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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.

The present study focuses on evaluating split-injection strategies in an ammonia–diesel dual-fuel (ADDF) engine at 1800 rpm under medium load conditions, a load range of particular interest in stationary engine operation, with the broader goal of improving combustion stability and efficiency when operating near a 50% ammonia energy contribution. Medium-load ADDF operation, particularly in small compression ignition (CI) engines, remains sparsely explored, and the influence of diesel split injections on combustion phasing and efficiency is not well understood. In this study, a twin-cylinder common rail direct injection (CRDI) diesel engine was operated in ADDF mode at 1800 rpm and medium load, with ammonia energy share of approximately 50%. A systematic experimental investigation was conducted by varying pilot injection ratio (PIR) up to 50% and pilot injection timing from 46 to 66 crank angle degrees before top dead center (CAD BTDC), while maintaining a fixed main injection timing. The experiments were complemented with computational fluid dynamics (CFD) simulations using CONVERGE v3.0 to analyze in-cylinder combustion behavior. Results show that an optimized split-injection strategy (PIR of 20% and pilot timing of 60 CAD BTDC) significantly improves combustion efficiency (~ 95%) and enhances brake thermal efficiency under ADDF operation. Further increase in PIR leads to efficiency deterioration due to unfavorable combustion phasing. The pressure and heat release characteristics reveal a shift toward low-temperature combustion with reduced peak pressure compared to diesel-only operation, attributed to the higher specific heat capacity of ammonia. The optimized split strategy advances CA50, reduces combustion duration, and minimizes negative work, thereby improving overall combustion performance. OH-radicals from simulation corroborate a hierarchy of high-temperature reaction intensity: diesel-only > ADDF split > ADDF single. Stability remained acceptable with controlled COV of IMEP under 3%. This study provides an integrated experimental-CFD evaluations of split diesel injection for a medium-load ADDF engine, and identifies an optimized pilot-main injection strategy capable of enhancing ammonia utilization while mitigating efficiency penalties. These findings offer actionable guidance for ADDF operation in power generation sector and other medium-load CI applications.

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.

Compression ignition engines used as marine engines are the most efficient internal combustion engines. They are well-established products, and millions are already on the market. Water-in-MDO (marine diesel oil) emulsions are the best alternative fuel for compression ignition engines and can be utilised with the existing setup of 2.0 L automotive common rail direct injection (CRDI) engines. They have benefits for the simultaneous reduction of both NOx and smoke (black carbon). Furthermore, they have a significant impact on the improvement of combustion efficiency. Micro-explosions are the most important phenomenon of water-in-diesel emulsions inside an internal combustion engine chamber. They affect both the emission reduction and combustion efficiency improvements directly and indirectly in accordance with the brake mean effective pressure (BMEP) and rpm. Owing to the influence of micro-emulsions on the combustion and emissions of water-in-diesel emulsion fuel, the reduction ratios of NOx and smoke in a used engine are approximately 30% and 80%, respectively. The effect of the operating parameters on micro-emulsions is presented.

This research addresses the challenges of emission reduction and fuel consumption in engines by investigating modifications in fuel properties using graphene oxide (GO) nanoparticles and diethyl ether as oxygenated additives. Characterization tests were conducted to determine the size, energy, and content of graphene and oxygen molecules in synthesized GO nanoparticles. Pongamia Pinnata Oil Methyl Ester (POME) was prepared through a transesterification process and blended with diesel to obtain a B20 blend. This POME (B20) was further mixed with GO nanoparticles at 40, 80, and 100 mg L -1 concentrations and supplemented with 3 vol% of diethyl ether. The blending process involved stirring, bath sonication, and probe sonication. A Common Rail Direct Injection diesel engine was employed with a toroidal combustion chamber and a 7-hole fuel injector nozzle. The engine maintained a steady speed of 1800 rpm, an injection timing set at 23ºbTDC, and a fixed compression ratio of 18.5 while operating under five different loads. At maximum loading conditions, the addition of 100 ppm GO nanoparticles and 5 vol% of Diethyl ether resulted in a 19.7% enhancement in Brake Thermal Efficiency (BTE) and a 10.71% reduction in Brake Specific Fuel Consumption. Furthermore, there was a significant reduction observed in CO, HC, and smoke emissions by 47.9%, 70.3%, and 23.8%, respectively. The addition of these fuel additives increased combustion characteristics such as Heat Release Rate, Cumulative Heat Release Rate, peak pressure, and in-cylinder pressure, while concurrently decreasing the Ignition Delay period and Exhaust Gas Temperature.

Currently, solving global environmental problems is recognized as an important task for humanity. In particular, automobile exhaust gases, which are pointed out as the main cause of environmental pollution, are increasing environmental pollutants and pollution problems, and exhaust gas regulations are being strengthened around the world. In particular, when an engine is idling while a car is stopped and not running, a lot of fine dust and toxic gases are emitted into the atmosphere due to the unnecessary fuel consumption of the engine. These idling emissions are making the Earth’s environmental pollution more serious and depleting limited oil resources. Biodiesel, which can replace diesel fuel, generally has similar physical properties to diesel fuel, so it is receiving a lot of attention as an eco-friendly alternative fuel. Biodiesel can be extracted from various substances of vegetable or animal origin and can also be extracted from waste resources discarded in nature. In this study, we used biodiesel blended fuel (B20) in a CRDI diesel engine to study the characteristics of gases emitted during combustion in the engine’s idling state. There were a total of four types of biodiesels used in the experiment. New Soybean Oil and New Lard Oil extracted from new resources and Waste Soybean Fried Oil and Waste Barbecue Lard Oil extracted from waste resources were used, and the gaseous substances emitted during combustion with pure diesel fuel and with the biodiesels were compared and analyzed. It was confirmed that all four B20 biodiesels had a reduction effect on PM, CO, and HC emissions, excluding NOx emissions, compared to pure diesel in terms of the emissions generated during combustion under no-load idling conditions. In particular, New Soybean Oil had the highest PM reduction rate of 20.3% compared to pure diesel, and Waste Soybean Fried Oil had the highest CO and HC reduction rates of 36.6% and 19.3%, respectively. However, NOx was confirmed to be highest in New Soybean Oil, and Waste Barbecue Lard Oil was the highest in fuel consumption.

The global community has focused on the sustainability of petroleum-based fuel supply due to increased usage in various sectors, depletion of petroleum resources, and volatile crude oil market prices. We are looking for alternative fuel. As a result, we have chosen biodiesel. In this paper, a diesel blend containing biodiesel, ethanol, and butanol was created to test the characteristics of a common rail direct injection (CRDI) diesel engine equipped with an exhaust gas recirculation (EGR) system. The blends of diesel-biodiesel and diesel-biodiesel-ethanol-butanol were designated as B40 and B40-E10-BUT10 respectively. The experiment is carried out at a rate of 20% EGR. The experimental results show that the mechanical efficiency is higher in biodiesel blends than in diesel. The use of an EGR system with these blends reduces NOx by lowering the oxygen concentration in the combustion chamber.

This study investigated the impact of dual-fuel operation using ethanol-blended diesel fuel enriched with hydroxy gas on CRDI engine performance, combustion, and emission characteristics. Neat diesel fuel was used to run the engine, along with a 20% volume fraction of an ethanol-diesel mixture that had been enhanced with three distinct streams of hydroxy gas, namely 1, 1.5, and 2 LPM. Hydroxy gas was generated by an electrolysis technique using a plate-type dry cell electrolyser (316 L stainless steel) in the presence of a NaOH catalyst. Compared to E20 (Ethanol 20%) fuel, HHO gas enrichment with lower proportions of ethanol blend E20 + 2LPM had a 2.74% increase of BTE and a 5.89% decrease of BSEC at a 5.02 bar BMEP condition. Similarly, HC, CO, and smoke emissions decreased by 4.61%, 5.19%, and 3.1%, while NOx emissions and EGT increased by 3.22% and 3.06% compared to E20. With the addition of HHO gas, combustion characteristics such as HRR, CP, and ignition delay improve while the combustion duration increases. At maximum BMEP, cylinder pressure and heat release rate increase by 3.18% and 6.58% for E20 + 2LPM HHO, respectively. It was found that the 20% volume of the ethanol-diesel blend, with 2 LPM of hydroxy gas, positively affects engine characteristics.