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The people in our society are highly depended on petroleum for their activities. The petroleum is a finite source and it produce several problems such as rising carbon dioxide level in the atmosphere. Around 75% of fuel produced is used for as an energy source for transportation, heat and electricity generation. This study was carried out to understand the effect of fuel injection pressure on the CRDI engine for the performance, combustion and emissions. This work has been done out on a four stroke, single cylinder diesel engine. The fuel injection pressure was varied from 400 bar, 500 bar and 600 bar by having the fuel injection angle as 20°bTDC. The collected data were analysed for various parameters such as brake specific fuel consumption (BSFC), brake thermal efficiency (BTE), CO, CO 2 , HC, NO x and Smoke emissions for diesel fuel. CO, HC and smoke emissions were reduced by increasing the fuel injection pressure. NO and CO 2 emissions were increasing by increasing the fuel injection pressure. This is due to injected fuel droplets find smaller as the injection pressure increase, which leads to improve atomization of the fuel. The BTE and SFC were not much varying.

In the modern days, the entire world is experiencing the sudden rise in energy needs. Strict emission rules and exhaust of oil reserves have led the scientists around the world to look into different fuels for IC engines. On other context, plastic wastes are currently the biggest problem across the globe for their indispensable nature and the alarming increase in the use of plastic for industrial applications. In this context, plastic oil has been considered as an alternative to the fossil fuels, as the properties of the oil extracted from waste Polyethylene are at par with those of diesel. Literature review reveals the fact that automobile sector ranks highest in polluting the environment through the emission of CO, CO 2 , NOx and unburnt hydrocarbon. In the present work, an investigation has been carried out to convert the waste plastic into a combustible oil and use of this oil blended with diesel to run a 4- stroke, 3.5kW, single cylinder, CRDI engine. Plastic oil has been prepared by pyrolysis process and subjected to fractional distillation. A blend consisting of 10% of this oil and 90% of diesel has been used as the fuel to run the engine at three different compression ratios. The performance and emission characteristics of the engine have been analyzed and reported. The results reveal a marginal increase in BTE, CO 2 , NOx and decrease in BSFC, CO, HC and smoke emissions.

Biodiesel made from oil-bearing crops including Jatropha, Pongamia, Calophyllum Inophyllum, and others has elisions been the subject of extensive research over the past ten years. Still, not much research has been done on the idea of using oilseeds like jackfruit to make biodiesel. The objective of the experiment is to enhance the efficiency and downgrade emission by identifying the NOx and reducing it. In this experimental work, diesel and various blends such as (pine oil (PO), Jack Fruit Methyl Ester (JFME), Low cetane Jack fruit oil, mixture of Pine Oil, coconut shell nano additives with Pine oil and Jack Fruit Methyl Ester (JFOPOCS)) were utilised for investigating the performance of diesel engine. The effects signify that PO20 and JFO40 are both useful. There were no modifications made to the diesel engine. Conversely, NO X has been identified. All blends of pine oil and biodiesel rise consistently when compared to diesel. With the exception of nitrogen oxides, tertiary blends and the application of break thermal efficiency in the third phase can reduce all other emissions. Finally, comprehensive examination of the significant testing outcomes, it was determined that JFO40PO20CS60 could be utilised as an appropriate biofuel mixture for diesel engines functioning at optimal performance levels Nano Coconut Shell Additive. A biofuel mixture of Pine Oil 20%, Jack Fruit Oil 40%, and Coconut Shell Nano additive 60 ppm is a sustainable choice for usage in a Common Rail Direct Injection (CRDi) engine with the optimal parameters, according to extensive testing.

The present investigation uses a blend of Nigella sativa biodiesel, diesel, n-butanol, and graphene oxide nanoparticles to enhance the performance, combustion and symmetric characteristics and to reduce the emissions from the diesel engine of a modified common rail direct injection (CRDI). A symmetric toroidal-type combustion chamber and a six-hole solenoid fuel injector were used in the current investigation. The research aimed to study the effect of two fuel additives, n-butanol and synthesized asymmetric graphene oxide nanoparticles, in improving the fuel properties of Nigella sativa biodiesel (NSME25). The concentration of n-butanol (10%) was kept constant, and asymmetric graphene oxide nano-additive and sodium dodecyl benzene sulphonate (SDBS) surfactant were added to n-butanol and NSME25 in the form of nanofluid in varying proportions. The nanofluids were prepared using a probe sonication process to prevent nanoparticles from agglomerating in the base fluid. The process was repeated for biodiesel, n-butanol and nanofluid, and four different stable and symmetric nanofuel mixtures were prepared by varying the graphene oxide (30, 60, 90 and 120 ppm). The nanofuel blend NSME25B10GO90 displayed an enhancement in the brake thermal efficiency (BTE) and a reduction in brake-specific fuel consumption (BSFC) at maximum load due to high catalytic activity and the enhanced microexplosion phenomenon developed by graphene oxide nanoparticles. The heat release rate (HRR), in-cylinder temperature increased, while exhaust gas temperature (EGT) decreased. Smoke, hydrocarbon (HC), carbon monoxide (CO2) and carbon monoxide (CO) emissions also fell, in a trade-off with marginally increased NOx, for all nanofuel blends, compared with Nigella sativa biodiesel. The results obtained indicates that 90 ppm of graphene oxide nanoparticles and 10% n-butanol in Nigella sativa biodiesel are comparable with diesel fuel.

Stringent emission regulations and the depletion of conventional fuel sources drive research on green fuels, additives, and the optimization of fuel injection and exhaust gas recirculation. This study analyzes the impact of butanol additives in diesel and cashew shell liquid biodiesel (CSLB) blends under optimal operating conditions. CSLB was produced with an 85.43% yield from waste cashew nut shell liquid under optimal conditions: a methanol/CSL molar ratio (MR) of 20:1, a process temperature (PT) of 70 °C, and a 4 wt% industrial waste-derived heterogeneous catalyst (IC), using the desirability function approach in the RSM-CCD model. The catalyst was characterized using XRD, FTIR, and BET analyses to confirm its catalytic activity. Engine performance improvements were achieved with specific modifications, including 4° CA timing retardation, 15% split injection, and a 20% exhaust gas recirculation rate when using CSLB blends. In common rail direct injection (CRDI) experimental investigations, diesel and CSLB blends were combined with butanol additives (2.5%, 5%, and 10%) and compared to the baseline test. Incorporating 10% butanol, with its higher latent heat, resulted in a lower combustion temperature, reducing NO x emissions by 47.09% in CSLB10. Additionally, the additive’s lower viscosity and higher oxygen content enhanced atomization, reducing CO (33%) and smoke (23.02%) emissions. However, a slight increase in CO 2 (8.92%) and a decrease in HC emissions (27.14%) were observed in CSLB10. Improved combustion characteristics, reflected in higher peak pressure and heat release rate, resulted in a 4.75% increase in brake thermal efficiency and a 13.92% reduction in brake-specific energy consumption compared to ideal conditions. Overall, this study explores the impact of butanol additives on the performance and emissions of CRDI engines fuelled with CSLB blends derived from waste cashew nut shell liquids, providing insights for sustainable fuel optimization.

An existing diesel engine was fitted with a common rail direct injection (CRDi) facility to inject fuel at higher pressure in CRDi mode. In the current work, rotating blades were incorporated in the piston cavity to enhance turbulence. Pilot fuels used are diesel and biodiesel of Ceiba pentandra oil (BCPO) with hydrogen supply during the suction stroke. Performance evaluation and emission tests for CRDi mode were carried out under different loading conditions. In the first part of the work, maximum possible hydrogen substitution without knocking was reported at an injection timing of 15° before top dead center (bTDC). In the second part of the work, fuel injection pressure (IP) was varied with maximum hydrogen fuel substitution. Then, in the third part of the work, exhaust gas recirculation (EGR), was varied to study the nitrogen oxides (NOx) generated. At 900 bar, HC emissions in the CRDi engine were reduced by 18.5% and CO emissions were reduced by 17% relative to the CI mode. NOx emissions from the CRDi engine were decreased by 28% relative to the CI engine mode. At 20%, EGR lowered the BTE by 14.2% and reduced hydrocarbons, nitrogen oxide and carbon monoxide by 6.3%, 30.5% and 9%, respectively, compared to the CI mode of operation.

Environmental constraints associated with fossil fuels have driven researchers to find a novel, potential and environmentally benign alternative fuel. Biodiesel, vegetable oil, and alcohol have gained rapid momentum thanks to their renewable nature and comparable energy contents in recent years. Accordingly, a Ternary fuel blend is prepared comprising three fuels namely diesel, biodiesel, and pentanol. Waste cooking oil was identified as the source for biodiesel and Pentanol was chosen among various alcohol alternatives due to improved energy density, reduced toxicity. These are endorsed to the enhancement in surface area-volume ratio of nano additives which boosts the catalytic combustion activity and also causing lesser fuel to take part in combustion for maintaining a constant engine speed. The experimentation is done with ternaryfuel blends with varying pentanol and biodiesel concentrations of diesel, biodiesel and pentanol). Upon experimentation, it was observed that, ternary fuel blend ‘TF’ comprising 70% diesel, 20% biodiesel and 10% pentanol, yielded best performance and was used for doping of Alumina oxide (Al 2 O 3 ) nano additives. The Al 2 O 3 nanoparticles were doped with ternary blends at fractions of 10 ppm, 20 ppm, and 30 ppm. It was observed that 20 ppm Al 2 O 3 nanoparticle blended TF blend improved BTE and lowered BSFC by about 12.01% and 22.57% respectively. The performance tremendously along with lowered the CO emission by 49.21%, HC emission by 18.91% and smoke opacity by 9.02%.

Managing plastic waste while ensuring sustainable energy solutions is one of the critical challenges in modern engineering. The present study aims to address the combined issues of plastic waste management and engine exhaust gas emissions by replacing 50% of diesel with 50% of oil produced from plastic waste. Experimental tests were conducted on a common rail direct injection engine using Diesel Plastic Fuel (DPF = 50% Diesel + 50% Waste Plastic Fuel) and DPF blends containing 5%, 10%, and 15% Furfuryl Alcohol (FA), such as DPF-FA5, DPF-FA10, and DPF-FA15 across engine loads ranging from 20% to 100%. Key parameters such as Brake Thermal Efficiency (BTE), Brake Specific Fuel Consumption (BSFC), cylinder pressure, heat release rate, and emissions (CO, CO 2 , HC, NO x , and smoke opacity) were analyzed. The results were normalized and integrated into a Python-based program to estimate the performance index, adapting a novel optimization method using Kissing Numbers that allows the identification of optimal fuel configurations. The addition of FA improved engine combustion which resulted in an 8.2% increase in BTE, a 9.8% reduction in BSFC, and a 23.4% decrease in smoke opacity compared to DPF. While NO x emissions increased by 19.5%, CO and HC emissions were reduced by 2.9% and 13.1%, respectively. DPF-FA15 was identified as the optimal blend for high loads that demonstrate the potential of FA to balance performance and emission characteristics using Kissing Numbers. The results highlight the potential of FA as a sustainable additive for diesel-plastic blends that offer a viable solution to reduce plastic waste and enhance engine performance and environmental sustainability.

The main goals of this study were to produce biodiesel from Scenedesmus obliquus algae using n-butanol as a green fuel and to analyse engine performance, combustion characteristics, and emission. Researchers are looking into how N-butanol affects mixes of Scenedesmus obliquus algae used to make biodiesel for use in Common Rail Direct Injection (CRDI) engines. In the studies, different combinations of Scenedesmus obliquus diesel algae were employed: 30 A (Algae), 30 A + 10% N-Butanol, 30 A + 20% N-Butanol, and 30 A + 30% N-Butanol. The pure 100% Diesel (D100) combination was also used. The butanol blends 30 A + 30% N and 30 A + 10% N both exhibit mediocre performance across the board in terms of emissions and combustion. When compared to pure diesel (D100), the ideal addition was 30 A + 20% N - Butanol, which led to a 10.96% gain in brake thermal efficiency and a 7.4% decrease in specific fuel consumption. On the other hand, because of the high concentration of D100 and the noticeable rise in exhaust temperature, there was an increase in nitrogen oxides in the exhaust gases. On the other hand, the exhaust gases concentrations of carbon monoxide and smoke opacity decreased by 19.2%, and 15%, respectively, in contrast to D100. Hydrocarbon emissions, on the other hand, dropped by 8%. The cylinder pressure and heat release rate improved by 8.6% and 36.43%, respectively, according to the combustion characteristic analysis results.

Agricultural drought is a natural hazard, often leading to significant crop yield losses and jeopardising food security. Climate change is anticipated to increase the duration and the magnitude of drought events, augmenting also their adverse effects. Recent studies, as well as policy initiatives, emphasise the need of proper farm-level management, for efficient mitigation of drought effects and adaptation to climate change. Towards this objective, robust, practical and comprehensible tools should be employed to support decision making process. In this paper, the Crop Reconnaissance Drought Index (CRDI) is introduced, aiming at assisting in agricultural drought analyses, focusing on specific crops. The proposed CRDI is an adjustment of the widely used Reconnaissance Drought Index (RDI), in which the utilised parameter of reference evapotranspiration is replaced by crop evapotranspiration. Along with this amendment, other issues regarding the calculation of CRDI are discussed, such as the selection of appropriate reference periods and methods of crop evapotranspiration assessment. The significance and the advantages of CRDI are illustrated through an application, considering different crops under Mediterranean conditions, in three regions of Greece.