces the
amount of pollutants from diesel engines signicantly. The reason
behind metal-based additives to reduce diesel engine emissions is that
the additive reacts with water and produces hydroxyl radicals that
improves the oxidation of soot; Or the fact that additive reacts
indirectly with carbons in soot and the result of this action is reduction
of the oxidation temperature [187]. Keskin et al. [188] studied the
eect of adding Mg and Mo to diesel fuel on diesel engine emissions.
Biodiesel fuel was also used in this study. Oil resin acid was reacted
with MgO and MoO2. The results showed that the addition of Mg and
Mo to the fuel along with biodiesel fuel reduces the amount of NOx.
kannan et al. [189] investigated the eect of adding ferric chloride
(FeCl3) to biodiesel fuel on diesel engine emissions. Palm oil was used
as biodiesel fuel in this study. The intended metal-based additive was
added to biodiesel fuel by 20mol/L. The results showed that by adding
the catalyst, the NO emission is reduced signicantly. Prabu and Anand
[190] studied the eect of adding ammonia nanoparticles (Al2O3) and
cerium oxide to biodiesel fuel on diesel engine emission reduction.
Jatrophawas used as biodiesel fuel in this study. The results showed
that by addition of the intended nanoparticles, the NO emission is
reduced by 13%. Mirzajanzadeh et al. [191] investigated the eect of a
nano-catalyst solution synthesis on reducing the emissions of diesel
engines. In the present study a combination of biodiesel with diesel fuel
was used. The purpose of this research was homogeneous nano-catalyst
synthesis in diesel fuel for emission reduction. The synthesized nano-
catalyst is a hybrid of cerium dioxide and multi-walled carbon
nanotubes functionalized with amide. In the process of the experi-
ments, this nano-catalyst was added to the two types of fuels 5%
biodiesel-95% diesel (B5) and 20% biodiesel 80% diesel (B20) in
three concentration levels of 30, 60 and 90 ppm. The results showed
that the deposition of amide on carbon nanotube which is very similar
to molecules existing in biodiesel structure from the chemical structure
point of view, causes an appropriate distribution of nano-catalyst in
fuel mixtures, and therefore reduces diesel engine emissions, especially
NOx emissions. Table 16 shows the eect of dierent additives on
diesel engine emissions. According to this table, when the emulsion of
fuel with nano-particles and water is used, the majority of the
pollutants are reduced signicantly.
4. after treatment technology
Another pollutant reduction strategy is using control systems for
diesel engine emissions before pollutants enter the environment.
Therefore, using these technologies, the level of the pollutants can be
reduced to a minimum. To prevent the pollutants from entering
environment, several solutions exist: 1- Lean NOx Trap (LNT) 2-
Selective catalytic reduction (SCR), 3- Diesel oxidation catalyst (DOC),
4- Diesel particulate lter (DPF). In this section, these technologies are
fully explained.

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S.S. Hoseini et al. Renewable and Sustainable Energy Reviews 73 (2017) 307331

4.1. Lean NOx Trap (LNT)

compression ratio
Smoke and PM

with increase
LNT technology is deployed to reduce NOx emissions while engine
is operating in poor state. Mostly, noble gases are used as the
conventional LNT catalysts [198200]. When engine is operating in a
poor state, it is expected that nitrogen oxides be stored in the tank

entirely, and form nitrate or nitrite. Oxidation of NO to NO2 is very

increase of compression
important to store NOx fast and eciently [199]. Compounds such as
with increased blend
ratio and compression

LaCoO3 and LaMnO3are among the catalysts used for oxidation of NO

increase with the

compression ratio
to NO2. When these compounds are used, highest percentage of

with increase
conversion of NO to NO2takes place at a temperature of 300350 C
[201]. Catalysts have a keyrole in NOx oxidation. Ji et al. [202] studied
the eect of dierent catalysts on LNT performance. In this study, the
ratio

ratio
HC

eect of La2O3-stabilized ceria incorporation on the performance and

behavior of LNT was fully investigated. Cerium was used as a catalyst in

increase of compression
ratio and compression
with increased blend

this study and the results showed that in the temperature range of
increase with the

250355 C, percentage of NOx conversion for all the catalysts has the
compression ratio
with increase

highest value. LNT will have its best performance when reducing
materials are fed to catalyst converter [203]. So far dierent reducing
agents have been deployed; including H2, CO, C3H6 and C3H8 [204
ratio

ratio

206]. One of the methods of enhancing the performance of LNT is the

CO

use of hydrogen gas. The plasma reformer is used as a reducing agent

increase of compression

to provide hydrogen gas. Plasma reforming increases the eciency of

with decreasing the

the LNT. The use of hydrogen gas as the reducing agent reduces the
increase with the
compression ratio

compression ratio

amount of NOx [203].

with increase
emission

4.2. Selective catalytic reduction (SCR)

ratio
NOx

SCR technology is another strategy to reduce NOx. In SCR

technology, a signicant amount of the NOx is reduced by using a
17:1, 18:1, 19:1 and 20:1)

compression ratio (18.20

to 16.10 in 0.7 intervals)
compression ratios(16:1,

catalytic converter and urea solution. Conventionally, catalysts based

ratios(18:1, 19:1, 20:1,
Variable compression

Variable compression
ratios (17, 18, 19/1)

on vanadium (vanadium-based) are used in SCR systems [207,208].

compression ratio

Due to the NOx catalyzation, water and nitrogen enter the environment
21:1 and 22:1)

from vehicle exhaust. In SCR, NH3 from a Urea aqueous solution is

condition

used [209,210]. This mixture contains 33% (NH2)2CO Urea and 67%
pure water. Xiaoyan and et al. [210] investigated the eect of SCR on
reducing the emissions of diesel engines. Biodiesel-ethanol-diesel fuel
was used in this study and Ag/Al2O3 was used as the catalyst. The
constant speed (1500 rpm),

speeds(1000, 1400, 1800,

2200 rpm), constant load

results indicated that if SCR is used along with the considered fuel
variable loads constant

composition, NOx emissions are signicantly reduced. Vallinayagam

1500 rpm), constant
Operation condition

et al.[177]studied the eect of SCR technology deployment on reducing

Constant speed (

Constant speed(
load(50% load)

the emissions of diesel engines. In this study, a combination of pine

2200 rpm)

resin oil with diesel fuel was used. The results showed that when using
full load

SCR with the considered fuel, the amount of NOx is reduced by 70.1%.
In order to investigate the eect of SCR on reducing NOx, other studies
have been conducted whose results show the eectiveness of the use of
methyl esters of waste

SCR on reduction of NOx [166,211]. DOC is usually used for the

biodiesel-blended
cooking oil-diesel
Petroleum diesel

reduction of CO and THC. Researches also have shown that the DOC
reduces the total particulate mass. DOC is also used for oxidizing NO to
Palm Oil

NO2 along with SCR and by doing so, the NO2 to NOx ratio increases
Fuel type
Effect of different compression rate on exhaust emissions.

Diesel

[212,213]. DOC technology is usually made up of an integrated

diesel

honeycomb structure of ceramic or metal. DOC consists of a mixture

of aluminum oxide (Al2O3), cerium oxide (CeO2), zircoium oxide
1- cylinder, four stroke

1- cylinder, 4- stroke,

cooled -diesel engine

1- cylinder 4- stroke

(ZrO2) and active catalysts of noble metals such as Pt, Pd and Rh

4-stroke, naturally

cylinder DI diesel

[214,215]. Zhang et al. [216] conducted a study to evaluate the eect of

Aspirated, single

diesel/methanol mixture. Using diesel/methanol mixture reduces the

diesel engine

diesel engine
Engine type

emissions of particulate matter and NOx signicantly. However, the use

engine

of diesel/methanol mixture causes CO and HC to increase. Therefore,

water

to solve the problem, DOC was used. The results showed that the use of
DOC along with diesel/methanol mixture reduces most of the diesel
experimental

experimental

experimental

experimental
methodology

engine emissions considerably.

4.3. Diesel particulate lter (DPF)

Table 13.

[135]

[136]

[133]

[22]
refs

DPF technology is deployed to remove particulate matter from

diesel engine exhaust gases [217]. In DPF usually Cordierite (MgO-

320
S.S. Hoseini et al. Renewable and Sustainable Energy Reviews 73 (2017) 307331

Table 14
Effects of water adding to the intake air on exhaust emissions [139141].

refs methodology Engine type Fuel type Operation Water emulsion emission
condition condition
NOx CO HC Smoke and PM

[141] experimental 1- cylinder, 4-stroke, Petroleum constant speed ( A mixture of With the both with with With the both
air-cooled diesel engine diesel 1500 rpm) diesel, water, methods emulsion emulsion methods
surfactant (emulsion and than water than water (emulsion and
injection) injection injection injection)

[140] experimental four cylinder, 4-stroke, Petroleum Variable speed A mixture of with WI with WI
turbocharged, diesel (2000, 2500, 3000 diesel, water, into intake air at
common-rail injection and 3500 rpm) surfactant specied ratios
variable load. (2%, 4%, 6%, into intake air at
8% and 10%) specied ratios

[139] experimental 2 l water-cooled HSDI Petroleum variable speed, A mixture of when with WI of 23%,
Diesel engine. diesel variable load diesel, water, WI rate 141% and 502%
surfactant increases for operating
points

2Al2O35SiO2)[218], or silicon carbide (SiC) [219] is used in honey-
comb structure. Adjacent channels at each end are alternately con-
nected to each other. As a result, the particles ar e pressured along the
porous wall [218220].
4.4. Eect of after treatment technology on exhaust emissions
Table 17 shows the impact of various after treatment technologies
on diesel engine emissions. According to this table, using after
treatment technology reduces NOx emissions signicantly. A point in
this table worth noticing is that when the biodiesel fuel and SCR
technology are used, CO and HC emissions would increase. According
to this table, when hydrogen is injected into the fuel, NOx emissions
increase using SCR technology.
5. Discussion
1. Management of the parameters aecting the combustion has a
signicant impact on emissions of diesel engine. Combustion
manage of consists of dierent sections. Controlling each section
can greatly reduce diesel engine emissions. The remarkable note is
that all the proposed strategies for the management of the
combustion parameters cannot reduce all the pollutants simulta-
neously. Therefore the strategies should be applied in such a way
that a compromise be made between all the pollutants. Another
signicant point is that the use of the strategies to manage the
engine's combustion in some cases, adversely aects engine
performance; hence, emission reduction and engine performance
should also be compromised.
2. Turbocharged engines have a high performance. With turbo-
charging the engine, CO, HC and smoke pollutants are reduced
but NOx emission increases. NOx enhancement in turbocharged
engines is highest when biodiesel is used. But if turbocharger is
used for high-revving engines, it has less impact on the increase of
NOx.
3. An increase in diesel engine intake air pressure reduces the
pollutants CO, HC and smoke, but due to the elevation of the
combustion temperature, NOx emissions increase. Regarding the
fact that increasing input air pressure improves engine perfor-
mance and reduces most of the pollutants, therefore it is better to
use high-pressure air at the inlet and deploy other strategies to
reduce NOx.
4. Increasing the injection pressure improves engine performance and
results inCO and HC emission reduction due to better fuel
atomization, but NOx increases in these conditions. Also when fuel
injection pressure is high, soot and particulate matter increase; and
to solve this problem biofuels can be used instead of petroleum
diesel.
5. The thermal barrier coatings (TBCs) improve engine performance
as well as reducing CO, HC and smoke pollutants signicantly. But
due to the fact that while using thermal barrier coatings, the
combustion temperature increases, NOx increases. In order to solve
this problem other strategies can be used.
6. One of the best strategies to reduce NOx emissions is using the
engine exhaust gas recirculation system. Recirculation of exhaust
gases increases emissions of pollutants CO, HC and smoke. Biofuel
can be used to reduce these pollutants. The use of EGR at high
loads has negative impact on the performance of the engine
therefore EGR must be used at part load. High rates of EGR also
elevate the amount of particulate matter and some of other
pollutants. Thus the EGR should be fully controlled.
7. The shape of the combustion chamber has a signicant impact on
improving the engine performance and the formation of pollutants.
The combustion chamber must be designed in a way that a
compromise is made between improving engine performance and
formation of pollutants. Another factor that has a great impact on
the diesel engine emissions reduction is turbulence inside the
combustion chamber; more turbulence in the cylinder causes NOx
emissions to be reduced. Thus the combustion chamber should be
designed in a way that maximal turbulence occurs in the cylinder.
Another important point in engine design is designing the fuel
injection nozzle which has a great eect on the atomization of the
fuel. Fuel nozzle must be designed in a way that all the pollutants
are controlled. For example, the use of hydro ground nozzle
increases NOx but reduces most of other pollutants. Fuel spray
angle control also has a signicant eect on emissions of diesel
engine. This impact is pronounced during the use of biofuels. Using
these fuels decreases pollutants CO and HC signicantly while
increasing NOx emissions; this pollutant can be reduced with a
small spray angle.
8. Fuel injection timing is one of the factors aecting the performance
and emissions of the diesel engine. By controlling this factor engine
performance may be improved and most of the emissions are
reduced. With an increase in the delay of fuel injection timing, the
amount of NOx emissions increases while CO, HC and soot are
reduced. Therefore we cannot claim that fuel injection should be
always delayed, but it should be controlled such that a compromise
exists between the pollutants and the engine performance.
9. Although adding oxygen to intake air decreases the pollutants CO,
HC and soot, but it increases the amount of NOx; therefore the
oxygen added to the intake air must be carefully controlled and in
order to reduce NOx formation, the proposed technologies must be

321
 Table 15
Effect of biofuel on exhaust emissions.

refs methodology Engine type Fuel type Operation condition Fuel condition emission
S.S. Hoseini et al.

NOx CO HC Smoke and PM

[142] Experimental-ANN 2- cylinder, 4-stroke waste cooking Variable speed, Waste vegetable oil methyl waste cooking waste cooking
modeling diesel engine biodiesel constant load ester was added to diesel fuel in biodiesel biodiesel
1050% ratios
[143] experimental Diesel engine Diesterol Variable speed, Fuel mixture contains diesel fuel, by increasing by increasing by increasing by increasing
variable load bioethanol and biodiesel. diesterol composition diesterol composition diesterol composition diesterol
composition

[180] experimental 4-stroke, , water- biodieselbutanol variable load Biodieselbutanol when used the when used the when used the
cooled, IDI diesel (concentrations of 5%, 10%, and Biodieselbutanol Biodieselbutanol Biodieselbutanol
Engine. 20%) blends blend blend blend

[162] experimental single cylinder, 4- Karanja methyl ester constant biodieseldiesel blends (B5, B10, with with all biodiesel with all biodiesel with all biodiesel
strokes, air cooled, speed (1500 rpm) B15, B20, B25, B50 and B100) all biodieseldiesel diesel blends diesel blends diesel blends
diesel engine blends

[169] experimental 1-cylinder, 4-stroke, cotton seed oil and its constant speed cottonseed oil and its (methyl by 80% neat by used of neat when used neat bio- by neat biodiesel
(methyl ester), (2000 rpm), variable ester) bio-diesel in blends with cottonseed oil 20% biodiesel (BC)- diethyl diesel (BC) (BC) and diethyl
water cooled n-butanol (DEE) load 20% by vol DEE diethyl ether (DEE) ether (DEE) blends ether(DEE)
[147] experimental 4- stroke, DI diesel animal fat based biodiesel Variable speed 6 animals fat based blends B10, for fuel blends
engine B20,B25, B30, B40, B50 and provide
D100

[176] experimental 1- cylinder Biodiesel (eucalyptus Constant speed The natural gas (NG) is inducted when use of when use of when use of

322
DI air cooled oil)/natural gas (1500 rpm), variable with the intake air through the eucalyptus eucalyptus eucalyptus
LISTER PETTER load inlet manifold biodiesel as pilot fuel biodiesel as pilot fuel biodiesel as pilot
diesel engine fuel
[146] Semi empirical 1- cylinder, 4-stroke, soybean methyl ester constant speed ( B20% SME, B40% SME, and for All blends of
(Diesel-rk code) diesel engine (SME) 1500 rpm), variable B100% SME blends biodiesel
load

[158] Semi empirical 4- stroke, 1- blends of ethanol, diesel constant speed (E: D:JME) 5:95:0, 5:75:20, with extended with extended oxygen with extended with extended
(Theoretical (1500 rpm) 5:55:40, oxygen mass mass percentage oxygen mass oxygen mass
model)) Cylinder, DI diesel and jatropha methyl 5:35:60, 5:15:80 and 5:0:95 percentage in the fuel percentage percentage
engine ester

[149] experimental 1- cylinder diesel DieselEthanol Constant speed( DieselEthanol blends 60%in Diesel in DieselEthanol in DieselEthanol
engine (SCRE) Dual-Fuel 1800 rpm), variable Ethanol Dual-Fuel Dual-Fuel mode Dual-Fuel mode
load mode

[173] experimental 1- cylinder 4- stroke, pongamiapinnata oil and constant speed ( For example Blend A-Diesel 90%, For dual For dual For dual For dual
air cooled diesel mustard oil 3000 rpm), variable PPEE 5% and MEE 5% by
engine load volume basis biodiesel blends biodiesel blends biodiesel blends biodiesel blends

[161] experimental 4-cylinder, ethanoldieselbiodiesel Variable speed, DF and E5, E10, E15 blends with With Adding of the With Adding of the With Adding of the With Adding of
turbocharged, DI variable load anhydrous (99.8%) ethanol ethanol to diesel fuel ethanol to diesel fuel ethanol to diesel fuel the ethanol to
diesel engine diesel fuel

[153] Semi empirical 1-cylinder, 4-stroke, ethanoldiesel blend Variable speed ethanoldiesel blend (E15 + S20) 34% with steam
(Theoretical model) DI diesel engine injection on the
ethanoldiesel
fuel

(continued on next page)

Renewable and Sustainable Energy Reviews 73 (2017) 307331
 Table 15 (continued)

refs methodology Engine type Fuel type Operation condition Fuel condition emission

NOx CO HC Smoke and PM

S.S. Hoseini et al.

[181] Semi empirical( A 2KD-FTV Toyota car Biodiesel(waste cooking Variable load, methanol varied from 0% to 80% with the increase of with By More
KIVA4-CHEMKIN engine oil)-methanol constant speed at an interval of 20%) methanol the increase of premixed
code) (2400 rpm) methanol methanol fuel

[154] experimental single-cylinder diesel coconut, palm oils Variable speed, 30% coconut (CB30), 30% palm 3.135.67% for all compared with compared with
engine the PB30, PB15CB15 PB30, PB15CB15
100% load conditions (PB30), and blend of 15% palm tested biodiesel
and 15% coconut blends compared
with that of diesel
fuel

[174] experimental 1- cylinder, -research Butanol-biodiesel constant speed( Using diesel and biodiesel fuels for RME and Through the Through the
engine (rapeseed methyl ester) 1500 rpm), variable as a benchmark. B8R (8% butanol interaction of interaction of
blend loads butanol blended with 92% hydrogen with these hydrogen with these
biodiesel fuel blends. blends.
by volume), blends

[175] experimental Light-duty, , Jatropha biodiesel fuel Constant speed, petroleum diesel-Jatropha ( 5%, with increasing with increasing with increasing
4-cylinder, and 4- variable loads 10%, 20%, 50% and 100% (v/v)) biodiesel blend ratios biodiesel blend ratios biodiesel blend ratios
stroke, diesel
engine.

[148] experimental 4-stroke, diesel fish oil methyl esters constant diesel, blended diesel for FOME and its for FOME and its for FOME and its for FOME and its
engine speed (1500 rpm) with 20% ,40%, 60% ,80% ) blends blends blends blends

323
[159] experimental 4-cylinder, light-duty tire constant speed, The from the tire oil from the tire oil
diesel engine oilbiodiesel variable load fuel blends contained 5% and (10%) (10%)
10% tire o

[166] experimental MT polymer waste dissolved Variable speed, EPS concentration (0, 25, 50, when used of EPS/L when used of EPS/L when used of
4.244DI diesel in biodiesel-blended variable load 75g/L biodiesel biodiesel EPS/L biodiesel
engine (Motorsazan, biodiesel)
Tabriz)

[178] Semi empirical Kirloskar stationary cashew nut shell liquid constant speed cashew nut shell liquid biodiesel when used the when used the CNSL when used the when used the
diesel engine biodiesel (1500 rpm) 25% and diesel 75%) CNSL biodiesel with biodiesel with coated CNSL biodiesel with CNSL biodiesel
coated diesel engine diesel engine coated diesel engine with coated diesel
engine

[177] experimental Kirloskar stationary pine oil biofuel- constant speed blends of pine oil with diesel 15.2% with B50 67.5% with B50 (50% 58.6% with B50 70.1% with B50
diesel engine (1500 rpm) (B10, (50% pine oil and pine oil and 50% (50% pine oil and (50% pine oil and
B20, B30, B40, B50) 50% diesel) with SCR diesel) with SCR 50% diesel) with SCR 50% diesel) with
SCR

[55] experimental 2-cylinder, water jojoba methyl ester Variable speed( Jojoba methyl ester (JME)-diesel for both diesel fuel At high speed with At high speed
cooled, 4-stroke, DI 1600 rpm), variable blend and JME, 5055% JME. At low speed with JME. At low
diesel engine load with Large EGR rate ( speed
with JME, with Large with JME, with
EGR rate Large EGR rate

[151] experimental 1- cylinder 4-stroke, additional ethanol Constant speed( di-tert-butyl peroxide, with the addition of with the addition of with the addition of with the addition
IDI diesel engine, with A blend of diesel- 1800 rpm) was added at a ratio of 0.4% in ethanol in A blend of ethanol in A blend of ethanol in A blend of of ethanol in A
biodiesel(BDE) volume diesel-biodiesel diesel-biodiesel diesel-biodiesel blend of diesel-
(continued on next page)
Renewable and Sustainable Energy Reviews 73 (2017) 307331
 Table 15 (continued)

refs methodology Engine type Fuel type Operation condition Fuel condition emission

NOx CO HC Smoke and PM

S.S. Hoseini et al.

biodiesel

[163] experimental 1-cylinder, 4-stroke coconut biodiesel blended Constant load, 100% diesel fuel, CB5 (5% for biodiesel for biodiesel for biodiesel
diesel engine variable speeds coconut biodiesel and
(15002400 rpm) 95% DF), CB15 (15% CB ,85% blended fuels blended fuels blended fuels
100 rpm DF) compared to diesel compared to diesel compared to diesel
fuel fuel fuel
[172] experimental 4-cylinder DI diesel waste frying oil methyl Constant speed diesel/biodiesel blend(B20, B40, by The use of by The use of by The use of
engine ester l (1800 rpm). Variable B60 and B80) biodiesel biodiesel biodiesel
load

[182] experimental 4-cylinder ethanolbiodiesel blends Constant speed 5%, 10% and 15% by volume of with With high With high with
DI diesel engine (1800 rpm), constant Ethanol blend with biodiesel increasing ethanol percentage of ethanol percentage of ethanol increasing ethanol
load in the blends in the BE blends, in the BE blends, use in the blends(PM)
when use of BE5 of BE5

[183] experimental Multicylinder, DI dieselethanolbiodiesel Variable speed, D70/E20/B10, D50/E30/ for ethanol at low load for blend, with blends
diesel engine variable load B20, D50/E40/B10, Diesel blended fuels at higher loads for the
(D100). compared to diesel blends
fuel

[145] experimental 1- cylinder, 4- Biodiesel(vegetable oils)/ Variable load B0, B30, B50, B80 and B100 for biodiesel and its for biodiesel and its no evident variation
stroke, water-cooled, diesel blends blends for all tested fuels
DI diesel engine

324
[168] experimental 1- cylinder, 4- ethanol additives on Variable load B30, BE-1 (5% diethyl ether, 25% For BE-2. BE-1 and BE-2 BE-1 and BE-2 For BE-1
stroke, DI diesel biodiesel-diesel biodiesel and 70% diesel in vol.) comparison with B30 comparison with B30
engine and BE-2 (5% ethanol, 25%
biodiesel and 70% diesel in vol.)
[184] Numerical(KIVA- single-cylinder , soybean biodiesel fuel Constant speed biodieseldiesel blends (B0 and 13% for B100 27% for B100 12% for B100
CHEMKIN code)- turbocharged diesel (2000 rpm), constant B100)
Experimental engine load(5.5 bar)
Renewable and Sustainable Energy Reviews 73 (2017) 307331
 S.S. Hoseini et al.

Table 16
Effect of Emulsion fuel with additives on exhaust emissions [185197].

refs methodology Engine type Fuel type Operation condition Additive properties emission

NOx CO HC Smoke and PM

[185] experimental 4-stroke, 4-cylinder, DI Petroleum diesel variable speed (1000 Emulsion fuel with water(5% and 30% by at high amount of - - -
diesel engine 3000 rpm) volume) water
addition
[186] experimental 1-cylinder, 4 stroke, DI Petroleum diesel Variable load (25 Emulsion fuel with water, (5%, 10%, 15% for all types of W/D compared to D2 at - for all types of W/D
diesel engine 100%), constant and 20%), with 2% of surfactant. low load (PM)
speed
(3000 rpm)
[192] experimental 4-cylinder, 4-stroke, Petroleum diesel constant speed Emulsion fuel with water(0%, 10%, by applying OE - - by applying OE
diesel engine (2000 rpm) under full combined with combined with
load 20%, and 30% by volume) WDE WDE(PM)
[193] experimental 4-cylinder diesel engine Petroleum diesel Variable speed, Emulsion fuel with nano-organic(with with presence of water - - -
variable load 82.4% diesel, 5% water and 12.6% nano-
organic)
[191] experimental OM355 waste cooking oil Deferent range of The hybrid nano catalyst containing 18.9% With the soluble 38.8% With the 71.4% With the 26.3% With the
EU2 engine at IDEM speed at full load. cerium oxide on amide-functionalized nano-sized catalyst soluble nano-sized soluble nano-sized soluble nano-sized
Co. (Tabriz, Iran), multiwall carbon nanotubes (MWCNT) particle catalyst particle catalyst particle catalyst particle
[188] experimental A single cylinder DI crude tall oil Variable speed, Mg and Mo based fuel additives added with the biodiesel fuels 56.42%with the - 56.42%with the

325
diesel engine constant load into tall oil biodiesel (B60) biodiesel fuels biodiesel fuels
[189] experimental single cylinder, 4-stroke waste cooking constant speed Ferric chloride (FeCl3) as a fuel borne FBC added biodiesel 52.6% of FBC 26.6% of FBC added 6.9% of FBC added
water cooled, DI diesel palm oil ( 1500 rpm) catalyst (FBC) showed lower nitric added biodiesel biodiesel biodiesel
engine variable load oxide
[194] experimental single Petroleum diesel Constant speed carbon black(5%, 10%, 15% and 20% CB 6.2% for Carbodiesel10 with Carbodiesel with Carbodiesel20, 11.5% for
cylinder, 4 stroke, air (2600 rpm), variable in Carbodiesel) 20, Carbodiesel10
cooled, DI diesel lad
engine
[195] experimental single cylinder diesel Jatropha Methyl constant speed Carbon When use the Carbon When use the When use the Carbon When use the Carbon
engine Ester (1500 rpm), variable Nanotubes. 93% of JME, 5% of Carbon
load water and 2% of surfactants (by Nanotubes blends with Nanotubes blends Nanotubes blends with Nanotubes blends with
volume) with a hydrophiliclipophilic JME with JME JME JME
balance of 10,
[196] experimental 4- Stroke, single Jatropha Methyl constant speed( aluminium oxide for for for for
cylinder, diesel engine. Ester 1500 rpm) nanoparticles(Along with this ZJME25 the AONP 50 blended the AONP 50 the AONP 50 blended the AONP 50 blended
aluminium oxide nanoparticles ZJME25 blended ZJME25 ZJME25 ZJME25
[190] experimental single cylinder, 4-stroke Jatropha constant speed( Alumina and cerium oxide nano particle 13%for the 60% for the 33% for the 32% for the
air cooled diesel engine biodiesel, 1500 rpm), variable (. Alumina and Cerium oxide nano nano particle blended nano particle nano particle blended nano particle blended
load blended
[197] experimental 6-cylinder turbocharged waste cooking variable speed, waste cooking biodiesel with triacetin as by increasing the by increasing the by increasing the by increasing the
diesel engine biodiesel-diesel variable load an oxygenated additive oxygen ratio oxygen ratio oxygen ratio oxygen ratio
blends
Renewable and Sustainable Energy Reviews 73 (2017) 307331
 S.S. Hoseini et al.

Table 17
Effect of after treatment technology on exhaust emissions.

refs methodology Engine type Fuel type Operation condition After-treatment type emission

NOx CO UHC Smoke

[216] Exp. conventional common rail Petroleum diesel Variable speed Lean NOx Trap (LNT) at O2/C
direct-injection diesel Ratio=0.7
engine

[216] Exp. 4-cylinder, DI diesel/methanol Variable speed, diesel oxidation catalyst With the use of DOC With the use of DOC With the use of DOC
diesel engine compound variable load (DOC)
combustion
(DMCC)

[221] Exp. four-cylinder diesel engine soybean biodiesel/ Variable speed Selective catalytic reduction 6893% in all experiments
diesel blend (SCR) using SCR
[222] Exp. 1- cylinder diesel engine, edible kapok oil Constant speed, SNCR systems 13.4% than uncoated engine
variable load
[223] Exp. 1- cylinder water-cooled DI hydrogen fuel Variable speed, Selective catalytic reduction 34% When hydrogen is used, When hydrogen is used When hydrogen is used 18% When
diesel engine injection- diesel variable load (SCR) 74%When SCR is used, hydrogen is used

326
[177] Exp. 4- stroke, pine oil biofuel Constant speed Selective catalytic reduction 15.2% when used the B50 67.5% when used the 58.6% when used the 70.1% when
DI, diesel engine (1500 rpm) (SCR) with SCR B50 with SCR B50 with SCR used the B50 with
SCR

[210] Exp. 4-cylinder, DI heavy-duty biodiesel-ethanol- Varying speed selective 73% with SCR with SCR with SCR 6080% with
diesel engine diesel catalytic reduction (SCR) SCR
[167] Exp. DI non-road diesel engine rape seed oil Constant speed selective catalytic reduction 79% with a SCR converter when SCR was
(1500 rpm), variable (SCR) used
load
[224] Exp. 1- Cylinder diesel engine. bio-diesel variable load structured circular 60% among all the blends
Cordierite/Pt SCR catalyst B15 with SCR

[225] Exp. 4-stroke, Petroleum diesel Variable speed, DOCCDPF after treatment
6-cylinders diesel engine variable load system
[226] Exp. 4-stroke, 4 cylinders diesel Petroleum diesel Constant speed continuously regenerating 0.1% when NOx across the 96.3% when CO across 83%when HC across the
engine (2125 rpm), variable diesel particulate filter CRDPF1, 99.1%while CR the CRDPF1, 3.5% CRDPF1, 91.8% while
load (CRDPF) across the CRDPF2 while CR across the CR across the CRDPF2
CRDPF2
[217] Exp. Various application Petroleum diesel Not clear Diesel Particulate Filters 92% with DPF
engines
Renewable and Sustainable Energy Reviews 73 (2017) 307331
S.S. Hoseini et al.
used. Another use of oxygen in diesel engines is oxygenating the
fuel which reduces emissions of CO, HC and soot, but like adding
oxygen to the intake air, increases NOx. A point worth noticing is
that when the fuel is oxygenated, if engine operates at part load,
increase of NOx would be negligible. Another solution for control-
ling diesel engine emissions is adding a water injection to the
intake manifold is which increases the engine volumetric eciency
and improves engine performance. One of the positive eects of
spraying water into the intake manifold is NOx reduction.
Therefore, this solution can be used to control NOx.
10. One of the best strategies of reducing diesel engine emissions and
improving the engine performance is controlling the compression
ratio. In high compression ratios, the pollutants CO and HC
decrease while NOx increases. Therefore it is better that a compro-
mise exist between increase of compression ratio and NOx. But
given that increasing the compression ratio improves engine
performance, NOx can be reduced by other methods.
11. Since the use of biofuels lowers the pollutants CO, HC and soot
signicantly, it is an eective strategy in reducing emissions. Using
biodiesel increases NOx emissions, and to x this problem butanol
or ethanol can be used along with biodiesel; this reduces all the
pollutants of the diesel engine. Note that high levels of ethanol and
butanol should not be used because it causes CO and HC emissions
to be increased. Emulsion of additives with biodiesel and diesel fuel
reduces the majority of pollutants simultaneously.
12. Isobutanol, ethanol and diethyl ether are oxygenated materials
commonly used as additives in biodiesel fuel. But these additives do
not have a signicant impact on the reduction of NOx. Therefore,
the use of metal-based additives is a solution for NOx reduction. In
addition to NOx, emissions of CO and HC are also reduced when
metal-based nano- particles are used. Metal-based nano-particles
can be used to reduce most of the pollutants. Also using carbon
nano-particles with biodiesel fuel reduces most of the diesel engine
emissions. Considering the fact that the emulsion of materials in
fuel is not stable, synthesis of nano-catalysts can be used to
increase the stability of fuel. Synthesis of nano-catalysts further
reduces pollutants of diesel engines.
13. The use of after treatment technology is the nal step in reducing
diesel engine emissions. Regarding the fact that preventing all
diesel engines pollutants from entering the environment can rarely
be achieved, using after treatment technology is the nal solution of
preventing the emissions to enter the environment. Using these
strategies which include several methods, pollutant entering into
the environment can be prevented. LNT is used to absorb and
convert NOx. SCR is used for NOx conversion to N2. DOC in
addition to reducing CO and HC has an impact on the performance
of SCR and DPF. DOC raises exhaust gas temperature which is
benecial for DPF regeneration and also increases the conversion
of NO to NO2, which also increases the conversion eciency of
SCR. DPF technology is often used along with DOC to cause
elimination of particulate matter in exhaust gas.
6. Conclusion
In this study, the eect of the various proposed strategies like,
combustion management, after treatment technology and biofuel and
additive fuel on reduction of diesel engine emissions were reviewed.
Results and recommendations derived from this research are as
follows:
1. With management of the combustion, the amount of CO, HC and
soot emissions were signicantly reduced. Various methods for
managing the combustion areas following: turbocharged engine,
increasing fuel injection pressure, thermal barrier coatings, delay in
the ignition, using hydro ground nozzle, and increasing the com-
pression ratio.
327
Renewable and Sustainable Energy Reviews 73 (2017) 307331
2. By managing the fuel, the use of alternative fuels and fuel additives
CO, HC and soot emissions were signicantly reduced. Various
methods for To reduce the CO, HC and soot emissions are as
following: Addition oxygen to air intake, oxygenating the fuel, the
use of biodiesel, Addition metal-based nano-particles, synthesis of
nano-catalysts.
3. By using the after treatment technologies such as DOC, SCR and
DPF in engines CO, HC and soot emissions were reduced signi-
cantly.
4. Reduction of NOx emissions can be achieved through: using exhaust
gas recirculation system to the engine intake, spraying the fuel with
small angles, reducing the delay in the ignition, reducing the
compression ratio, the use of ethanol in diesel-biodiesel combina-
tion, spraying water into the air intake manifold, fuel-water emul-
sion use of after treatment technology.
5. With regard to the aforementioned points, the best proposed
solution for reduction of diesel engine pollutants is using biofuels
which consist of a combination of diesel, biodiesel and ethanol. Also
synthesis of metal-based nano-catalysts must be used in these fuels;
engines with turbocharger must be used and high compression ratio
along with increase of fuel injection pressure must be considered.
Furthermore, EGR system must be deployed in engine and to attain
certainty about minimization of pollutants, DOC, SCR and DPF must
be utilized.
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