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Conventional liquid coolant used in automotive radiators is often used as an engine coolant. Heating systems in automotive air chambers are commonly used to cool circulating fluids, usually water or an aqueous combination of antifreeze agents such as ethylene glycol (EG). This study examines the benefits and issues of the usage of deionized water in all radiators. Deionized (DI) water has received attention as a possible alternative to chemical coolants generally used in automobile air conditioners. Automotive engineers are addressing the demanding situations of intense freezing by developing special garage systems to optimize engine overall performance and limit environmental impact. Compared to conventional refrigerants, the usage of deionized water has lesser environmental consequences, consisting of decreased corrosion and mineral production, which extends radiator lifestyles and improves cooling efficiency. Moreover, DI-water poses several challenges, which include the capability to freeze and compatibility with some radiator materials. Ultimately, this study investigates using deionized water as a refrigerant while used in radiators inside the inlet water. Additionally, it explores the impact of deionized water on engine performance, durability, heat transfer overall performance, corrosion resistance, and potential overheating, at the same time as additionally addressing environmental problems.

Nowadays, there is a lot of environmental pollution due to the wastes generated by the industries. In particular, the waste generated by leather industries produces more environmental pollution. Chrome containing leather waste (CCLW) also causes a lot of environmental pollution. In this study, an attempt has been made to use CCLW as reinforcement with aluminium. Collagen powder was extracted from CCLW. Extracted collagen powder was used to develop aluminium based composite after ball-milling with alumina particles. The parameters of the friction stir process (FSP) are optimized by the Box-Behnken Design. The optimum combination of FSP parameters was found to be the number of tool pass of 1, tool rotational speed of 965.20 rpm and transverse speed of 23.69 mm/min. Tensile strength and hardness were found to be 162.89 MPa and 53.24 BHN, respectively at an optimum combination of FSP parameters. Uniform distribution of reinforcement particles has been also observed for the composite developed at an optimum combination of FSP parameters. Results showed that tensile strength and hardness of composite were enhanced by about 20.65 % and 23.81 % respectively with respect to the base material.

The present investigation has employed recycled waste glass powder (WGP) and silicon nitride (Si 3 N 4 ) as reinforcing-agents within AZ91D-matrix composites. The composites were fabricated by employing the vacuum stir casting technique to mitigate the effects of oxidation and to ensure homogeneity, uniformity, and superior wettability among the AZ91D-matrix and reinforcements. A microscopic study provided confirmation of a uniform dispersion of WGP and Si 3 N 4 particles throughout the AZ91D-matrix. The tensile strength of the AZ91D/WGP/Si 3 N 4 composites rise with the inclusion of WGP particulates by up to 1.5 percent in AZ91D/7.5% Si 3 N 4 . However, the tensile strength of the AZ91D/9%Si 3 N 4 composite have showed maximum value as compared to other chosen formulations/combinations in the current investigation. The tensile strength of AZ91D/1.5% WGP/7.5% Si 3 N 4 composites has strengthened up to 12.13 percent with the comparison of base alloy AZ91D-matrix. In A1 formulated composite, the amount of WGP particulate has enhanced the hardness of the AZ91D-alloy by up to 1.5 percent. Findings, nevertheless has exhibited that the A6 formulated composite had superior outcomes in terms of hardness. The incorporation of “reinforcing-constituent particulates” with 1.5%WGP + 7.5%Si 3 N 4 combination within the AZ91D-matrix, has further increased fatigue-strength by around 57.84 percent. A weight-loss of 0.312 mg was being unveiled for the A1 formulated fabricated composite. The weight-loss for the A6 formulated fabricated composite, however, was reported to be 0.294 mg. At 5 N loads, 2 m/s sliding speed, and 1000 m of sliding distance, the developed 1.5%WGP/7.5%Si 3 N 4 /AZ91D composites was reported to have a rate of wear, and frictional coefficient of 0.0025 mm 3 /m and 0.315, respectively. The investigation employing scanning electron microscopy (SEM) identified the presence of corrosion pits on the surfaces that had undergone corrosion. These pits were found to be a result of localised surface assaults occurring in corrosive environments. Additionally, SEM pictures of the worn surfaces indicated the emergence of microcracks, which may be associated to the conditions of cyclic loading. Moreover, the tensile-fractography examination for the developed 1.5%WGP/7.5%Si 3 N 4 /AZ91D composites has exhibited the brittle fracture failure, including cracks and debonding phenomena. In addition, the EDS spectra-analysis have revealed an apparent existence of the observed Mg-peak, Si-peak, Al-peak, Ca-peak, and O-peak for the 1.5%WGP/7.5%Si 3 N 4 /AZ91D composites. Furthermore, the utilisation of X-ray diffraction analysis effectively determined the existence of hard phases inside the AZ91D-matrix, which significantly contributed to the reported enhancement in wear resistance. The development of harder-phases has included, α-Mg, Al 12 Mg 17, SiO 2 , Si 3 N 4 , MgO, and CaO phases within the composite has been accountable for the enhancement of the tribomechanical, and wear-resistance characteristics of the AZ91D/WGP/Si 3 N 4 composites. The Si 3 N 4 has been discovered to have a substantial impact on enhancing mechanical performance and raising the resistance to wear.

Leather industries are produced lots of hazardous waste in the town areas. Due to which level of soil and air pollutants are increasing day by day. These wastes also harm human health especially children and old age peoples. Among these leather wastes, chrome containing leather waste can be utilized to produce composite materials effectively. In the present work, an attempt is made to excerpt the chromium (Cr) based collagen powder from leather waste and utilize in the synthesis of MMCs. In this work, aluminium is used as base material whereas collagen powder is used as reinforcement along with Al 2 O 3 ceramic particles as a primary reinforcement material. Results reveal the homogeneous distribution of Al 2 O 3 particles and collagen powder in matrix material during the microstructural examination. Proper wettability and good interfacial reaction layer were observed between Collagen powder and Aluminium matrix material. Tensile strength was improved about 14.32% by adding simultaneously 5 wt. % Al 2 O 3 and 1.25 wt. % collagen powder in the aluminium matrix material. However, the hardness was improved about 35.29% by adding 6.25 wt. % Al 2 O 3 in aluminium. It has been also observed that impact strength significantly improved (27.77%) by adding 2.5 wt. % Al 2 O 3 and 3.75 wt. % collagen powder simultaneously in aluminium. Minimum corrosion loss and thermal expansion have been observed for Al/1.25% Al 2 O 3 /5% collagen powder composite and Al/0% Al 2 O 3 /6.25% collagen powder composite respectively. X-ray diffraction analysis was also performed to validate the presence of Al 2 O 3 and Cr in Al/Al 2 O 3 /Collagen powder metal matrix composite material. Mechanical properties were improved significantly by adding Al 2 O 3 and Collagen powder simultaneously in Aluminium. Corrosion behaviour and thermal expansion of composite material were also identified to observe the Al 2 O 3 and Collagen powder addition in Aluminium.

Deposition of high entropy alloy FeCoNiMnCu on SS-304 was carried out by microwave energy for application in “solid oxide fuel-cell (SOFC) interconnects”. The ball-milling has been performed by taking “Fe, Co, Ni, Mn, and Cu” in equal 20 wt. % of before deposited on SS-304 substrate. The deposited steel with 20% Fe 20% Co 20% Ni 20% Mn 20% Cu high entropy alloy (HEA) was exposed to thermal-exposure in the air for up to 10 weeks at 800 °C. The uniform cladding distribution of 20% Fe 20% Co 20% Ni 20% Mn 20% Cu HEA particles can be apparently observed on SS-304 substrate by utilizing Scanning Electron Microscope (SEM), and Optical microscopy analysis. Homogeneity in the interfacial layer was evident by employing Scanning Electron Microscope (SEM) characterization. Results have indicated that after the thermal exposure of deposited steel with 20% Fe 20% Co 20% Ni 20% Mn 20% Cu in the air for up to ten weeks at 800 °C, a “protective Cr 2 O 3 layer”, and “high-entropy spinel coating” of (Fe, Co, Ni, Mn, Cu) 3 O 4 have been formed. During microwave cladding, the emergence of harder-phases has contributed to the raised hardness. The wear behavior after coating of 20% Fe 20% Co 20% Ni 20% Mn 20% Cu HEA on SS-304 substrate has significantly enhanced due to the strengthened wear resistance and hardness of the coatings. Findings have exhibited that the formation of (Fe, Co, Ni, Mn, Cu) 3 O 4 phase is a potential coating material for “SOFC interconnects” applications. Moreover, the cladding of SS304 with a composition of 20% Fe, 20% Co, 20% Ni, 20% Mn, and 20% Cu has demonstrated remarkable stability under thermal expansion studies. As the findings have revealed that the composite cladding has efficiently withstand significant variations in volume when subjected to elevated temperatures for a prolonged period of time, thus, exhibiting its superior thermal stability for SOFC-interconnect applications. Furthermore, the SEM images of the cladding surface, surface hardness, and tribocorrosion behavior of the coated material have been observed to identify the 20% Fe 20% Co 20% Ni 20% Mn 20% Cu HEA coating effect on SS-304 steel-substrate.

The plastic deformation behavior of selective laser melting (SLM) 3D printed SS316L steel has been analyzed at the temperature range 25- 1000℃ (25 (room temperature), 200, 400, 600, 800 and 1000℃) and strain rate range 10 −3 -10 3 s −1 (10 −3 , 10 −2 , 10 −1 , 10 0 , 10 1 , 10 2 and 10 3 s −1 ) under compressive loading environments. The flow stress vs. plastic strain results revealed that the flow stress was reduced 136.64% from room temperature to 1000℃ at 10 −3 s −1 . Further, the flow stress was decreased 102.86% from room temperature to 1000℃ at 10 3 s −1 . The flow stress was increased 46.63% from 10 −3 s −1 to 10 3 s −1 at room temperature. Moreover, the flow stress was increased 95.07% from 10 −3 s −1 to 10 3 s −1 at 1000℃. The temperature and strain rate effect on strain rate sensitivity (m) has been observed for SLM 3D printed SS316L steel. Based on strain rate sensitivity (m), the power dissipation efficiency ( ) and instability dimensionless parameter ( ) map plot contours have been investigated under various hot working parameters for SLM 3D printed SS316L steel. Further, hot working processing maps have been generated by superimposing instability dimensionless parameters ( ) map on the power dissipation efficiency ( ) map for SLM 3D printed SS316L steel. The processing map was further related with investigated material microstructure to identify the hot processing safe and unsafe zone for SLM 3D printed SS316L. The unsafe instability region occurred at the low strain rate range (10 −2 – 10 −1 s −1 ), high strain rate range (10 2 -10 3  s −1 ) and temperature range (200–400℃, and 800 − 100℃) for 0.02, 0.04, 0.06, 0.08 and 0.10 strain. Further, the remaining area was useful for hot workability. The Vicker’s hardness revealed that the hardness was decreased with 3.87%, 12.55%, 22.01%, 32.35%, and 43.70% at 200 0 C, 400 0 C, 600 0 C, 800 0 C and 1000 0 C respectively with respect to room temperature hardness.

The confined constrained deformation behavior of SLM 3D printed SS316 has been analyzed at room temperature, 200 °C, 400 °C, 600 °C, and 800 °C temperature through static ball indentation finite element analysis technique model (load range 5 kN to 50 kN). The constrained confined deformation behavior analysis of SLM 3D printed SS316L steel specimen through static indentation process helps understand their mechanical response under localized compressive loading. This study helps to understand material plastic flow behavior at the time of low-velocity foreign object strike. Further, the results were analysed in terms of Meyer’s hardness (H M ), constraint factor (CF), lip height, average strain, strain hardening index (p), and indentation strength coefficient (A). The finite element analysis (FEA) results are validated with the analytical models (Johnson’s Expansion cavity model (ECM) and Richmond’s fully-plastic model (FPM)) and experimental results. The results revealed that the Meyer’s hardness was reduced 10.20%, 21.68%, 42.07% and 66.62% at 200 °C, 400 °C, 600 °C, and 800 °C respectively, compared with room temperature. Further, the lip height was increased by 24.34%, 51.40%, 98.29% and 129.22% at 200 °C, 400 °C, 600 °C, and 800 °C respectively, compared with room temperature. The constraint factor (CF) was 2.539, 2.625, 2.711, 2.961 and 3.211 at room temperature, 200 °C, 400 °C, 600 °C, and 800 °C temperature respectively under confined constrained deformation condition. Further, the CF was increased with increase in the temperature. The yield strength of the investigated material was decreased by 8.60%, 27.08%, 55.44% and 75.45% at the 200 °C, 400 °C, 600 °C, and 800 °C respectively. Further, the compressive strength was decreased by 9.94%, 30.01%, 61.72% and 88.41% at the 200 °C, 400 °C, 600 °C and 800 °C respectively. The FEA model results show the good agreement with the experimental results with less than 5% percentage difference. This shows the good prediction capability of the developed FEA model. The constrained confined deformation behavior study on SLM 3D printed SS316L study is the prime focus of the current investigation which confirms the suitability of material under foreign objects impact conditions like aerospace and defence sector.

In the present investigation, A356/C355 aluminium alloys are welded by friction stir welding by controlling various welding parameters. A356 and C355 aluminium alloys materials have a set of mechanical and physical properties that are ideally suited for application in aerospace and automobile industries and not widely used because of its poor weldebility. To overcome this barrier, weldebility analysis of A356 and C355 aluminium alloys with high speed steel (Wc-Co) tool has been investgated. An attempt has been made to investigate the influence of the rotational speed of the tools, the axial force and welding speed on tensile strength of A356/C355 aluminium alloys joint. The experiments were conducted on a milling machine. The main focus of investigation is to determine good tensile strength. Response surface methodology (box Behnken design) is chosen to design the optimum welding parameters leading to maximum tensile strength. The result shows that axial force increases, tensile strength decreases. Whereas tool rotational speed and welding speed increase, tensile strength increases. Optimum values of axial force (3 /KN), tool rotational speed (900 RPM) and welding speed (75 mm/min.) during welding of A356/C355 aluminium alloys joint to maximize the tensile strength (Predicted 223.2 MPa) have been find out.

Bagasse is a waste product which was produced from the sugar industry. These wastes produce lots of environment pollution in development. Effective utilization of these wastes can reduce lots of environment pollution. In this study, a literature review is carried out to observe the bagasse as reinforcement in the development of composite. From the literature, it was notified that bagasse can be used in the development of composite.

The excessive use of single-use plastic products in modern life has caused severe environmental, social, economic, and health consequences globally. Mostly all plastics manufactured are one-time-use materials that end up in landfills or as unmanageable garbage. This situation has led to the production of around 400 million tonnes of plastic waste per year, and if this trend continues, global production will reach up to 1100 million tonnes by 2050. India alone produced over 34.7 lakh tonnes per annum (TPA) of plastic waste, with only half of it being recycled or co-processed. As such, there is an urgent need to develop ways to reduce plastic waste. One possible solution is the use of waste plastic biofuel in engines, which has been shown to have promising results. The study aimed to analyse waste plastic oil using (Gas Chromatography Mass Spectrometry) GC-MS and (Fourier Transform Infrared Spectroscopy) FTIR analysis to identify its chemical composition. The findings of the study revealed the presence of various chemical compounds, such as alcohol, hydroperoxide, carbonyl acid groups, ester, carboxylic acid, ketones, aldehyde groups, and others. FTIR analysis confirmed the presence of alcohol, hydroperoxide, carbonyl acid groups, methyl and methylene groups, ester, carboxylic acid, ketones, aldehyde group, symmetric and asymmetric C-H bending, C-O stretch for ethers, carboxylic acids, and esters, and=C-H bending out for alkenes. The study further explains that primary plastic consumption and packaging lifetime have a significant impact on plastic waste generation. The research indicates the need to explore alternative ways to recycle and dispose of single-use plastics to mitigate its negative impact on the environment. Furthermore, this study analyses the statistical optimisation method to develop a model fit for engine behaviour using waste plastic biofuel on a single-cylinder (common rail direct injection engine) CRDi diesel engine using the (weighted aggregated sum product assessment) WASPAS approach. Additionally, the objective is to develop a model that can optimise the engine's performance while using waste plastic biofuel. The uncertainty analysis demonstrated that the experiment was carried out with a high degree of accuracy and the results were reliable. The study employed the WASPAS methodology to evaluate the performance of different (waste plastic oil) WPO samples, and the results showed that the optimal parametric setting to obtain the desired responses can be achieved with a fuel blend of 5%, load of 21 bar, and speed of 2000 RPM. However, the results demonstrate that the use of waste plastic biofuel can significantly improve engine performance, and the proposed optimisation model can accurately predict the engine's behaviour. The regression equation that was formulated showed a reasonable degree of agreement between the actual experimental results and the predicted values, thereby indicating the reliability of the experiment. Significant effects were observed from fuel blend, and speed, whereas load did not make a substantial contribution. The findings regarding the effect of parameters suggest that a reduction in fuel blend, and engine speed resulted in a decline in the performance index, while variations in load had little impact. The relationship between load and speed demonstrates that a rise in load and a reduction in speed contributed to enhanced combustion and a higher performance index. The interaction among fuel blend and speed, with a particular emphasis on the significance of reduced fuel blend and speed values in order to optimise the performance index. The findings of the analysis underlined the vitality of process parameters, specifically fuel blend and speed, wherein speed exhibited a significant impact on the outcomes. The study concludes that the use of waste plastic biofuel in engines can be an effective way to reduce plastic waste while improving engine performance. This study's findings can be applied to various engines to improve their performance while reducing plastic waste. All in all, the outcomes of the study make a substantial contribution to the advancement of scientific information regarding the properties of waste plastic oil as well as its combustion characteristics. This expands the potential for advanced breakthrough innovations in sustainable energy solutions and the conservation of the environment.