A direct injection diesel engine was studied in transient operation. Experimentally is determined the injected fuel per cycle at varying initial and end load conditions, simulating operation at urban traffic. Phases have been identified in the change of parameters of fuel delivery and components in the exhaust gases, limited by emission standards. There is a potential for reducing the carbon emissions of the engine and the amount of emitted toxic components by influencing the duration of the transient processes.

Propanol isomers, which are oxygen-rich fuels, possess superior octane ratings and energy density in comparison to methanol and ethanol. Recently, due to advancements in fermentation techniques, these propanol isomers have garnered increased interest as additives for engines. They are being explored to decrease emissions and reduce the usage of conventional fossil fuels. This study delves into this emerging field. One of the alternatives is the use of alcohol fuels in their pure state or as additives to traditional fuels. Alcohols, due to their higher volumetric energy density, are better fuels for spark ignition engines than hydrogen and biogas. Alcohol-blended fuels or alcohol fuels in their pure state may be used in gasoline engines to reduce exhaust emissions. The current research emphasizes the effect of isopropanol gasoline blends on the performance and emissions characteristics of a gasoline direct injection (GDI) engine. This investigation was conducted with different blends of isopropanol and gasoline (by volume: 10% isopropanol [IP10], 20% isopropanol [IP10], 30% isopropanol [IP30], 40% isopropanol [IP40], and 50% isopropanol [IP50]). The reviewed results showed that with increasing isopropanol in the fuel blends, engine brake power increased while BSFC decreased. In terms of emissions, with the increase in isopropanol in the fuel blends, CO and HC emissions decreased while CO₂ and NOx emissions increased.

The study and modeling of the combustion process of diesel engines require knowledge of the injection characteristics. The information on the exact start, duration and end of the injection is required. For Common Rail injectors with electromagnetic control, the beginning and duration of the electronic control pulse are precisely known. The actual start and duration of the injection are not the same as those of the impulse and they are related to the movement of the nozzle needle. The experimental determination of the movement of the nozzle needle requires specially prepared experimental installations and expensive measuring instruments. In addition, the experimental injector must be prepared with design modifications allowing the incorporation of sensors. The article presents a method for determining the start and duration of injection of Common Rail injectors using the registration and analysis of vibration pulses generated in the injector body. The method is based on the fact that the nozzle needle causes vibrations in the injector body when lifting and seating.

The operation of Internal Combustion Engine (ICE) with gaseous fuels is characterized by the specificity of the fuelling process. Nowadays the most common system is the one in which after lowering its pressure the gas fuel is delivered to the engine intake manifold by means of gas injectors. This leads to a difference in the laws of fuel supply relative to the original gasoline injection system that dispenses fuel in liquid phase. Theoretical research has been done and gas leakage has been found to be critical under engine normal operating conditions, that is, it depends on fuel pressure and not on the environment in which the fuel leaks (intake manifold). An experimental test stand was set-up and multiparametric characteristics of a common construction bottom feed gas injectors were determined experimentally under conditions very close to the real working ones.

The present paper determines the influence of the permissible injection advance angle on the economic and ecological indicators of automotive diesel engines in

Striving to maintain or even reduce the concentration of CO₂ in the Earth’s atmosphere makes it necessary to introduce "new" fuel carriers for use in vehicles. Therefore, efforts are being made to introduce new fuel carriers, specifically e-fuels. However, one should not forget about the existing solutions in this aspect, i.e. about biofuels. Usually, the introduction of new fuel carriers results in the development of internal combustion engines in two ways. One is to adapt the engine to the new fuel and the other is to adapt the new fuel to the existing engines. There are also indirect actions, i.e. that new engine solutions are useful both in the use of existing fuels and new fuels. Usually, such solutions concern the engine equipment or even just a change in the way of controlling the processes taking place in the engine. Engine accessories include: so-called internal catalyst. In this solution, some elements of the engine’s combustion chamber, such as glow plugs, are covered with a material constituting a carrier for the catalyst. In principle, the solution is to lead to a more complete combustion of fuel, thus reducing its consumption and, consequently, reducing CO₂ emissions. This paper presents the impact of the application of this solution on CO₂ emissions determined in the RDE test and discusses the possibility of achieving the intended goal in natural operation, i.e. with long-term use of vehicles. The results of the analyzes indicate a potentially positive impact of the use of an internal catalyst on reducing fuel consumption and, consequently, on reducing CO₂ emissions.